Engine control methods, devices, computer equipment and storage media

Abstract

This application relates to an engine control method, apparatus, computer equipment, and storage medium. The method includes: acquiring the current flight status, current operating status, and current system control commands of an aero-engine within a preset time period; determining execution information of an electric drive control unit based on the current flight status, current operating status, and current system control commands; the execution information including a target operating state between the high-pressure shaft and the low-pressure shaft of the aero-engine; and adjusting the operating state between the high-pressure shaft and the low-pressure shaft to the target operating state. This method can improve engine operating efficiency.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to an engine control method, device, computer equipment, and storage medium. Background Technology

[0002] With the development of engine technology, engine economy and service life have always been key performance indicators for engines. Fuel consumption for the same range and turbine inlet temperature for the same thrust largely determine the levels of these two indicators. Research on reducing fuel consumption and turbine inlet temperature has been ongoing for many years.

[0003] Traditional engine control methods, such as nonlinear aero-engine performance optimization control methods based on the generalized reduced gradient method, and hybrid optimization algorithms based on FSQP (Feasible Sequential Quadratic Programming), LP (Linear Programming), and MAPS (Model-Assisted Pattern Search), obtain engine performance standards through control algorithms, enabling the engine to adjust itself, thereby reducing aircraft fuel consumption and improving computational speed and real-time performance. However, traditional control algorithms can only adjust engine performance for a single flight state, resulting in lower engine efficiency under various flight conditions. Summary of the Invention

[0004] Therefore, it is necessary to provide an engine control method, device, computer equipment, computer-readable storage medium, and computer program product to address the aforementioned technical problems.

[0005] In a first aspect, this application provides an engine control method. The method includes:

[0006] Within a preset time period, acquire the current flight status of the aircraft engine, the current operating status of the aircraft engine, and the current system control commands of the aircraft engine;

[0007] Based on the current flight status, the current operating status, and the current system control commands, the execution information of the electric drive control unit is determined; the execution information includes the target operating status between the high-pressure shaft and the low-pressure shaft of the aero-engine.

[0008] Adjust the working state between the high-pressure shaft and the low-pressure shaft to the target working state.

[0009] Optionally, determining the execution information of the electric drive control unit based on the current flight state, the current operating state, and the current system control command includes:

[0010] Based on the current system control command, it is determined whether the electric drive control unit needs to be activated. If the electric drive control unit needs to be activated, the current system control command is sent to the electric drive control unit, and the electric drive control unit is activated.

[0011] Based on the current flight status and the current operating status, the execution information of the electric drive control unit is determined.

[0012] Optionally, after obtaining the current flight status and current operating status of the aircraft engine, the method further includes:

[0013] The current flight status and current operating status of the aero-engine are filtered and cleaned using a filtering algorithm to obtain a current flight status and a current operating status without any abnormalities.

[0014] Optionally, determining the execution information of the electric drive control unit based on the current flight state and the current operating state includes:

[0015] Determine whether the current flight status of the aero-engine meets the preset flight status range, and whether the current operating status of the aero-engine meets the preset operating status range;

[0016] When the current flight state of the aircraft engine meets the preset flight state range and the current operating state of the aircraft engine meets the preset operating state range, the execution information of the electric drive control unit is determined based on the current flight state and the current operating state.

[0017] Optionally, the target operating state includes the target power conversion mode and the target power transmission value. Determining the execution information of the electric drive control unit based on the current flight state, the current operating state, and the current system control command includes:

[0018] The target power transmission value between the high-voltage shaft and the low-voltage shaft is determined by the power control algorithm based on the current flight state and the current operating state.

[0019] The target power conversion method is determined based on the target power transmission value.

[0020] Optionally, adjusting the operating state between the high-pressure shaft and the low-pressure shaft to the target operating state includes:

[0021] Determine whether the power conversion method between the high-pressure shaft and the low-pressure shaft is the same as the target power conversion method;

[0022] If the power conversion method between the high-voltage shaft and the low-voltage shaft is different from the target power conversion method, the power conversion method between the high-voltage shaft and the low-voltage shaft shall be adjusted to the target power conversion method, and the power transmission value between the high-voltage shaft and the low-voltage shaft shall be adjusted to the target power transmission value.

[0023] When the current transmission mode of the power shaft is the same as the target transmission mode of the power shaft, the power transmission value between the high-voltage shaft and the low-voltage shaft is adjusted to the target power transmission value.

