A closed-loop control method for throttle and speed based on adaptive engine slip characteristics

Abstract

The present application belongs to the field of engine control technology, and specifically relates to a closed-loop control method for throttle speed with adaptive engine slip characteristics. The method includes step S1, determining that the aircraft meets the throttle control entry conditions; step S2, starting the timing through the timer, and determining the low-pressure conversion speed at the initial moment; step S3, determining the reference speed increase rate corresponding to the measured high-pressure conversion speed; step S4, determining the reference low-pressure conversion speed reference value that changes with time based on the low-pressure conversion speed at the initial moment and the thrust requirement given by the user; step S5, adjusting the reference speed increase rate based on the relationship between the measured low-pressure conversion speed and the reference low-pressure conversion speed reference value; step S6, calculating the fuel flow rate based on the reference speed increase rate. The present application avoids the problem of incompatibility between slow-to-intermediate acceleration stability and throttle thrust response, and realizes the separate control of conventional acceleration and deceleration and throttle.

Description

Technical Field

[0001] The present application belongs to the field of engine control technology, and specifically relates to a closed-loop control method for throttle and speed with adaptive engine slip characteristics. Background Art

[0002] When a carrier-based aircraft performs a landing and go-around, there are special requirements for the thrust increase rate of the engine within a certain period of time. This is different from the requirements for acceleration time during the conventional acceleration process of the engine. This process is to assess the relationship between the starting time of throttle push-up, the time axis and the thrust increase. This requires the engine thrust to respond quickly over time. This response characteristic is the large and small throttle characteristics of the carrier-based aircraft engine.

[0003] The high throttle thrust response characteristic refers to the thrust response characteristic of the engine when the throttle lever is quickly pushed up from the approach landing state (thrust within a certain range) to the intermediate state according to the requirements of the carrier-based aircraft. The high throttle thrust characteristic of the engine can enable the carrier-based aircraft to obtain acceleration gain in a short time after the throttle lever is moved. The low throttle thrust response characteristic refers to the rapid response characteristic of the engine to the step input of the throttle, which can enable the aircraft longitudinal acceleration to quickly gain.

[0004] In summary, the engine throttle process is actually still an acceleration process, which is characterized by strict requirements not only on the time of thrust change, but also on the thrust value at each moment in the acceleration process, that is, there are requirements on the trajectory of thrust change over time, which increases the difficulty of realizing the engine throttle characteristics. At present, when the engine of a carrier-based aircraft is throttled, it is controlled according to the fuel supply law from the engine slow speed to the middle conventional acceleration. After the throttle lever is actuated, there is a lag in the thrust response, and the throttle performance cannot fully meet the needs of carrier-based aircraft.

[0005] The current throttle acceleration process control algorithm is open-loop oil-gas ratio control.

[0006] The same control method is used for the acceleration process of large and small throttles and the acceleration process from slow to intermediate. That is, after the acceleration state is determined, the fuel flow control of the acceleration process is performed according to the given acceleration fuel-gas ratio.

[0007] The existing technical solutions can achieve conventional acceleration to meet the design requirements. However, due to the problems of production dispersion and life decay of engines, the acceleration of each engine is inconsistent, and the acceleration of the same engine will decay as the use time accumulates. Due to the same factors, the thrust response characteristics of the throttle process are also different. Therefore, there are the following disadvantages:

[0008] 1. The same set of acceleration fuel-gas ratio rules cannot meet the throttle requirements of different units or the same engine throughout its life cycle;

[0009] 2. Using the same set of acceleration fuel-gas ratio rules, some engines may have insufficient stability margin, and some engines may have insufficient acceleration.

