A calibration method and device for constant speed mode control based on power pre-control

Abstract

The application discloses a kind of based on power pre-control's constant speed mode control's calibration method and device, greatly reduce the calibration time in customer field, improve the project test schedule, shorten project cycle, provide the buffer time for solving the problem of contingency.The application includes: obtaining the flight state instruction signal sent by flight control simulator, the flight state instruction signal contains the target speed of preset engine;According to the flight state instruction signal, control the engine to run to the target speed;According to the engine loading of electric power dynamometer;The actual running speed of the engine is obtained;Judge the speed difference of the actual running speed and the target speed, if no, then the running speed of the engine is adjusted to the target speed by PID regulator;The current running speed of the engine is obtained again;According to the current running speed, calculate target torque.

Description

Technical Field

[0001] This application relates to the field of aero-engines, and in particular to a calibration method and apparatus for constant speed mode control based on power pre-control. Background Technology

[0002] Currently, the constant speed power pre-control of piston-type aircraft engines used in helicopters is calibrated at the customer's site by continuously adding counterweights under different collective torques, adjusting the constant speed pre-control power and PI. The calibration method is as follows: First, data pre-calibration is performed. After the helicopter is loaded with a certain weight and the engine has reached idle, the flight control system sends a "flight" command signal. Upon receiving the "flight" command signal, the engine ECU accelerates to the set engine speed in certain steps. At this point, the engine decelerates through the reducer and drives the rotor to rotate at a certain speed. Then, the collective torque is increased to a certain value. The helicopter hovers above the ground for a period before landing and returning to idle. The rotor and engine then separate, and the engine stops. Finally, the data in the ECU's FLASH memory is read, and the P, I, D values, and power pre-control values ​​are analyzed in conjunction with the speed fluctuations to determine their reasonableness. Through analysis and calculation, relevant control parameters and power pre-control values ​​are modified, and the test is repeated until the engine speed stabilizes and the speed fluctuations are within the allowable positive and negative deviation range.

[0003] The existing calibration method is complex, time-consuming, and inefficient, and cannot provide buffer time for other unexpected problems. Summary of the Invention

[0004] This application provides a calibration method and device for constant speed mode control based on power pre-control, which greatly reduces calibration time at the customer's site, improves project test progress, shortens project cycle, and provides buffer time for solving problems in case of emergencies.

[0005] The first aspect of this application provides a calibration method for constant speed mode control based on power pre-control, including:

[0006] Acquire flight status command signals sent by the flight control simulator, wherein the flight status command signals include a preset target engine speed;

[0007] The engine is controlled to run to the target speed according to the flight status command signal;

[0008] The engine is loaded according to the electric dynamometer;

[0009] Obtain the actual operating speed of the engine;

[0010] Determine whether the speed difference between the actual operating speed and the target speed is less than a preset limit. If not, adjust the engine's operating speed to the target speed using a PID controller.

[0011] Obtain the current operating speed of the engine again;

[0012] The target torque is calculated based on the current operating speed.

[0013] Optionally, before loading the engine according to the electric dynamometer, the method further includes:

[0014] Obtain the collective pitch request sent by the flight controller simulator;

[0015] Confirm the target power based on the total distance request;

[0016] Obtain the atmospheric pressure power correction coefficient corresponding to the current altitude of the engine;

[0017] The pre-controlled torque is calculated based on the target power, the target speed, and the atmospheric pressure power correction coefficient.

[0018] Optionally, after calculating the pre-controlled torque based on the target power, the target rotational speed, and the atmospheric pressure power correction coefficient, the method further includes:

[0019] Obtain the pre-controlled torque sent by the flight control simulator;

[0020] The loading of the engine using an electric dynamometer includes:

[0021] The engine is loaded using an electric dynamometer based on the pre-controlled torque.

[0022] Optionally, after calculating the target torque based on the current operating speed, the method further includes:

[0023] The corresponding corrected power is obtained based on the target torque conversion;

[0024] The corrected torque is calculated based on the corrected power, the current operating speed, and the power correction coefficient for the current atmospheric pressure.

[0025] The engine is loaded according to the corrected torque.

