A helicopter engine control method, device, equipment and storage medium

Abstract

This invention relates to the field of motor control, and discloses a helicopter engine control method, device, equipment, and storage medium. The method includes: acquiring the target engine's operating status, current speed, and a preset critical speed database; analyzing a safe range based on the operating status and the preset critical speed database; comparing the current speed with the safe range to obtain a speed deviation value; and adjusting the target engine's power based on the speed deviation value. By comprehensively considering the critical speed range, the engine power is adjusted in a timely manner to stabilize the speed within the safe range, preventing the speed from falling into the critical speed range and damaging the engine or helicopter, thus providing better protection for flight safety.

Description

Technical Field

[0001] This invention relates to the field of motor control technology, specifically to a helicopter engine control method, device, computer equipment, and storage medium. Background Technology

[0002] The three main moving parts of a helicopter consist of the rotor system, the transmission system, and the engine. The turboshaft engine's output power is generated by the power turbine shaft, which drives the main rotor and tail rotor through the transmission system. Because the rotor of the rotating shaft system has its own natural frequency, when the rotational frequency of the rotating components approaches its own natural frequency (critical speed range), the rotating components will experience severe vibration. To avoid damage caused by severe vibration during helicopter operation, the engine output shaft operating speed must not only avoid its own critical speed range but also the critical speed ranges of the main rotor, tail rotor, transmission system, and other rotating components. When the turbine speed and rotor speed fall into the critical speed range, it will damage the engine or the helicopter. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a helicopter engine control method, device, computer equipment, and storage medium to solve the problem that turbine speed and rotor speed falling into the critical speed range under abnormal engine operating conditions can damage the engine or helicopter.

[0004] In a first aspect, embodiments of the invention provide a helicopter engine control method, comprising:

[0005] Acquire the target engine's operating status, current speed, and preset critical speed database;

[0006] Analyze the safe range based on the working status and the preset critical speed database;

[0007] The current speed is compared with the safe range to obtain the speed deviation value;

[0008] The power of the target engine is adjusted based on the speed deviation value.

[0009] By comprehensively considering the critical speed range, the engine power is adjusted in a timely manner to keep the speed stable within the safe range, preventing the speed from falling into the critical speed range and damaging the engine or helicopter, thus providing better protection for flight safety.

[0010] In one alternative implementation, the method further includes:

[0011] Obtain the engine speed within a preset time range after power adjustment of the target engine;

[0012] The engine speed is compared with the safe range to determine whether the engine speed is outside the safe range within the preset time range.

[0013] When the engine speed is not within the safe range within the preset time range, the fuel flow of the target engine is adjusted.

[0014] By adjusting the control mode to supply fuel to the target engine according to the fuel flow rate corresponding to the operating state, the engine power is controlled to the power output corresponding to the stable and safe state. When the power is stable, its speed can be controlled within the safe range, thus ensuring flight safety.

[0015] In one alternative implementation, adjusting the fuel flow rate of the target engine includes:

[0016] Acquire environmental information and standard fuel flow rates corresponding to operating conditions;

[0017] Calculate the target fuel flow rate based on standard fuel flow rate and environmental information;

[0018] Fuel supply to the target engine based on the target fuel flow rate.

[0019] Because the ambient atmospheric pressure and engine intake air temperature vary at different flight altitudes, maintaining stable engine power output by controlling fuel flow requires comprehensive consideration of environmental information. By comprehensively considering environmental information, the accuracy of calculating the target fuel flow can be effectively improved, making the calculated results more consistent with reality and more reliable.

[0020] In one optional implementation, the environmental information includes the current ambient atmospheric pressure and the current engine intake air temperature. Calculating the target fuel flow rate based on the standard fuel flow rate and the environmental information includes:

[0021]

[0022] Among them, W f Let W0 be the target fuel flow rate, T0 be the current engine intake air temperature, P0 be the current ambient atmospheric pressure, and f(T0, P0) be the correction factor for W0 calculated based on the current engine intake air temperature and the current ambient atmospheric pressure.