[0010] 3. The fuel supply during acceleration is related to the high-pressure speed, but the high-pressure speed is not directly related to the engine thrust, and the rate of change of the high-pressure speed cannot directly reflect the engine thrust level;

[0011] 4. In order to meet the requirements of large and small throttle thrust, each engine may need to be debugged multiple times to accelerate the oil-gas ratio before leaving the factory, which will increase the factory debugging time and the engine occupancy period. Summary of the invention

[0012] In order to solve one of the above problems, improve the throttle characteristics while taking into account the conventional acceleration performance, the present application provides a throttle speed closed-loop control method with an adaptive engine slip characteristic. Under the limitation of the engine stability margin, the correspondence between the low-pressure rotor speed and the thrust is used as a correction condition for the high-pressure speed rise rate control.

[0013] The throttle speed closed-loop control method for adaptive engine slip characteristics provided by the present application mainly includes:

[0014] Step S1, determining that the aircraft meets the throttle control entry conditions;

[0015] Step S2, starting timing through a timer and determining the low-pressure conversion speed at the initial moment;

[0016] Step S3, determining a reference speed increase rate corresponding to the measured high-pressure converted speed;

[0017] Step S4, determining a reference low-pressure converted speed reference value that changes with time based on the low-pressure converted speed at the initial moment and the thrust requirement given by the user;

[0018] Step S5, adjusting the reference speed increase rate based on the magnitude relationship between the measured low-pressure converted speed and the reference low-pressure converted speed reference value;

[0019] Step S6: Calculate the fuel flow rate using a PID algorithm based on the reference speed increase rate or the adjusted reference speed increase rate.

[0020] Preferably, in step S1, determining that the aircraft meets the throttle control entry conditions includes:

[0021] Step S11, obtaining wheel load signal and acceleration mark;

[0022] Step S12: When the wheel-borne signal is empty and the engine acceleration flag is established, the aircraft meets the large and small throttle control entry conditions; or when the wheel-borne signal is on the ground and the duration is less than 3 seconds, and then the wheel-borne signal is in the air, the aircraft meets the large and small throttle control entry conditions.

[0023] Preferably, in step S12, determining that the engine acceleration flag is established includes:

[0024] Step S121, obtaining low-pressure speed, high-pressure speed, exhaust temperature and total pressure after the compressor;

[0025] Step S122, respectively calculating the differences between the low-pressure speed and the low-pressure speed setting value, the high-pressure speed and the high-pressure speed setting value, the exhaust temperature and the exhaust temperature setting value, and the total pressure after the compressor and the total pressure after the compressor setting value, and taking the minimum value therebetween;

[0026] Step S123: When the minimum value is greater than or equal to 5, it is determined that the engine acceleration flag is established.

[0027] Preferably, step S4 further comprises:

[0028] Step S41, based on at least two thrust curves varying with time given by a user, determining a corresponding low-pressure converted speed varying with time curve;

[0029] Step S42: interpolating a reference low-pressure converted speed reference curve that changes with time from the change curve based on the low-pressure converted speed at the initial moment.

[0030] Preferably, step S5 further comprises:

[0031] Step S51, calculating the difference between the measured low-pressure converted speed and the reference low-pressure converted speed reference value;

[0032] Step S52: When the absolute value of the difference is greater than the set value and continues for two cycles, the reference speed rise rate is adjusted; when the absolute value of the difference is less than the set value and continues for two cycles, or the aircraft no longer meets the throttle control entry conditions, the adjustment of the reference speed rise rate is exited.

[0033] Preferably, adjusting the reference speed increase rate includes:

[0034] If the difference is greater than 2, the reference speed increase rate at the current moment is the reference speed increase rate at the previous moment minus the first correction value, and the first correction value is the correction amount allowed to decrease within the control period;

[0035] If the difference is less than 2, the reference speed increase rate at the current moment is the reference speed increase rate at the previous moment plus a second correction value, and the second correction value is a correction amount allowed to be increased within the control cycle.