[0024] Secondly, this application also provides an engine. The engine includes a system controller, an electric drive control unit, sensors, a high-pressure shaft, and a low-pressure shaft, wherein:

[0025] The sensor is connected to the system controller; the sensor is used to detect the current operating status of the aircraft engine and the current flight status of the aircraft engine.

[0026] The system controller is connected to the electric drive unit; the system controller is used to receive the flight status and the current operating status of the aero-engine, and determine the target operating status between the high-pressure shaft and the low-pressure shaft based on the current flight status and the current operating status; the system controller is used to generate system control commands and send the system control commands to the electric drive control unit;

[0027] The electric drive control unit is connected to the high-voltage shaft and the low-voltage shaft, and adjusts the working state of the high-voltage shaft and the low-voltage shaft to the target working state.

[0028] Optionally, the electric drive control unit includes a high-voltage shaft motor, a high-voltage shaft motor controller, a low-voltage shaft motor, a low-voltage shaft motor controller, and a power converter, wherein:

[0029] The high-voltage shaft motor is connected to the high-voltage shaft, and the high-voltage shaft motor is connected to the high-voltage shaft motor controller. The low-voltage shaft motor is connected to the low-voltage shaft, and the low-voltage shaft motor is connected to the low-voltage shaft motor controller. The high-voltage shaft motor controller and the low-voltage shaft motor controller are respectively connected to the power converter.

[0030] Thirdly, this application also provides an engine control device. The device includes:

[0031] The acquisition module is used to acquire the current flight status of the aero-engine, the current operating status of the aero-engine, and the current system control commands of the aero-engine within a preset time period.

[0032] The determination module is used to determine the execution information of the electric drive control unit based on the current flight state, the current operating state, and the current system control command; the execution information includes the target operating state between the high-pressure shaft and the low-pressure shaft of the aero-engine;

[0033] The adjustment module is used to adjust the working state between the high-pressure shaft and the low-pressure shaft to the target working state.

[0034] Optionally, the determining module is specifically used for:

[0035] Based on the current system control command, it is determined whether the electric drive control unit needs to be activated. If the electric drive control unit needs to be activated, the current system control command is sent to the electric drive control unit, and the electric drive control unit is activated.

[0036] Based on the current flight status and the current operating status, the execution information of the electric drive control unit is determined.

[0037] Optionally, the device further includes:

[0038] The filtering module is used to perform filtering and impurity removal operations on the current flight state and the current operating state of the aero-engine through a filtering algorithm to obtain the current flight state and the current operating state without abnormalities.

[0039] Optionally, the determining module is specifically used for:

[0040] Determine whether the current flight status of the aero-engine meets the preset flight status range, and whether the current operating status of the aero-engine meets the preset operating status range;

[0041] When the current flight state of the aircraft engine meets the preset flight state range and the current operating state of the aircraft engine meets the preset operating state range, the execution information of the electric drive control unit is determined based on the current flight state and the current operating state.

[0042] Optionally, the target operating state includes the target power conversion mode and the target power transmission value, and the determining module is specifically used for:

[0043] The power determination module is used to determine the target power transmission value between the high-pressure shaft and the low-pressure shaft based on the current flight state and the current operating state using a power control algorithm.

[0044] The conversion determination module is used to determine the target power conversion method based on the target power transmission value.

[0045] Optionally, the adjustment module is specifically used for:

[0046] Determine whether the power conversion method between the high-pressure shaft and the low-pressure shaft is the same as the target power conversion method;

[0047] If the power conversion method between the high-voltage shaft and the low-voltage shaft is different from the target power conversion method, the power conversion method between the high-voltage shaft and the low-voltage shaft shall be adjusted to the target power conversion method, and the power transmission value between the high-voltage shaft and the low-voltage shaft shall be adjusted to the target power transmission value.

[0048] When the current transmission mode of the power shaft is the same as the target transmission mode of the power shaft, the power transmission value between the high-voltage shaft and the low-voltage shaft is adjusted to the target power transmission value.

[0049] Fourthly, this application provides a computer device. The computer device includes a memory and a processor, the memory storing a computer program, characterized in that the processor executes the computer program to implement the steps of the method described in either the first or second aspect.

[0050] Fifthly, this application provides a computer-readable storage medium. The storage medium includes a computer program stored thereon, characterized in that, when executed by a processor, the computer program implements the steps of the method described in any one of the first or second aspects.

[0051] Sixthly, this application provides a computer program product. The computer program product includes a computer program, characterized in that, when executed by a processor, the computer program implements the steps of the method described in any one of the first or second aspects.