[0023] By comprehensively considering environmental information, the accuracy of calculating target fuel flow is effectively improved, making the calculated results more consistent with the actual situation and more reliable.

[0024] In one optional implementation, the safe range is analyzed based on the operating status and a preset critical speed database, including:

[0025] Based on the working status, extract the upper critical speed range and the lower critical speed range from the preset critical speed database;

[0026] Extract the lowest critical speed value from the upper critical speed range;

[0027] Extract the highest speed critical value from the lower critical speed range;

[0028] The safe range is obtained by taking the minimum speed threshold as the upper limit of the safe range and the maximum speed threshold as the lower limit of the safe range.

[0029] By comprehensively analyzing the critical speeds of multiple transmission components, a safe range is obtained, thereby ensuring that the adjusted speed is far from the critical speeds of each component, thus avoiding damage to the helicopter or components due to resonance.

[0030] In one optional implementation, the current rotational speed is compared with the safe range to obtain a rotational speed deviation value, including:

[0031] Compare the current speed with the safe range;

[0032] If the current speed is higher than the safe range, the speed deviation value is obtained by subtracting the upper limit of the safe range from the current speed.

[0033] If the current speed is lower than the safe range, the speed deviation value is obtained by subtracting the current speed from the upper limit of the safe range.

[0034] If the current speed is within the safe range, the speed deviation value is zero.

[0035] Analyzing the speed deviation value can reveal the difference between the current speed and the safe operating range, making it easier to adjust the engine power based on the difference later.

[0036] In a second aspect, embodiments of the present invention provide a helicopter engine control device, comprising:

[0037] The first acquisition module is used to acquire the target engine's operating status, current speed, and preset critical speed database.

[0038] The analysis module is used to analyze the safe range based on the working status and a preset critical speed database;

[0039] The first comparison module is used to compare the current speed with the safe range to obtain the speed deviation value;

[0040] The power adjustment module is used to adjust the power of the target engine based on the speed deviation value.

[0041] In one optional embodiment, the helicopter engine control unit further includes:

[0042] The second acquisition module is used to acquire the engine speed within a preset time range after the power adjustment of the target engine;

[0043] The second comparison module is used to compare the engine speed with the safe range and determine whether the engine speed within the preset time range is not within the safe range.

[0044] The fuel flow adjustment module is used to adjust the fuel flow of the target engine when the engine speed is not within the safe range within a preset time range.

[0045] Thirdly, embodiments of the present invention provide a computer device, including:

[0046] The system includes a memory and a processor, which are interconnected and communicate with each other. The memory stores computer instructions, and the processor executes these computer instructions to perform the helicopter engine control method provided in this embodiment of the invention.

[0047] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions for causing a computer to execute the helicopter engine control method provided in the embodiments of the present invention. Attached Figure Description

[0048] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0049] Figure 1 This is a schematic flowchart of a helicopter engine control method according to an embodiment of the present invention;

[0050] Figure 2 This is a schematic flowchart of another helicopter engine control method according to an embodiment of the present invention;

[0051] Figure 3 This is a schematic flowchart of another helicopter engine control method according to an embodiment of the present invention;

[0052] Figure 4 This is a schematic flowchart of another helicopter engine control method according to an embodiment of the present invention;

[0053] Figure 5 This is a schematic flowchart of another helicopter engine control method according to an embodiment of the present invention;

[0054] Figure 6 This is a structural block diagram of a helicopter engine control device according to an embodiment of the present invention;

[0055] Figure 7 This is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0057] The three main moving parts of a helicopter consist of the rotor system, the transmission system, and the engine. The turboshaft engine's output power is transmitted through the power turbine shaft to drive the main rotor and tail rotor. Because the rotor of the rotating shaft system has its own natural frequency, when the rotational frequency of the rotating components approaches its own natural frequency (critical speed range), the rotating components will experience severe vibration. To avoid damage caused by severe vibration during helicopter operation, the engine output shaft operating speed must not only avoid its own critical speed range but also the critical speed ranges of the main rotor, tail rotor, transmission system, and other rotating components.