[0036] Preferably, step S6 further includes limiting the fuel flow rate, and limiting the fuel flow rate includes:

[0037] Step S61, interpolating the upper and lower limits of the accelerated fuel supply curve to obtain the upper and lower limits of the converted fuel flow corresponding to the currently measured high-pressure converted speed;

[0038] Step S62, calculating the actual fuel flow upper limit corresponding to the converted fuel flow upper limit and the actual fuel flow lower limit corresponding to the converted fuel flow lower limit respectively based on the measured engine inlet total temperature and compressor outlet pressure;

[0039] Step S63: If the calculated fuel flow exceeds the actual fuel flow upper limit, the fuel supply control is performed according to the actual fuel flow upper limit; if the calculated fuel flow is lower than the actual fuel flow lower limit, the fuel supply control is performed according to the actual fuel flow lower limit.

[0040] Preferably, step S6 further includes:

[0041] Step S7: when the wheel load signal is ground, or the flight speed is less than the preset speed value, or the engine cabin pressure is lower than the preset cabin pressure value, or the acceleration condition is no longer met, or the throttle control entry condition is no longer met, exit the throttle acceleration control.

[0042] Preferably, when the engine cabin pressure signal fails, the engine cabin pressure signal is reconstructed according to the altitude.

[0043] For newly produced engines, this application can accommodate the performance dispersion caused by the engine production and assembly process, improve the consistency of large and small throttle characteristics, save the number of engine commissioning and start-up times and the time of occupying the platform in the engine factory, and have significant economic benefits. For engines delivered for use, as the use time increases, factors such as the use environment, wear, and repairs will cause the engine performance to decline, and the large and small throttle thrust response time will increase. This application can automatically correct the main adjustment variables of the large and small throttle transient process, within the given engine stability margin allowable fuel increase limit range, to ensure that the engine large and small throttle thrust response characteristics remain consistent during the overhaul period. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 A flowchart of a preferred embodiment of the throttle and speed closed-loop control method for adaptive engine slip characteristics of the present application.

[0045] Figure 2Schematic diagram for calculating thrust response requirements.

[0046] Figure 3 Schematic diagram of the control strategy.

[0047] Figure 4 This is a schematic diagram of low pressure conversion speed correction.

[0048] Figure 5 This is a schematic diagram of the curve of the reference value of the base low pressure converted speed changing with time.

[0049] Figure 6 This is a schematic diagram of the throttle and acceleration oil debugging range. DETAILED DESCRIPTION

[0050] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the implementation of this application will be described in more detail in combination with the drawings in the implementation of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and cannot be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in combination with the drawings.

[0051] The user's requirement for the throttle size of the carrier aircraft engine is the relationship between thrust and time: when the throttle lever starts to move at zero, the thrust response is required to be greater than or equal to the rate of change in the figure, that is, the thrust at each moment of the acceleration process falls within Figure 2 To achieve this goal, the throttle process should be controlled using the parameters that best reflect the thrust.

[0052] In order to meet the user's requirements for large and small throttle characteristics, while taking into account the acceleration and deceleration requirements within the full envelope of the engine, independent control links for large and small throttles are designed, and the triggering conditions of the large and small throttle characteristic control links are limited within a specific envelope. That is, when accelerating within the envelope, the large and small throttle characteristic control link is used, and when accelerating and decelerating outside the envelope, conventional acceleration and deceleration are performed.

[0053] The essence of engine throttle is acceleration process. The compressor working line moves toward the stability boundary, resulting in a decrease in the residual stability margin. Therefore, the compressor speed increase rate is used as the speed closed-loop direct control parameter to ensure that the engine compressor speed acceleration meets the time requirements and the compressor can work stably. The control law is shown in the following figure. Figure 3However, the compressor speed is not directly related to the engine thrust. For a twin-rotor turbofan engine, the low-pressure conversion speed is related to the inlet conversion air flow; and the air conversion flow can represent the thrust level. Therefore, the relationship between thrust and time can be converted into a curve of the relationship between low-pressure conversion speed and time, see Figure 4 The speed conversion diagram of medium and low pressure.