[0052] The aforementioned engine control method, device, computer equipment, and storage medium acquire the current flight state, current operating state, and current system control commands of the aero-engine within a preset time period; determine the execution information of the electric drive control unit based on the current flight state, current operating state, and current system control commands; the execution information includes the target operating state between the high-pressure shaft and the low-pressure shaft of the aero-engine; and adjust the operating state between the high-pressure shaft and the low-pressure shaft to the target operating state. Through a performance optimization algorithm, the target operating state of the engine under the current flight state is calculated, and the engine's operating state is adjusted to the target operating state, thereby improving the engine's performance by enabling it to achieve optimal operating state under multiple flight states. Attached Figure Description

[0053] Figure 1 This is a schematic diagram illustrating the application of the engine control method in one embodiment;

[0054] Figure 2 This is a flowchart illustrating an engine control method in one embodiment;

[0055] Figure 3 This is a schematic diagram of the engine structure in one embodiment;

[0056] Figure 4 This is a flowchart illustrating an example of engine control in one embodiment;

[0057] Figure 5 This is a structural block diagram of the engine control device in one embodiment;

[0058] Figure 6 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0060] The engine control method provided in the embodiments of this application, such as Figure 1As shown, this can be applied to system control units. The system control unit is an onboard computer containing an electric drive control unit, and it can be applied to the engines of small and medium-sized military aircraft, unmanned aerial vehicles, and civilian passenger aircraft. The system control unit is used to acquire the current flight status and the current engine operating status. Through performance optimization algorithms, the target operating state of the engine under the current flight status is calculated, and the engine operating state is adjusted to the target operating state, thereby improving the engine's performance by ensuring optimal operating conditions under multiple flight states.

[0061] In one embodiment, such as Figure 2 As shown, an engine control method is provided, which is illustrated by applying the method to a system control unit, and includes the following steps:

[0062] Step S201: Within a preset time period, acquire the current flight status of the aircraft engine, the current operating status of the aircraft engine, and the current system control commands of the aircraft engine.

[0063] The current operating status of the engine includes the current working status of the high-pressure shaft and the low-pressure shaft.

[0064] In this example, the system control unit uses sensors mounted on the engine to detect the aircraft's current altitude and speed, and uses these parameters as the current flight status. The system control unit also uses sensors on the engine to detect the operating status of the high-pressure and low-pressure shafts, and uses these current operating statuses as the engine's current operating status. Finally, the system control unit obtains the engine's identifier using the engine information provided by the aircraft.

[0065] The aircraft can be, but is not limited to, small and medium-sized military aircraft, unmanned aerial vehicles, and civilian passenger aircraft using small and medium-sized engines. The power shaft includes a high-voltage shaft and a low-voltage shaft connected via an electric drive control unit. The current operating state of the power shaft includes the power transmission method between the high-voltage and low-voltage shafts, and the magnitude of the transmitted power. The electric drive control unit includes a processor and a controller. The processor processes data information on the current flight status and engine identification data to obtain data information on the engine's target operating state. The controller adjusts the engine's current operating state to the target operating state based on the data obtained from the processor.

[0066] The high-pressure shaft refers to the high-pressure compressor assembly connected to the high-pressure turbine via a high-pressure shaft and bearings, while the low-pressure shaft refers to the fan assembly connected to the low-pressure turbine via a low-pressure shaft and bearings. The fan and compressor compress air by consuming mechanical work, increasing its pressure, temperature, and velocity. This high-pressure air, upon passing through the combustion chamber, is ignited by fuel, significantly increasing its temperature and transforming it into a high-temperature, high-pressure, high-speed airflow, which is then sprayed onto the turbine assembly. The high-pressure and low-pressure turbines, through rotation, convert the internal energy of the airflow into mechanical energy, reducing its temperature, pressure, and velocity. The mechanical work generated by the high- and low-pressure turbines equals the mechanical energy consumed by the fan and compressor. The remaining air, with its temperature, pressure, and velocity far exceeding those of the ambient air, is ejected at high speed through the exhaust nozzles, generating thrust that propels the entire aircraft in the same direction.

[0067] Step S202: Determine the execution information of the electric drive control unit based on the current flight status, current operating status, and current system control commands; the execution information includes the target operating status between the high-pressure shaft and the low-pressure shaft of the aero-engine.