[0026] Optionally, after calculating the target torque based on the current operating speed, the method further includes:

[0027] The target oil output is obtained based on the target torque conversion.

[0028] The engine operating speed is adjusted using PID control based on the target oil output.

[0029] Optionally, adjusting the engine's operating speed to the target speed via a PID controller includes:

[0030] The engine's operating speed is adjusted to the target speed using a PID controller based on the current atmospheric pressure and current fuel output.

[0031] Optionally, after determining whether the speed difference between the actual operating speed and the target speed is less than a preset limit, the method further includes:

[0032] If so, then confirm that the constant speed calibration during loading and unloading is complete.

[0033] A second aspect of this application provides a calibration device for constant speed mode control based on power pre-control, comprising:

[0034] The first acquisition unit is used to acquire flight status command signals sent by the flight control simulator, wherein the flight status command signals include a preset target speed of the engine;

[0035] The control unit is used to control the engine to run to the target speed according to the flight status command signal;

[0036] A loading unit is used to load the engine according to the electric dynamometer.

[0037] The second acquisition unit is used to acquire the actual operating speed of the engine;

[0038] The judgment unit is used to determine whether the speed difference between the actual operating speed and the target speed is less than a preset limit.

[0039] The adjustment unit is used to adjust the operating speed of the engine to the target speed through a PID controller if the speed difference is greater than a preset limit.

[0040] The third acquisition unit is used to acquire the current operating speed of the engine again;

[0041] The first calculation unit is used to calculate the target torque based on the current operating speed.

[0042] Optionally, prior to the loading unit, the device further includes:

[0043] The fourth acquisition unit is used to acquire the collective pitch request sent by the flight control simulator;

[0044] The confirmation unit is used to confirm the target power based on the collective distance request;

[0045] The fifth acquisition unit is used to acquire the atmospheric pressure power correction coefficient corresponding to the current altitude of the engine;

[0046] The second calculation unit is used to calculate the pre-controlled torque based on the target power, the target rotational speed, and the atmospheric pressure power correction coefficient.

[0047] Optionally, after the second computing unit, the device further includes:

[0048] The sixth acquisition unit is used to acquire the pre-control torque sent by the flight control simulator;

[0049] The loading unit includes:

[0050] The loading module is used to load the engine using an electric dynamometer according to the pre-controlled torque.

[0051] A third aspect of this application provides a calibration device for constant speed mode control based on power pre-control, comprising:

[0052] Processor, memory, input / output units, and bus;

[0053] The processor is connected to the memory, input / output unit, and bus;

[0054] The processor performs the following operations:

[0055] Acquire flight status command signals sent by the flight control simulator, wherein the flight status command signals include a preset target engine speed;

[0056] The engine is controlled to run to the target speed according to the flight status command signal;

[0057] The engine is loaded according to the electric dynamometer;

[0058] Obtain the actual operating speed of the engine;

[0059] Determine whether the speed difference between the actual operating speed and the target speed is less than a preset limit. If not, adjust the engine's operating speed to the target speed using a PID controller.

[0060] Obtain the current operating speed of the engine again;

[0061] The target torque is calculated based on the current operating speed.

[0062] This application provides a storage medium storing computer-executable program code, which, when executed, implements the calibration method for constant speed mode control based on power pre-control as described in any of the first aspects above.

[0063] As can be seen from the above technical solutions, the embodiments of this application have the following advantages:

[0064] This application presents a calibration method for constant speed control based on power pre-control. The method acquires flight status command signals from a flight control simulator, controls the engine to run to the target speed according to these signals, loads the engine using an electric dynamometer, obtains the engine's actual operating speed, and determines whether the speed difference between the actual and target speeds is less than a preset limit. If not, a PID controller adjusts the engine speed to the target speed, and the current engine speed is acquired again. The target torque is then calculated based on this current speed. This method allows for load adjustment or stabilization on an electric dynamometer test bench by modifying the torque, enabling pre-calibration of constant speed control with power pre-control during steady-state and transient load adjustments. Only simple fine-tuning and verification are required at the customer's site, significantly reducing calibration time, improving project testing progress, shortening the project cycle, and providing a buffer time for resolving unexpected events. Attached Figure Description

[0065] Figure 1 This is a schematic flowchart of an embodiment of the calibration method for constant speed mode control based on power pre-control in this application.