[0054] Based on the above principles, the present application proposes an adaptive speed closed-loop control method for low-pressure conversion speed correction. When executed according to the given high-pressure speed closed-loop control law, the low-pressure conversion speed at the current control moment is judged in real time. If the actual tested low-pressure conversion speed is lower than the reference low-pressure conversion speed, it is necessary to adaptively increase the reference speed rise rate until the low-pressure speed meets the requirements; if the actual tested low-pressure conversion speed is higher than the reference low-pressure conversion speed, it is necessary to adaptively reduce the reference speed rise rate until the low-pressure speed meets the requirements. Finally, under the condition of ensuring the stable operation of the compressor, the thrust is achieved. Figure 2 requirements.

[0055] refer to Figure 2 The throttle speed closed-loop control method for adaptive engine slip characteristics provided by the present application mainly includes:

[0056] Step S1: Determine whether the aircraft meets the throttle control entry conditions.

[0057] In some optional embodiments, in this step, determining whether the aircraft meets the conditions for entering the throttle control includes: step S11, obtaining the wheel-borne signal and the acceleration flag; step S12, when the wheel-borne signal is empty and the engine acceleration flag is established, the aircraft meets the conditions for entering the throttle control; or when the wheel-borne signal is on the ground and lasts for less than 3 seconds, and then the wheel-borne signal is in the air, the aircraft meets the conditions for entering the throttle control.

[0058] In some optional embodiments, in step S12, determining whether the engine acceleration flag is established includes: step S121, obtaining the low-pressure speed, high-pressure speed, exhaust temperature and total pressure after the compressor; step S122, respectively calculating the difference between the low-pressure speed and the low-pressure speed setting value, the high-pressure speed and the high-pressure speed setting value, the exhaust temperature and the exhaust temperature setting value, the total pressure after the compressor and the total pressure after the compressor setting value, and taking the minimum value therein; step S123, when the minimum value is greater than or equal to 5, determining that the engine acceleration flag is established.

[0059] In this embodiment, the acceleration identifier is set to accID. When accID=1, it indicates that the acceleration is established; when accID=0, it indicates that the acceleration is not established.

[0060] The control system can calculate the low-pressure speed control law set by the engine control system through the engine throttle signal PLA and the engine inlet total temperature T1 - the low-pressure speed setting value n 1DEM , High-pressure speed control law set by the engine control system - High-pressure speed setting value n 2DEM , Exhaust temperature control law set by the engine control system - Exhaust temperature setting value T 6DEM , the total pressure after the compressor is set by the engine control system - the total pressure after the compressor is set 31DEM The control system is based on the measured n1, n2, T6, P 31 Calculate the deviation between the actual engine state and the target state: dn1, dn2, dT6, dP 31 dn1 = n 1DEM -n1、dn2=n 2DEM -n2、dT6=T 6DEM -T6, dP 31 =(P 31DEM -P 31 )×100 / P 31DEM (%). The final dn2 is: dn2 = min (dn1, dn2, dT6, dP 31 ).

[0061] When dn2≥5, it indicates entering the acceleration process, and the acceleration identifier accID=1;

[0062] When dn2≤2, it indicates exiting the acceleration process, and the acceleration identifier accID=0.

[0063] After that, the entry condition of the throttle process control is judged. The throttle state flag YMacc is set, when YMacc=1, it means the throttle state is established; when YMacc=0, it means the throttle state is not established.

[0064] When a) and c) or a) and b) are satisfied, the entry conditions for large and small throttle control are met, and the identifier YMacc=1.

[0065] a) The wheel-borne signal is in the air;

[0066] b) The wheel load signal is on the ground and lasts for less than 3 seconds;

[0067] c)accID=1.

[0068] Step S2, start timing through the timer and determine the low-pressure converted speed at the initial moment.

[0069] Assume t is the timer, Δt is the time for the control system to calculate one cycle. When YMacc=1 is just satisfied, the timer starts timing and records the low-pressure conversion speed n1r0 at time t0.

[0070] Step S3, determining a reference speed increase rate corresponding to the actually measured high-pressure converted speed.