[0068] In this embodiment, the system control unit determines whether to activate the electric drive control unit based on the current system control command. If activation is required, the system controller calculates the target operating state between the high-pressure shaft and low-pressure shaft of the aero-engine under the current flight and engine operating states. This target operating state is then used as the execution information for the electric drive control unit. The system controller is the Engine Electronic Control Unit (EEC). The specific calculation process will be explained in detail later.

[0069] Specifically, the system control unit, through the system controller, calculates the current flight status based on the engine's control range and outputs corresponding control commands to the high-pressure and low-pressure shafts. The electric drive control unit then controls the high-pressure and low-pressure shafts to operate according to these commands. Engine adjustment is a transient, continuous process; the operation of each shaft requires gradual processing and adjustment by the electric drive control unit to bring the engine to the target operating state. Therefore, under the gradual control of the electric drive control unit, when a certain amount of power is transferred from one shaft to another at t=0, the turbine's work is achieved by airflow impacting the blades, resulting in continuous changes in the engine's high-pressure and low-pressure shaft speeds under different adjustment states. Sensors transmit the engine's real-time operating status back to the system controller. Based on the engine's operating status at t=1, the system controller issues new control commands or maintains existing commands, performing iterative calculations until the target operating state of the engine is obtained.

[0070] Step S203: Adjust the working state between the high-pressure shaft and the low-pressure shaft to the target working state.

[0071] In this embodiment, the system control unit receives control commands from the system controller through the electric drive control unit, and adjusts the current operating state of the engine according to the target operating state of the engine, so that the actual operating state of the engine is adjusted to the target operating state.

[0072] Based on the above scheme, the system control unit calculates the engine's target operating state under the current flight condition and adjusts the engine's operating state to the target operating state, thereby improving the engine's performance by enabling it to achieve the optimal operating state under multiple flight conditions.

[0073] Optionally, the execution information of the electric drive control unit is determined based on the current flight status, current operating status, and current system control commands, including: determining whether the electric drive control unit needs to be activated based on the current system control commands; if the electric drive control unit needs to be activated, sending the current system control commands to the electric drive control unit and controlling the electric drive control unit to activate; and determining the execution information of the electric drive control unit based on the current flight status and current operating status.

[0074] In this embodiment, the system control unit pre-stores a preset flight state. Before reaching the preset flight state after the aircraft starts, the system control unit detects the aircraft's current flight state in real time through sensors. When the current flight state reaches the preset flight state, the system control unit activates the engine's electric drive control unit and adjusts the engine's current operating state through the electric drive control unit, thereby improving the engine's working efficiency. After the electric drive control unit is activated, the high-pressure shaft and low-pressure shaft electric drive control units of the engine provide the necessary electrical energy for operation.

[0075] After the electric drive control power is turned on, the terminal, through the system controller, calculates the target operating state between the high-pressure shaft and the low-pressure shaft of the aero-engine under the current flight state and the current operating state. The system control unit uses the target operating state between the high-pressure shaft and the low-pressure shaft of the aero-engine as the execution information of the electric drive control unit.

[0076] Specifically, the high-pressure turbine and compressor connected to the high-pressure shaft, and the fan and low-pressure turbine connected to the low-pressure shaft, are two mechanically independent components, and their respective work is also independent. The controller of the electric drive control unit adjusts the working state of the working shaft by transferring power from the low-pressure shaft to the high-pressure shaft, or vice versa. In traditional low-pressure or high-pressure shafts, all the mechanical work generated by the turbine is used to drive the fan or compressor. Therefore, to meet the power transfer between the high-pressure and low-pressure shafts (i.e., extracting power from one shaft and transferring it to another), the turbine of the shaft from which power is extracted must generate work to meet the power extraction and the original load of the fan or compressor. Therefore, the working shaft that receives the injected power, due to the additional work injection, can have its turbine do less work, still fulfilling the original load on the compressor or fan. Furthermore, because the work of the high-pressure and low-pressure turbines is caused by the impact of high-temperature, high-pressure, and high-speed airflow on the rotating blades, the power extraction inevitably leads to a change in the rotational speed of the two shafts. The varying power levels and conversion directions determine whether the high-voltage shaft controller for the high-voltage shaft and the low-voltage shaft controller for the low-voltage shaft operate as an electric motor or a generator. When the shaft is the object being powered, mechanical work is generated through gear connections, and the shaft's speed and torque are used to generate electricity, thus the shaft controller functions as a generator. Conversely, when current is introduced into the shaft being powered, the current converts electrical energy into speed and torque, which is then injected into the shaft, making the shaft controller function as an electric motor, and vice versa. Therefore, when one shaft controller functions as a generator, it can provide the operating power for the entire electric drive control unit. This achieves the technical effect of powering the electric drive control unit through the engine's power shaft.