[0058] Currently, helicopters typically control engine start-up and operation via a Port Management Switch (PMS) on the aircraft. The PMS switch has three positions: "Stop," "Ground Slow," and "Flight Slow." To prevent the rotor speed and turboshaft speed from remaining within critical speed ranges, the engine is generally controlled at a constant turbine speed when the PMS switch is in the "Ground Slow" or "Flight Slow" position. Taking a typical turboshaft engine as an example, the control system is a full-authority numerical control system (FNC) with dual-engine communication capabilities between electronic controllers. During engine operation, to avoid the critical speed ranges of the rotor system, transmission system, and engine output shaft, the control system uses the dual-engine communication function to identify the PMS switch positions of the primary and secondary engines to determine the target turbine speed control value during "Ground Slow" and "Flight Slow" operation.

[0059] This invention provides a helicopter engine control method that acquires the target engine's operating status, current speed, and a preset critical speed database; analyzes the safe range based on the operating status and the preset critical speed database; compares the current speed with the safe range to obtain a speed deviation value; and adjusts the target engine's power based on the speed deviation value. By comprehensively considering the critical speed range and adjusting the engine power in a timely manner, the engine speed is stabilized within the safe range, preventing the speed from falling into the critical speed range and damaging the engine or helicopter, thus providing better protection for flight safety.

[0060] According to an embodiment of the present invention, a helicopter engine control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0061] This embodiment provides a helicopter engine control method, which can be used in engine control scenarios such as full authority digital control systems for turboshaft engines. Figure 1 This is a flowchart of a helicopter engine control method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps:

[0062] Step S101: Obtain the target engine's operating status, current speed, and preset critical speed database. Specifically, the operating status includes "Stop," "Ground Slow," and "Flight Slow." "Stop" means the engine stops working in the air. "Flight Slow" means the engine is in flight idle: During normal descent, the aircraft may be in "Flight Slow," where the thrust (pull) is much greater than ground slow. In this state, the engine is at its minimum thrust (pull) in the air. In this state, the aircraft's angle of attack matches its speed, and the aircraft is in a state of uniform motion with balanced drag, thrust (pull), lift, and gravity. "Ground Slow" means the aircraft is in ground slow: After touching down, the aircraft does not need excessive thrust (pull) but needs to stop promptly. Excessive pull prevents the aircraft from decelerating, so ground slow is selected, or even reverse propeller rotation (the propeller angle reverses, generating greater drag instead of thrust). The preset critical speed database stores the critical speed ranges for the engine output shaft operating speed corresponding to different operating states, as well as the critical speed ranges for rotating components such as the main rotor, tail rotor, and transmission system.

[0063] Step S102: Analyze the safe range based on the operating status and the preset critical speed database. Specifically, based on the operating status, select multiple corresponding critical speed ranges from the preset critical speed database and analyze the safe ranges within them. This considers not only the critical speed of the engine output shaft but also the critical speeds of other transmission components. The purpose is to prevent severe vibrations during helicopter operation that could lead to damage.

[0064] Step S103: Compare the current speed with the safe range to obtain the speed deviation value. Specifically, by analyzing the speed deviation value, the difference between the current speed and the safe range can be understood, facilitating adjustments.

[0065] Step S104: Adjust the power of the target engine based on the speed deviation value. Specifically, different engine speeds correspond to different power outputs, which are related to the fuel supply. The power difference can be analyzed based on the speed deviation value, and the power can be adjusted by calculating whether to reduce or increase the fuel supply, thereby controlling the speed and keeping it within a safe range to provide better protection for flight safety.

[0066] Through steps S101 to S104 above, the helicopter engine control method provided by this embodiment of the invention comprehensively considers the critical speed range and adjusts the engine power in a timely manner to keep the speed stable within the safe range, preventing the speed from falling into the critical speed range and damaging the engine or helicopter, thus providing better protection for flight safety.