[0066] Figure 2 This is a schematic flowchart of another embodiment of the calibration method for constant speed mode control based on power pre-control in this application.

[0067] Figure 3 This is a schematic flowchart of an embodiment of the calibration device based on power pre-control constant speed mode control in this application.

[0068] Figure 4 This is a schematic flowchart of another embodiment of the calibration device based on power pre-control constant speed mode control in this application.

[0069] Figure 5 This is a schematic flowchart of another embodiment of the calibration device based on power pre-control constant speed mode control in this application. Detailed Implementation

[0070] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0071] Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this application.

[0072] This application provides a calibration method and apparatus for constant speed mode control based on power pre-control, which greatly reduces calibration time at the customer's site, improves project testing progress, shortens project cycle, and provides buffer time for solving problems in case of emergencies.

[0073] Please see Figure 1 An embodiment of the calibration method for constant speed mode control based on power pre-control of this application includes:

[0074] 101. Obtain the flight status command signal sent by the flight control simulator, wherein the flight status command signal includes a preset target engine speed;

[0075] In this embodiment of the application, when the helicopter needs to increase or decrease collective pitch, the flight control simulator sends a flight status command signal. The flight status command signal includes a preset target engine speed. The engine controller receives the flight status command signal and performs constant speed control based on power pre-control according to the flight status command signal. It also performs load increase / decrease or load stabilization calibration by modifying torque. Specifically, see the following steps.

[0076] It should be noted that the flight control simulator employs embedded computer technology, sensor technology, and communication technology, integrating functions such as inertial measurement, BeiDou satellite navigation, power supply monitoring, and guidance control to achieve inertial / satellite integrated navigation. Combined with flight control software, it can simulate real-time control of the aircraft, realizing a fully closed-loop simulation of the aircraft's flight trajectory. In this embodiment, the flight control simulator sends flight status command signals to the engine controller, connecting via a USB-CAN box.

[0077] 102. Control the engine to run to the target speed according to the flight status command signal;

[0078] In this embodiment of the application, after receiving the flight status command signal, the engine controller controls the engine to run at a certain speed gradient to the target speed according to the flight status command signal.

[0079] It should be noted that the engine is not loaded at this time and is in an unloaded state. The current speed is the unload speed, that is, the speed without any load.

[0080] 103. Load the engine according to the electric dynamometer;

[0081] It should be noted that, in this embodiment, after the engine controller controls the engine to run at the target speed, the engine needs to be loaded by an electric dynamometer to increase torque output. The specific method for calculating the pre-controlled torque is described in [link to relevant documentation]. Figure 2 Examples are not described in this application.

[0082] It should be noted that the electric dynamometer is a type of loading dynamometer, especially in loading dynamometer tests of small and medium power and micro power machinery. It can take into account both low-speed and high-speed loading dynamometer tests of various power machinery. Compared with other types of dynamometer loading equipment, it has obvious advantages in terms of performance, reliability, and ease of maintenance. It can provide the rated torque of the electric dynamometer almost from 0 speed.

[0083] 104. Obtain the actual operating speed of the engine;

[0084] It should be noted that, because torque is inversely proportional to engine speed under the condition of fixed power, when the electric dynamometer loads the engine, the torque increases and the operating speed will decrease accordingly. In this embodiment, it is necessary to maintain constant speed control, which requires obtaining the current actual operating speed of the engine again.

[0085] 105. Determine whether the difference between the actual operating speed and the target speed is less than a preset limit. If so, proceed to step 106.

[0086] It should be noted that in this embodiment of the application, a preset limit is set in advance to determine whether the calibration is qualified. After the engine is loaded, the engine controller obtains the current actual operating speed and calculates the difference between the actual operating speed and the target speed. It determines whether the speed difference is less than the preset limit. If not, it means that the calibration has not been completed. At this time, step 106 is executed.