[0077] Based on the above scheme, the decision to activate the electric drive control unit is determined by the aircraft's operating status, and the engine supplies power to the electric drive control unit. This not only optimizes the engine's control system but also avoids increasing the engine's weight by adding additional energy storage equipment, thereby improving the engine's operating efficiency.

[0078] Optionally, after obtaining the current flight status and current operating status of the aero-engine, the method further includes: using a filtering algorithm to filter and remove impurities from the current flight status and current operating status of the aero-engine to obtain the current flight status and current operating status without any abnormalities.

[0079] In this embodiment, the system control unit performs a filtering operation on the current flight status and current operating status of the aircraft engine using a filtering algorithm. This eliminates abnormal data in the current flight status and current operating status, resulting in an abnormal current flight status and an abnormal current operating status. The filtering algorithm can be any algorithm capable of performing the above operation.

[0080] Based on the above scheme, by filtering and removing impurities from the current flight status and current operating status, the accuracy of subsequent calculations of the target operating status between the high-pressure shaft and the low-pressure shaft of the aero-engine is improved.

[0081] Optionally, the execution information of the electric drive control unit is determined based on the current flight status and the current operating status, including: determining whether the current flight status of the aero-engine meets the preset flight status range and whether the current operating status of the aero-engine meets the preset operating status range; and if the current flight status of the aero-engine meets the preset flight status range and the current operating status of the aero-engine meets the preset operating status range, the execution information of the electric drive control unit is determined based on the current flight status and the current operating status.

[0082] In this embodiment, the system control unit presets multiple flight state ranges and multiple operating state ranges, and determines whether the current flight state meets one of the preset flight state ranges and whether the current operating state of the aero-engine meets one of the preset operating state ranges. If the current flight state of the aero-engine does not meet any of the preset flight state ranges, but the current operating state of the aero-engine meets any of the preset operating state ranges, the system control unit reacquires the new flight state of the aero-engine and reacquires the new current flight state of the aero-engine.

[0083] When the current flight state of the aero-engine meets the preset flight state range and the current operating state of the aero-engine meets the preset operating state range, the system control unit calculates the target operating state between the high-pressure shaft and the low-pressure shaft of the aero-engine in the current flight state through the system controller. The system control unit uses the target operating state between the high-pressure shaft and the low-pressure shaft of the aero-engine as the execution information of the electric drive control unit.

[0084] The flight status range may include, but is not limited to, the flight altitude range and the flight speed range, while the operating status range may include, but is not limited to, the engine operating efficiency range and the output power range.

[0085] Based on the above scheme, by determining whether the current flight state of the aero-engine meets the preset flight state range and whether the current operating state of the aero-engine meets the preset operating state range, the execution information of the electric drive control unit is determined, thereby improving the operating efficiency of the electric drive control unit.

[0086] Optionally, the target operating state includes the target power conversion mode and the target power transmission value. Based on the current flight state, the current operating state, and the current system control commands, the execution information of the electric drive control unit is determined, including: determining the target power transmission value between the high-voltage shaft and the low-voltage shaft based on the current flight state and the current operating state through a power control algorithm; and determining the target power conversion mode based on the target power transmission value.

[0087] In this embodiment, the system control unit calculates the target power transfer value between the high-voltage axis and the low-voltage axis based on the current flight and operating states using the system controller's power control algorithm. The target power transfer value can be negative. When the target power transfer value is positive, the system control unit determines the target power conversion method as transfer from the high-voltage axis to the low-voltage axis; when the target power transfer value is negative, the system control unit determines the target power conversion method as transfer from the low-voltage axis to the high-voltage axis. The terminal uses the target power transfer value between the high-voltage axis and the low-voltage axis, as well as the target power conversion method between the high-voltage axis and the low-voltage axis, as execution information for the electric drive control unit.

[0088] Based on the above scheme, the control accuracy of the engine control unit is improved by using the execution information of the electric drive control unit based on the current flight status and current operating status.

[0089] Optionally, the operating state includes the power transmission mode and the transmission power; adjusting the operating state of the power shaft to the target operating state includes: determining whether the current transmission mode of the power shaft is the same as the target transmission mode of the power shaft; if the current transmission mode of the power shaft is different from the target transmission mode of the power shaft, adjusting the transmission mode of the power shaft and adjusting the transmission power of the power shaft to the target transmission power of the power shaft; if the current transmission mode of the power shaft is the same as the target transmission mode of the power shaft, adjusting the transmission power of the power shaft to the target transmission power of the power shaft.