[0071] The actual high pressure conversion speed at the current moment is used. Figure 3 The reference speed rise rate (dn2 / dt)dem is interpolated from the theoretical control line.

[0072] Step S4: determining a reference low-pressure converted speed reference value that changes with time based on the low-pressure converted speed at the initial moment and the thrust requirement given by the user.

[0073] In some optional implementations, step S4 further includes:

[0074] Step S41, based on at least two thrust curves varying with time given by a user, determining a corresponding low-pressure converted speed varying with time curve;

[0075] Step S42: interpolating a reference low-pressure converted speed reference curve that changes with time from the change curve based on the low-pressure converted speed at the initial moment.

[0076] like Figure 5 As shown, according to the low pressure conversion speed n1r0 Figure 5 Interpolate to obtain the target n1r that changes with time t acc-dem ; This curve is converted from the t~ thrust requirement proposed by the user. Usually, the thrust requirement given by the user is two thrust lines that change with time. Based on the relationship between thrust and low-pressure converted speed, Figure 5 Then, the initial low-pressure conversion speed n1r0 is interpolated to obtain the reference low-pressure conversion speed reference value n1r acc-dem .

[0077] Step S5: adjusting the reference speed increase rate based on the magnitude relationship between the actually measured low-pressure converted speed and the reference low-pressure converted speed reference value.

[0078] In some optional embodiments, step S5 further includes: step S51, calculating the difference between the measured low-pressure converted speed and the benchmark low-pressure converted speed reference value; step S52, when the absolute value of the difference is greater than the set value and continues for two cycles, adjusting the benchmark speed rise rate; when the absolute value of the difference is less than the set value and continues for two cycles, or the aircraft no longer meets the throttle control entry conditions, exiting the adjustment of the benchmark speed rise rate.

[0079] In some optional embodiments, adjusting the base speed rise rate includes: if the difference is greater than 2, then the base speed rise rate at the current moment is the base speed rise rate at the previous moment minus a first correction value, and the first correction value is the correction amount allowed to be reduced within the control period; if the difference is less than 2, then the base speed rise rate at the current moment is the base speed rise rate at the previous moment plus a second correction value, and the second correction value is the correction amount allowed to be increased within the control period.

[0080] Determine the current moment, the actual measured low pressure conversion speed n1r and Figure 3 The reference low pressure conversion speed reference value n1r given in acc-dem The deviation of △n1r=n1r-(n1r)acc-dem, when the deviation |n1r-n1r acc-dem |>A and lasts for 2 control cycles, it enters correction control, and the control algorithm is:

[0081] a) When n1r-n1r acc-dem >2, current time control (dn2 / dt) t+1 =(dn2 / dt) t -B. B is the correction amount that dn2 / dt is allowed to decrease in each control cycle based on the initial given law, and is obtained by evaluating the initial given engine speed increase rate.

[0082] b) When n1r-n1r acc-dem <2, correct (dn2 / dt) t+1 =(dn2 / dt) t +C. C is the correction amount allowed to increase in each control cycle based on the initial given rule of dn2 / dt, which is obtained by evaluating the initial given engine speed increase rate.

[0083] Exit control correction when the following a or b conditions are met:

[0084] a)|n1r-n1r acc-dem |<A and lasts for 2 control cycles.

[0085] b) YMacc=0.

[0086] Step S6: Calculate the fuel flow rate using a PID algorithm based on the reference speed increase rate or the adjusted reference speed increase rate.

[0087] In some optional implementations, in step S6, the stable operation requirement of the compressor is considered, and the W calculated above is fym Further restrictions are needed. Figure 6 The upper and lower limits of accelerated fuel supply are given. The specific algorithm is as follows:

[0088] Step S61, interpolating the upper and lower limits of the accelerated fuel supply curve to obtain the upper and lower limits of the converted fuel flow corresponding to the currently measured high-pressure converted speed.