[0087] 106. The operating speed of the engine is adjusted to the target speed using a PID controller;

[0088] It should be noted that in this embodiment of the application, when the engine confirms that the current actual operating speed is lower than the target speed, the operating speed is adjusted by the PID controller to adjust the target speed back to the target speed.

[0089] 107. Obtain the current operating speed of the engine again;

[0090] It should be noted that, in this embodiment of the application, after the PID regulator has completed its adjustment, the engine controller obtains the current operating speed of the engine again to confirm whether the target speed has been reached.

[0091] 108. Calculate the target torque based on the current operating speed.

[0092] It should be noted that, in this embodiment of the application, the engine controller calculates the corresponding target torque based on the current operating speed, so that the electric dynamometer can reload the engine based on the target torque.

[0093] This application presents a calibration method for constant speed control based on power pre-control. The method acquires flight status command signals from a flight control simulator, controls the engine to run to the target speed based on these signals, loads the engine using an electric dynamometer, obtains the engine's actual operating speed, and determines whether the speed difference between the actual and target speeds is less than a preset limit. If not, a PID controller adjusts the engine speed to the target speed, and the current engine speed is acquired again. The target torque is then calculated based on this current speed. This method allows for load adjustment or stabilization on an electric dynamometer test bench by modifying the torque, enabling pre-calibration of constant speed control with power pre-control during steady-state and transient load adjustments. Only simple fine-tuning and verification are required at the customer's site, significantly reducing calibration time, improving project testing progress, shortening the project cycle, and providing a buffer time for resolving unexpected events.

[0094] The above provides a general overview of the calibration method for constant speed mode control based on power pre-control. The following section will provide a detailed introduction to the calibration method for constant speed mode control based on power pre-control.

[0095] Please see Figure 2 Another embodiment of the calibration method for constant speed mode control based on power pre-control in this application includes:

[0096] 201. Obtain the flight status command signal sent by the flight control simulator, wherein the flight status command signal includes a preset target engine speed;

[0097] 202. Control the engine to run to the target speed according to the flight status command signal;

[0098] It should be noted that, in the embodiments of this application, steps 201 to 202 are the same as those described above. Figure 1 Steps 101 to 102 in the embodiment are similar and will not be repeated here.

[0099] 203. Obtain the collective pitch request sent by the flight controller simulator;

[0100] 204. Confirm the target power based on the collective pitch request;

[0101] 205. Obtain the atmospheric pressure power correction coefficient corresponding to the current altitude of the engine;

[0102] 206. The pre-controlled torque is calculated based on the target power, the target speed, and the atmospheric pressure power correction coefficient;

[0103] It should be noted that, in the embodiments of this application, when the helicopter needs to increase or decrease collective pitch, the flight control simulator issues a collective pitch request and pre-calibrates the pre-control power according to the request. At the same time, the flight control simulator also obtains the current simulated atmospheric pressure through the pressure sensor and confirms the corresponding atmospheric pressure power correction coefficient according to the atmospheric pressure. The engine controller calculates the target power according to the atmospheric pressure power correction coefficient and the pre-calibrated pre-control power. The engine controller then calculates the pre-control torque according to the target power and the target speed.

[0104] 207. Obtain the pre-control torque sent by the flight control simulator;

[0105] 208. The engine is loaded using an electric dynamometer according to the pre-controlled torque;

[0106] In this embodiment of the application, after confirming the pre-controlled torque, the flight control simulator sends the pre-controlled torque to the electric dynamometer so that the electric dynamometer can perform initial loading on the engine according to the pre-controlled torque.

[0107] It should be noted that before loading, the engine is running at its no-load speed. With a fixed power output, an increase in torque will cause the engine speed to decrease.

[0108] 209. Obtain the actual operating speed of the engine;

[0109] It should be noted that, in this embodiment of the application, step 209 is different from the aforementioned... Figure 1 Step 104 in the embodiment is similar and will not be repeated here.

[0110] 210. Determine whether the difference between the actual operating speed and the target speed is less than a preset limit. If yes, proceed to step 211; if no, proceed to step 212.