[0090] In this embodiment, after obtaining the target operating state of the power shaft, the system control unit determines whether the target operating state of the power shaft is the same as the current operating state of the engine. If the target operating state of the power shaft is the same as the current operating state of the engine, the current operating state of the power shaft remains unchanged. If the target operating state of the power shaft is different from the current operating state of the engine, the system control unit further determines whether the current transmission mode of the power shaft is the same as the target transmission mode. If the current transmission mode of the power shaft is different from the target transmission mode, the system control unit adjusts the power transmission mode of the power shaft to the target power transmission mode through the controller of the electric drive control unit, and adjusts the transmission power of the power shaft to the target transmission power. If the current transmission mode of the power shaft is the same as the target transmission mode, the system control unit directly adjusts the transmission power of the power shaft to the target transmission power through the controller of the electric drive control unit.

[0091] The power transmission method of the power shaft is to transmit power through the high-pressure shaft to the low-pressure shaft, or through the low-pressure shaft to the high-pressure shaft.

[0092] Based on the above scheme, the controller adjusts the working state of the power shaft to the target working state of the power shaft, thereby ensuring that the working state of the engine's power shaft can reach the target working state, thus improving the engine's operating efficiency.

[0093] In one embodiment, such as Figure 3As shown, an engine is provided, including: a system controller, an electric drive control unit, sensors, a high-pressure shaft, and a low-pressure shaft, wherein: the sensors are connected to the system controller; the sensors are used to detect the current operating state and the current flight state of the aero-engine; the system controller is connected to the electric drive unit; the system controller is used to receive the flight state and the current operating state of the aero-engine, and determine the target operating state between the high-pressure shaft and the low-pressure shaft based on the current flight state and the current operating state; the system controller is used to generate system control commands and send the system control commands to the electric drive control unit; the electric drive control unit is connected to the high-pressure shaft and the low-pressure shaft, and adjusts the operating state between the high-pressure shaft and the low-pressure shaft to the target operating state.

[0094] In this embodiment, an electric drive control unit is added to a conventional engine, and the electric drive control unit is located on the outside of the engine. The system controller is connected to both the sensors and the electric drive control unit. It receives flight status and the current operating status of the aero-engine from the sensors, and determines the target operating state between the high-pressure shaft and the low-pressure shaft based on the current flight and operating status. The electric drive engine connects the high-pressure and low-pressure shafts through the electric drive control unit, thereby controlling the power conversion between the high-pressure and low-pressure shafts according to control commands sent by the system controller, adjusting the operating state between the high-pressure and low-pressure shafts to the target operating state. The connection between the electric drive control unit and the high-pressure and low-pressure shafts can be, but is not limited to, an electrical connection. During power transmission between the high-pressure and low-pressure shafts, the electric drive control unit functions, thus supporting its normal operation without the need for additional energy storage equipment.

[0095] Based on the above solution, the performance of the engine is optimized by adding an electric drive control unit to the traditional engine.

[0096] Optionally, the electric drive control unit includes a high-voltage shaft motor, a high-voltage shaft motor controller, a low-voltage shaft motor, a low-voltage shaft motor controller, and a power converter, wherein: the high-voltage shaft motor is connected to the high-voltage shaft, the high-voltage shaft motor is connected to the high-voltage shaft motor controller, the low-voltage shaft motor is connected to the low-voltage shaft, the low-voltage shaft motor is connected to the low-voltage shaft motor controller, and the high-voltage shaft motor controller and the low-voltage shaft motor controller are respectively connected to the power converter.

[0097] In this embodiment, the electric drive control unit includes a high-pressure shaft motor, a high-pressure shaft motor controller, a low-pressure shaft motor, a low-pressure shaft motor controller, and a power converter. The power converter controls the high-pressure shaft controller and the low-pressure shaft controller, thereby adjusting the operating state of the power shaft to the target operating state. The current conversion controller can be connected to the high-pressure shaft controller and the low-pressure shaft controller via electrical connections, but is not limited to this. The current conversion controller can also be connected to the exhaust gas nozzle and the compressor via electrical connections, but is not limited to this. The high-pressure shaft motor is connected to the high-pressure shaft and its controller; the low-pressure shaft motor is connected to the low-pressure shaft and its controller; and the high-pressure shaft motor controller and its controller are each connected to the power converter.