[0067] This embodiment provides a helicopter engine control method, which can be used in engine control scenarios such as full authority digital control systems for turboshaft engines. Figure 2 This is a flowchart of a helicopter engine control method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps:

[0068] Step S201: Obtain the target engine's operating status, current speed, and preset critical speed database. Specifically, this step is further described the same as step S101 above, and will not be repeated here.

[0069] Step S202: Analyze the safe range based on the operating status and the preset critical speed database. Specifically, this step is further described the same as step S102 above, and will not be repeated here.

[0070] Step S203: Compare the current speed with the safe range to obtain the speed deviation value. Specifically, this step is further described the same as step S103 above, and will not be repeated here.

[0071] Step S204: Adjust the power of the target engine based on the speed deviation value. Specifically, this step is further described the same as step S104 above, and will not be repeated here.

[0072] Step S205: Obtain the engine speed within a preset time range after power adjustment of the target engine. Specifically, this process is to observe whether the engine speed falls normally within the safe range after power adjustment. By setting a time range, it is prevented that speed fluctuations during the adjustment process will affect the judgment.

[0073] Step S206: Compare the engine speed with the safe range to determine whether the engine speed within the preset time range is not within the safe range. Specifically, abnormal data is sometimes caused by reasons such as speed sensor failure. In this case, the displayed speed will still be abnormal after adjusting the engine power. If the engine speed is still abnormal within the preset time range after adjustment, it means that the speed information detected by the speed sensor is no longer reliable, and other methods are needed to control the engine to stabilize the speed within the safe range.

[0074] Step S207: When the engine speed is not within the safe range within the preset time range, adjust the fuel flow rate of the target engine. Specifically, by adjusting the control mode to supply fuel to the target engine according to the fuel flow rate corresponding to this operating state, control the engine power to the power output corresponding to the stable and safe state. When the power is stable, the engine speed can be controlled within the safe range to ensure flight safety.

[0075] This embodiment provides a helicopter engine control method, which can be used in engine control scenarios such as full authority digital control systems for turboshaft engines. Figure 3 This is a flowchart of a helicopter engine control method according to an embodiment of the present invention, such as... Figure 3 As shown, the process includes the following steps:

[0076] Step S301: Obtain the target engine's operating status, current speed, and preset critical speed database. Specifically, this step is further described the same as step S201 above, and will not be repeated here.

[0077] Step S302: Analyze the safe range based on the operating status and the preset critical speed database. Specifically, this step is further described the same as step S202 above, and will not be repeated here.

[0078] Step S303: Compare the current speed with the safe range to obtain the speed deviation value. Specifically, this step is further described the same as step S203 above, and will not be repeated here.

[0079] Step S304: Adjust the power of the target engine based on the speed deviation value. Specifically, this step is further described the same as step S204 above, and will not be repeated here.

[0080] Step S305: Obtain the engine speed within a preset time range after power adjustment of the target engine. Specifically, the further description of this step is the same as that of step S205 above, and will not be repeated here.

[0081] Step S306: Compare the engine speed with the safe range to determine whether the engine speed within the preset time range is not within the safe range. Specifically, this step is further described the same as step S206 above, and will not be repeated here.

[0082] Step S307: When the engine speed within the preset time range is not within the safe range, adjust the fuel flow rate of the target engine. Specifically, this step is further described the same as step S207 above, and will not be repeated here.

[0083] Specifically, step S307 above includes:

[0084] Step S3071: Obtain environmental information and the standard fuel flow rate corresponding to the operating state. Specifically, since the ambient atmospheric pressure and engine intake air temperature vary at different flight altitudes, maintaining stable engine power output by controlling the fuel flow rate requires comprehensive consideration of the impact of environmental information. The standard fuel flow rate is the fuel flow rate corresponding to the operating state under standard atmospheric pressure and an atmospheric temperature of 15°C.

[0085] Step S3072: Calculate the target fuel flow rate based on the standard fuel flow rate and environmental information. Specifically, by comprehensively considering environmental information, the accuracy of the calculated target fuel flow rate is effectively improved, making the calculated results more consistent with the actual situation and possessing higher reliability.