[0089] Step S62: Calculate the actual fuel flow upper limit corresponding to the converted fuel flow upper limit and the actual fuel flow lower limit corresponding to the converted fuel flow lower limit based on the measured engine inlet total temperature and compressor outlet pressure.

[0090] In step S62, calculation is performed using the following formula:

[0091] Here, W1 represents the actual fuel flow upper limit or the actual fuel flow lower limit, and W2 represents the converted fuel flow upper limit or the converted fuel flow lower limit.

[0092] Step S63: If the calculated fuel flow exceeds the actual fuel flow upper limit, the fuel supply control is performed according to the actual fuel flow upper limit; if the calculated fuel flow is lower than the actual fuel flow lower limit, the fuel supply control is performed according to the actual fuel flow lower limit.

[0093] The control strategy of step S63 is implemented using the following formula:

[0094] Wfym=max(min(W fym , W f_up ), W f_down ). Among them, W fym is the calculated fuel flow, W f_up is the actual upper limit of fuel flow, W f_down It is the lower limit of actual fuel flow.

[0095] In this embodiment, the conventional acceleration fuel-gas ratio refers to an acceleration fuel supply rule that satisfies acceleration but does not satisfy the throttle, wherein the upper and lower limits are obtained through engine design and bench verification.

[0096] Preferably, step S6 further includes:

[0097] Step S7: when the wheel load signal is ground, or the flight speed is less than the preset speed value, or the engine cabin pressure is lower than the preset cabin pressure value, or the acceleration condition is no longer met, or the throttle control entry condition is no longer met, exit the throttle acceleration control.

[0098] In this embodiment, when the wheel load signal satisfies the ground or flight speed <180 km / h or PH <80 kPa or accID=0, YMacc=0, the throttle acceleration control is exited.

[0099] In some optional embodiments, when the engine cabin pressure signal fails, the engine cabin pressure signal is reconstructed according to the altitude.

[0100] When H<11km:

[0101] P H =(0.101325×(1-0.0226×H) 5.2553 )(unit: MPa).

[0102] When H ≥ 11 km:

[0103] P H =(0.02269×e (11-H) / 6.318 )(unit: MPa).

[0104] This application proposes a method for identifying large and small throttles. The large and small throttles of the engine are used for attitude adjustment before landing of carrier-based aircraft and preparation for go-around during landing. The wheel-borne signal is used to identify the entry conditions that meet the large and small throttle control, and the independent control of the large and small throttles is realized. This method avoids the problem of incompatibility between slow-speed to intermediate acceleration stability and large and small throttle thrust response, and realizes the separate control of conventional acceleration and deceleration and large and small throttles.

[0105] The present application proposes a throttle adaptive control method, which satisfies the throttle thrust response while adapting to the performance differences caused by the dispersion of engine production and the performance degradation caused by the shortened engine life.

[0106] This application saves engine performance commissioning times and driving time, and has significant economic benefits.

[0107] Although the present application has been described in detail above with general descriptions and specific implementation schemes, it is obvious to those skilled in the art that some modifications or improvements may be made to the present application. Therefore, these modifications or improvements made without departing from the spirit of the present application all fall within the scope of protection claimed in the present application.