[0098] Based on the above scheme, the power shaft, compressor, and exhaust nozzle are controlled by the controller of the electric drive control unit, thereby improving the engine's operating efficiency.

[0099] This application also provides an example of engine control, such as... Figure 4 As shown, the specific processing procedure includes the following steps:

[0100] Step S401: Within a preset time period, acquire the current flight status of the aircraft engine, the current operating status of the aircraft engine, and the current system control commands of the aircraft engine.

[0101] Step S402: Determine whether the current flight status of the aircraft engine meets the preset flight status range and whether the current operating status of the aircraft engine meets the preset operating status range.

[0102] If yes, the electric drive control unit is activated, and power is supplied to the electric drive control unit through the engine, executing step S403; if no, return to step S401.

[0103] Step S403: Using a power control algorithm, determine the target power transfer value between the high-voltage shaft and the low-voltage shaft based on the current flight status and current operating status.

[0104] Step S404: Determine the target power conversion method based on the target power transmission value.

[0105] Step S405: Determine whether the power conversion method between the high-voltage shaft and the low-voltage shaft is the same as the target power conversion method.

[0106] If yes, proceed to step S406; if no, proceed to step S407.

[0107] Step S406: Adjust the power transmission value between the high-voltage shaft and the low-voltage shaft to the target power transmission value.

[0108] Step S407: Adjust the power conversion mode between the high-voltage shaft and the low-voltage shaft to the target power conversion mode, and adjust the power transmission value between the high-voltage shaft and the low-voltage shaft to the target power transmission value.

[0109] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0110] Based on the same inventive concept, this application also provides an engine control device for implementing the engine control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more engine control device embodiments provided below can be found in the limitations of the engine control method described above, and will not be repeated here.

[0111] In one embodiment, such as Figure 5 As shown, an engine control device is provided, including: an acquisition module 510, a determination module 520, and an adjustment module 530, wherein:

[0112] The acquisition module 510 is used to acquire the current flight status, current operating status, and current system control commands of the aero-engine within a preset time period.

[0113] The determination module 520 is used to determine the execution information of the electric drive control unit based on the current flight status, current operating status, and current system control commands; the execution information includes the target operating status between the high-pressure shaft and the low-pressure shaft of the aero-engine.

[0114] The adjustment module 530 is used to adjust the working state between the high-pressure shaft and the low-pressure shaft to the target working state.

[0115] Optionally, module 520 is determined, specifically for:

[0116] Based on the current system control command, determine whether it is necessary to activate the electric drive control unit. If it is necessary to activate the electric drive control unit, send the current system control command to the electric drive control unit and control the electric drive control unit to activate.

[0117] Based on the current flight status and current operating status, determine the execution information of the electric drive control unit.

[0118] Optionally, the device also includes:

[0119] The filtering module is used to filter and remove impurities from the current flight status and current operating status of the aero-engine through filtering algorithms, so as to obtain the current flight status and current operating status without any abnormalities.

[0120] Optionally, module 520 is determined, specifically for:

[0121] Determine whether the current flight status of the aero-engine meets the preset flight status range, and whether the current operating status of the aero-engine meets the preset operating status range;

[0122] When the current flight state of the aircraft engine meets the preset flight state range and the current operating state of the aircraft engine meets the preset operating state range, the execution information of the electric drive control unit is determined based on the current flight state and the current operating state.

[0123] Optionally, the target operating state includes the target power conversion method and the target power transmission value. The determining module 520 is specifically used for:

[0124] The power determination module is used to determine the target power transfer value between the high-pressure shaft and the low-pressure shaft based on the current flight status and current operating status using a power control algorithm.

[0125] The conversion determination module is used to determine the target power conversion method based on the target power transmission value.

[0126] Optionally, adjustment module 530 is used specifically for:

[0127] Determine whether the power conversion method between the high-voltage shaft and the low-voltage shaft is the same as the target power conversion method;

[0128] When the power conversion method between the high-voltage shaft and the low-voltage shaft is different from the target power conversion method, adjust the power conversion method between the high-voltage shaft and the low-voltage shaft to the target power conversion method, and adjust the power transmission value between the high-voltage shaft and the low-voltage shaft to the target power transmission value.

[0129] When the current transmission mode of the power shaft is the same as the target transmission mode of the power shaft, the power transmission value between the high-voltage shaft and the low-voltage shaft is adjusted to the target power transmission value.