[0111] It should be noted that in this embodiment of the application, a preset limit is set in advance to determine whether the calibration is qualified. After the engine is loaded, the engine controller obtains the current actual operating speed and calculates the difference between the actual operating speed and the target speed. It determines whether the speed difference is less than the preset limit. If yes, it means that the calibration is completed and step 211 is executed. If no, it means that the calibration is not completed and step 212 is executed.

[0112] 211. Confirm that the constant speed calibration during loading and unloading is complete.

[0113] It should be noted that in this embodiment of the application, if the difference between the actual operating speed and the target speed is within the operating range, it means that the current constant speed calibration has been completed, and the debugging mode is exited at this time.

[0114] 212. If not, the engine speed is adjusted to the target speed using a PID controller based on the current atmospheric pressure and current oil output.

[0115] It should be noted that in this embodiment, the PID controller adjusts the torque and operating speed from two aspects. Specifically, the common rail system PID controller adjusts the oil output, and the EMG turbocharger PID controller adjusts the atmospheric pressure. The engine controller adjusts the operating speed to the target speed by referring to the current oil output and the current atmospheric pressure, and calculates the corresponding target torque based on the target speed.

[0116] 213. Obtain the current operating speed of the engine again;

[0117] 214. Calculate the target torque based on the current operating speed;

[0118] It should be noted that, in the embodiments of this application, steps 213 to 214 are the same as those described above. Figure 1 Steps 107 to 108 in the embodiment are similar and will not be described again here.

[0119] 215. Obtain the corresponding corrected power based on the target torque conversion;

[0120] 216. The corrected torque is calculated based on the corrected power, the current operating speed, and the current atmospheric pressure power correction coefficient;

[0121] It should be noted that, in this embodiment, after the engine controller obtains the target torque through the PID regulator, it converts the target torque into a corresponding power value, i.e., the corrected power. The flight control simulator then obtains the current atmospheric pressure and confirms the corresponding atmospheric pressure power correction coefficient based on the current atmospheric pressure. Finally, the corrected torque is calculated based on the corrected power, the current operating speed, and the current atmospheric pressure power correction coefficient.

[0122] 217. Load the engine according to the corrected torque.

[0123] In this embodiment of the application, the flight control simulator inputs the calculated correction torque to the electric dynamometer, so that the electric dynamometer can reload the engine according to the correction torque.

[0124] It should be noted that loading and PID adjustment is a cyclical process. As long as the speed difference is greater than the preset limit, the engine controller will continue to correct and adjust until the operating speed is controlled within the allowable error range, at which point the engine controller will end the pre-calibration.

[0125] 218. Obtain the corresponding target oil output based on the target torque conversion;

[0126] 219. The engine operating speed is adjusted using PID control based on the target oil output.

[0127] It should be noted that, in this embodiment of the application, after the engine controller obtains the target torque through the PID regulator, it converts the target torque into the corresponding target oil output, so that the common rail system PID regulator makes corresponding adjustments according to the target oil output when adjusting the speed, until the operating speed is kept within the operating error range, and then step 211 is executed.

[0128] In this embodiment, a flight status command signal is sent through the flight control simulator. After receiving the command signal, the engine controller runs to the target speed at a certain speed gradient. At the same time, the electric dynamometer control mode is switched to M / P mode. The load can be added or removed or the load stabilized by modifying the torque and transition time, so that the engine can achieve pre-calibration of constant speed control with power pre-control during steady-state and transient load addition and removal.

[0129] The calibration method for constant speed mode control based on power pre-control has been described above. The calibration device for constant speed mode control based on power pre-control will be explained below.

[0130] Please see Figure 3 One embodiment of the calibration device based on constant speed mode control with power pre-control in this application includes:

[0131] The first acquisition unit 301 is used to acquire the flight status command signal sent by the flight control simulator, wherein the flight status command signal includes a preset target speed of the engine;

[0132] Control unit 302 is used to control the engine to run to the target speed according to the flight status command signal;

[0133] The loading unit 303 is used to load the engine according to the electric dynamometer;

[0134] The second acquisition unit 304 is used to acquire the actual operating speed of the engine;

[0135] The judgment unit 305 is used to determine whether the speed difference between the actual operating speed and the target speed is less than a preset limit.