Claims

1. A closed-loop control method for throttle speed of an adaptive engine slip characteristic, characterized in that: include: Step S1, determining that the aircraft meets the throttle control entry conditions; Step S2, starting timing through a timer and determining the low-pressure conversion speed at the initial moment; Step S3, determining a reference speed increase rate corresponding to the measured high-pressure converted speed; Step S4, determining a reference low-pressure converted speed reference value that changes with time based on the low-pressure converted speed at the initial moment and the thrust requirement given by the user; Step S5, adjusting the reference speed increase rate based on the magnitude relationship between the measured low-pressure converted speed and the reference low-pressure converted speed reference value; Step S6, calculating the fuel flow rate using a PID algorithm based on the adjusted reference speed increase rate; Wherein, step S5 further comprises: Step S51, calculating the difference between the measured low-pressure converted speed and the reference low-pressure converted speed reference value; Step S52: when the absolute value of the difference is greater than the set value and lasts for two cycles, the reference speed rise rate is adjusted; when the absolute value of the difference is less than the set value and lasts for two cycles, or the aircraft no longer meets the throttle control entry conditions, the adjustment of the reference speed rise rate is exited; Adjusting the reference speed rising rate includes: If the difference is greater than 2, the reference speed increase rate at the current moment is the reference speed increase rate at the previous moment minus the first correction value, and the first correction value is the correction amount allowed to decrease within the control period; If the difference is less than 2, the reference speed increase rate at the current moment is the reference speed increase rate at the previous moment plus a second correction value, and the second correction value is a correction amount allowed to be increased within the control cycle.

2. The closed-loop control method for large and small throttle speeds of an adaptive engine slip characteristic according to claim 1, characterized in that: In step S1, determining whether the aircraft meets the throttle control entry conditions includes: Step S11, obtaining wheel load signal and acceleration mark; Step S12: When the wheel-borne signal is in the air and the engine acceleration flag is established, the aircraft meets the throttle control entry conditions; or when the wheel-borne signal is on the ground and the duration is less than 3 seconds, and then the wheel-borne signal is in the air, the aircraft meets the throttle control entry conditions.

3. The closed-loop control method for throttle and speed of an adaptive engine slip characteristic as claimed in claim 2, characterized in that: In step S12, determining that the engine acceleration flag is established includes: Step S121, obtaining low-pressure speed, high-pressure speed, exhaust temperature and total pressure after the compressor; Step S122, respectively calculating the differences between the low-pressure speed and the low-pressure speed setting value, the high-pressure speed and the high-pressure speed setting value, the exhaust temperature and the exhaust temperature setting value, and the total pressure after the compressor and the total pressure after the compressor setting value, and taking the minimum value therebetween; Step S123: When the minimum value is greater than or equal to 5, it is determined that the engine acceleration flag is established.

4. The closed-loop control method for throttle and speed of an adaptive engine slip characteristic according to claim 1, characterized in that: Step S4 further comprises: Step S41, based on at least two thrust curves varying with time given by a user, determining a corresponding low-pressure converted speed varying with time curve; Step S42: interpolating a reference low-pressure converted speed reference curve that changes with time from the change curve based on the low-pressure converted speed at the initial moment.

5. The closed-loop control method for throttle and speed of an adaptive engine slip characteristic as claimed in claim 1, characterized in that: Step S6 further includes limiting the fuel flow rate, and limiting the fuel flow rate includes: Step S61, interpolating the upper and lower limits of the accelerated fuel supply curve to obtain the upper and lower limits of the converted fuel flow corresponding to the currently measured high-pressure converted speed; Step S62, calculating the actual fuel flow upper limit corresponding to the converted fuel flow upper limit and the actual fuel flow lower limit corresponding to the converted fuel flow lower limit respectively based on the measured engine inlet total temperature and compressor outlet pressure; Step S63: If the calculated fuel flow exceeds the actual fuel flow upper limit, the fuel supply control is performed according to the actual fuel flow upper limit; if the calculated fuel flow is lower than the actual fuel flow lower limit, the fuel supply control is performed according to the actual fuel flow lower limit.

6. The closed-loop control method for large and small throttle speeds of an adaptive engine slip characteristic as claimed in claim 1, characterized in that: Step S6 further includes: Step S7: when the wheel load signal is ground, or the flight speed is less than the preset speed value, or the engine cabin pressure is lower than the preset cabin pressure value, or the acceleration condition is no longer met, or the throttle control entry condition is no longer met, exit the throttle acceleration control.

7. The closed-loop control method for large and small throttle speeds of an adaptive engine slip characteristic as claimed in claim 6, characterized in that: When the engine cabin pressure signal fails, the engine cabin pressure signal is reconstructed according to the altitude.

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