[0130] Each module in the aforementioned engine control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the operations corresponding to each module.

[0131] In one embodiment, a computer device is provided, which may be a system control unit, and its internal structure diagram may be as follows: Figure 6 As shown, the computer device includes a processor, memory, communication interface, display screen, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The communication interface is used for wired communication with an external system control unit.

[0132] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0133] In one embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0134] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described method embodiments.

[0135] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0136] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0137] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0138] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0139] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. An engine control method, characterized in that, The method includes: Within a preset time period, acquire the current flight status of the aircraft engine, the current operating status of the aircraft engine, and the current system control commands of the aircraft engine; The target power transfer value between the high-pressure shaft and the low-pressure shaft is determined by the power control algorithm based on the current flight state and the current operating state. The target power conversion method is determined based on the target power transmission value; Based on the current flight status, the current operating status, and the current system control commands, the execution information of the electric drive control unit is determined; the execution information includes the target operating status between the high-pressure shaft and the low-pressure shaft of the aero-engine; the target operating status includes the target power conversion mode and the target power transmission value; Adjust the working state between the high-pressure shaft and the low-pressure shaft to the target working state.

2. The method according to claim 1, characterized in that, Determining the execution information of the electric drive control unit based on the current flight state, the current operating state, and the current system control command includes: Based on the current system control command, determine whether it is necessary to activate the electric drive control unit. If it is necessary to activate the electric drive control unit, send the current system control command to the electric drive control unit and control the electric drive control unit to activate. Based on the current flight status and the current operating status, the execution information of the electric drive control unit is determined.

3. The method according to claim 1, characterized in that, After acquiring the current flight status and current operating status of the aircraft engine, the method further includes: The current flight status and current operating status of the aero-engine are filtered and cleaned using a filtering algorithm to obtain a current flight status and a current operating status without any abnormalities.

4. The method according to claim 2, characterized in that, Determining the execution information of the electric drive control unit based on the current flight state and the current operating state includes: Determine whether the current flight status of the aero-engine meets the preset flight status range, and whether the current operating status of the aero-engine meets the preset operating status range; When the current flight state of the aircraft engine meets the preset flight state range and the current operating state of the aircraft engine meets the preset operating state range, the execution information of the electric drive control unit is determined based on the current flight state and the current operating state.

5. The method according to claim 1, characterized in that, Adjusting the operating state between the high-pressure shaft and the low-pressure shaft to the target operating state includes: Determine whether the power conversion method between the high-pressure shaft and the low-pressure shaft is the same as the target power conversion method; If the power conversion method between the high-voltage shaft and the low-voltage shaft is different from the target power conversion method, the power conversion method between the high-voltage shaft and the low-voltage shaft shall be adjusted to the target power conversion method, and the power transmission value between the high-voltage shaft and the low-voltage shaft shall be adjusted to the target power transmission value. When the current transmission mode of the power shaft is the same as the target transmission mode of the power shaft, the power transmission value between the high-voltage shaft and the low-voltage shaft is adjusted to the target power transmission value.

6. An engine, characterized in that, The engine includes a system controller, an electric drive control unit, sensors, a high-pressure shaft, and a low-pressure shaft, wherein: The sensor is connected to the system controller; the sensor is used to detect the current operating status of the aircraft engine and the current flight status of the aircraft engine. The system controller is connected to the electric drive unit; the system controller is used to receive the flight status and the current operating status of the aero-engine, and determine the target operating state between the high-pressure shaft and the low-pressure shaft based on the current flight status and the current operating status; the system controller is used to generate system control commands and send the system control commands to the electric drive control unit; the target operating state includes the target power conversion mode and the target power transmission value; The electric drive control unit is connected to the high-voltage shaft and the low-voltage shaft, and adjusts the working state of the high-voltage shaft and the low-voltage shaft to the target working state.

7. The engine according to claim 6, characterized in that, The electric drive control unit includes a high-voltage shaft motor, a high-voltage shaft motor controller, a low-voltage shaft motor, a low-voltage shaft motor controller, and a power converter, wherein: The high-voltage shaft motor is connected to the high-voltage shaft, and the high-voltage shaft motor is connected to the high-voltage shaft motor controller. The low-voltage shaft motor is connected to the low-voltage shaft, and the low-voltage shaft motor is connected to the low-voltage shaft motor controller. The high-voltage shaft motor controller and the low-voltage shaft motor controller are respectively connected to the power converter.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

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