[0136] The adjustment unit 306 is used to adjust the operating speed of the engine to the target speed through a PID controller if the speed difference is greater than a preset limit.

[0137] The third acquisition unit 307 is used to acquire the current operating speed of the engine again;

[0138] The first calculation unit 308 is used to calculate the target torque based on the current operating speed.

[0139] In this embodiment, a calibration device for constant speed control based on power pre-control is designed. The first acquisition unit 301 acquires flight status command signals sent by the flight control simulator. The control unit 302 controls the engine to run to the target speed according to the flight status command signals. The loading unit 303 loads the engine according to the electric dynamometer. The second acquisition unit acquires the actual operating speed of the engine. The judgment unit 305 judges whether the speed difference between the actual operating speed and the target speed is less than a preset limit. If not, the adjustment unit 306 adjusts the engine's operating speed to the target speed through a PID controller. The third acquisition unit 307 acquires the current operating speed of the engine again. The first calculation unit 308 calculates the target torque based on the current operating speed. This device can achieve load increase / decrease or stabilized load by modifying the torque on the electric dynamometer test bench, enabling the engine to achieve pre-calibration of constant speed control with power pre-control during steady-state and transient load increase / decrease. Only simple fine-tuning and verification are required at the customer's site, greatly reducing calibration time at the customer's site, improving project testing progress, shortening the project cycle, and providing buffer time for resolving unexpected events.

[0140] The above provides a general description of the functions of each unit in the calibration device based on power pre-control constant speed mode control. The following section will provide a detailed description of the functions of each unit in the calibration device based on power pre-control constant speed mode control.

[0141] Please see Figure 4 In this application, another embodiment of the calibration device based on power pre-control constant speed mode control includes:

[0142] The first acquisition unit 401 is used to acquire the flight status command signal sent by the flight control simulator, wherein the flight status command signal includes a preset target speed of the engine.

[0143] Control unit 402 is used to control the engine to run to the target speed according to the flight status command signal;

[0144] The fourth acquisition unit 403 is used to acquire the collective pitch request sent by the flight control simulator;

[0145] Confirmation unit 404 is used to confirm the target power based on the collective distance request;

[0146] The fifth acquisition unit 405 is used to acquire the atmospheric pressure power correction coefficient corresponding to the current altitude of the engine;

[0147] The second calculation unit 406 is used to calculate the pre-controlled torque based on the target power, the target speed and the atmospheric pressure power correction coefficient.

[0148] The sixth acquisition unit 407 is used to acquire the pre-control torque sent by the flight control simulator;

[0149] The loading unit 408 is used to load the engine according to the electric dynamometer;

[0150] Loading unit 408 may further include:

[0151] The loading module 4081 is used to load the engine using an electric dynamometer according to the pre-controlled torque.

[0152] The second acquisition unit 409 is used to acquire the actual operating speed of the engine;

[0153] The judgment unit 410 is used to determine whether the speed difference between the actual operating speed and the target speed is less than a preset limit.

[0154] The adjustment unit 411 is used to adjust the operating speed of the engine to the target speed through a PID controller if the speed difference is greater than a preset limit.

[0155] The third acquisition unit 412 is used to acquire the current operating speed of the engine again;

[0156] The first calculation unit 413 is used to calculate the target torque based on the current operating speed.

[0157] In this embodiment, the functions of each unit module are the same as those described above. Figures 1 to 2 The steps in the illustrated embodiments are the same and will not be repeated here.

[0158] Please see Figure 5 Another embodiment of the calibration device based on constant speed mode control with power pre-control in this application includes:

[0159] Processor 501, memory 502, input / output unit 503, and bus 504;

[0160] The processor 501 is connected to the memory 502, the input / output unit 503, and the bus 504;

[0161] Processor 501 performs the following operations:

[0162] Acquire flight status command signals sent by the flight control simulator, wherein the flight status command signals include a preset target engine speed;

[0163] The engine is controlled to run to the target speed according to the flight status command signal;

[0164] The engine is loaded according to the electric dynamometer;

[0165] Obtain the actual operating speed of the engine;

[0166] Determine whether the speed difference between the actual operating speed and the target speed is less than a preset limit. If not, adjust the engine's operating speed to the target speed using a PID controller.

[0167] Obtain the current operating speed of the engine again;

[0168] The target torque is calculated based on the current operating speed.

[0169] In this embodiment, the function of processor 501 is the same as described above. Figures 1 to 2 The steps in the illustrated embodiments are the same and will not be repeated here.

[0170] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0171] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between apparatuses or units through some interfaces, and may be electrical, mechanical, or other forms.

[0172] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0173] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0174] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A calibration method for constant speed mode control based on power pre-control, characterized in that, include: Acquire flight status command signals sent by the flight control simulator, wherein the flight status command signals include a preset target engine speed; The engine is controlled to run to the target speed according to the flight status command signal; Obtain the collective pitch request sent by the flight controller simulator; Confirm the target power based on the total distance request; Obtain the atmospheric pressure power correction coefficient corresponding to the current altitude of the engine; The pre-controlled torque is calculated based on the target power, the target speed, and the atmospheric pressure power correction coefficient. The engine is loaded according to the electric dynamometer; Obtain the actual operating speed of the engine; Determine whether the speed difference between the actual operating speed and the target speed is less than a preset limit. If not, adjust the engine's operating speed to the target speed using a PID controller. Obtain the current operating speed of the engine again; The target torque is calculated based on the current operating speed.

2. The calibration method according to claim 1, characterized in that, After calculating the pre-controlled torque based on the target power, the target rotational speed, and the atmospheric pressure power correction coefficient, the method further includes: Obtain the pre-controlled torque sent by the flight control simulator; The loading of the engine using an electric dynamometer includes: The engine is loaded using an electric dynamometer based on the pre-controlled torque.

3. The calibration method according to claim 1, characterized in that, After calculating the target torque based on the current operating speed, the method further includes: The corresponding corrected power is obtained based on the target torque conversion; The corrected torque is calculated based on the corrected power, the current operating speed, and the power correction coefficient for the current atmospheric pressure. The engine is loaded according to the corrected torque.

4. The calibration method according to claim 1, characterized in that, After calculating the target torque based on the current operating speed, the method further includes: The target oil output is obtained based on the target torque conversion. The engine operating speed is adjusted using PID control based on the target oil output.

5. The calibration method according to any one of claims 1 to 4, characterized in that, The step of adjusting the engine's operating speed to the target speed using a PID controller includes: The engine's operating speed is adjusted to the target speed using a PID controller based on the current atmospheric pressure and current fuel output.

6. The calibration method according to any one of claims 1 to 4, characterized in that, After determining whether the speed difference between the actual operating speed and the target speed is less than a preset limit, the method further includes: If so, then confirm that the constant speed calibration during loading and unloading is complete.

7. A calibration device for constant speed mode control based on power pre-control, characterized in that, include: The first acquisition unit is used to acquire flight status command signals sent by the flight control simulator, wherein the flight status command signals include a preset target speed of the engine; The control unit is used to control the engine to run to the target speed according to the flight status command signal; The fourth acquisition unit is used to acquire the collective pitch request sent by the flight control simulator; The confirmation unit is used to confirm the target power based on the collective distance request; The fifth acquisition unit is used to acquire the atmospheric pressure power correction coefficient corresponding to the current altitude of the engine; The second calculation unit is used to calculate the pre-controlled torque based on the target power, the target rotation speed, and the atmospheric pressure power correction coefficient. A loading unit is used to load the engine according to the electric dynamometer. The second acquisition unit is used to acquire the actual operating speed of the engine; The judgment unit is used to determine whether the speed difference between the actual operating speed and the target speed is less than a preset limit. The adjustment unit is used to adjust the operating speed of the engine to the target speed through a PID controller if the speed difference is greater than a preset limit. The third acquisition unit is used to acquire the current operating speed of the engine again; The first calculation unit is used to calculate the target torque based on the current operating speed.

8. The calibration device according to claim 7, characterized in that, Following the second computing unit, the device further includes: The sixth acquisition unit is used to acquire the pre-control torque sent by the flight control simulator; The loading unit includes: The loading module is used to load the engine using an electric dynamometer according to the pre-controlled torque.

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