[0086] Step S3073: Supply fuel to the target engine based on the target fuel flow rate. Specifically, by adjusting the control mode to the target fuel flow rate corresponding to this operating state, fuel is supplied to the target engine, controlling the engine power to the power output corresponding to a stable and safe state. With stable power, the engine speed can be controlled within a safe range, ensuring flight safety.

[0087] In some optional implementations, the environmental information in step S3072 above includes the current ambient atmospheric pressure and the current engine intake air temperature. Calculating the target fuel flow rate based on the standard fuel flow rate and the environmental information includes:

[0088]

[0089] Among them, W f Let W0 be the target fuel flow rate, T0 be the current engine intake air temperature, P0 be the current ambient atmospheric pressure, and f(T0, P0) be the correction factor for W0 calculated based on the current engine intake air temperature and the current ambient atmospheric pressure.

[0090] Specifically, by comprehensively considering environmental information, the accuracy of calculating target fuel flow can be effectively improved, making the calculated results more consistent with the actual situation and more reliable.

[0091] This embodiment provides a helicopter engine control method, which can be used in engine control scenarios such as full authority digital control systems for turboshaft engines. Figure 4 This is a flowchart of a helicopter engine control method according to an embodiment of the present invention, such as... Figure 4 As shown, the process includes the following steps:

[0092] Step S401: Obtain the target engine's operating status, current speed, and preset critical speed database. Specifically, this step is further described the same as step S101 above, and will not be repeated here.

[0093] Step S402: Analyze the safe range based on the operating status and the preset critical speed database. Specifically, this step is further described the same as step S102 above, and will not be repeated here.

[0094] Step S403: Compare the current speed with the safe range to obtain the speed deviation value. Specifically, this step is further described the same as step S103 above, and will not be repeated here.

[0095] Step S404: Adjust the power of the target engine based on the speed deviation value. Specifically, this step is further described the same as step S104 above, and will not be repeated here.

[0096] Specifically, step S402 above includes:

[0097] Step S4021: Extract the upper and lower critical speed ranges from the preset critical speed database according to the operating state. Specifically, the preset critical speed database stores the critical speed ranges for the engine output shaft operating speeds corresponding to different operating states, as well as the critical speed ranges for rotating components such as the main rotor, tail rotor, and transmission system. For example, in the "slow flight" state, the upper critical speed range includes the upper critical speed of the tail rotor and the upper critical speed of the main rotor, while the lower critical speed range includes the lower critical speed of the tail rotor, the lower critical speed of the power turbine, and the lower critical speed of the main rotor.

[0098] Step S4022: Extract the minimum speed critical value from the upper critical speed range. Specifically, the minimum speed critical value is the lower limit of the upper critical speed range. Taking the slow flight state as an example, the minimum speed critical value is the smaller value between the upper critical speed of the tail rotor and the upper critical speed of the main rotor.

[0099] Step S4023: Extract the highest speed critical value from the lower critical speed range. Specifically, the highest speed critical value is the upper limit of the lower critical speed range. Taking the slow-speed flight state as an example, the highest speed critical value is the largest value among the tail rotor lower critical speed, the power turbine lower critical speed, and the main rotor lower critical speed.

[0100] Step S4024: Use the lowest speed threshold as the upper limit of the safe range and the highest speed threshold as the lower limit of the safe range to obtain the safe range.

[0101] Specifically, by comprehensively analyzing the critical speeds of multiple transmission components, a safe range is obtained, thereby ensuring that the adjusted speed is far from the critical speeds of each component, thus avoiding damage to the helicopter or components due to resonance.

[0102] This embodiment provides a helicopter engine control method, which can be used in engine control scenarios such as full authority digital control systems for turboshaft engines. Figure 5 This is a flowchart of a helicopter engine control method according to an embodiment of the present invention, such as... Figure 5 As shown, the process includes the following steps:

[0103] Step S501: Obtain the target engine's operating status, current speed, and preset critical speed database. Specifically, this step is further described the same as step S101 above, and will not be repeated here.

[0104] Step S502: Analyze the safe range based on the operating status and the preset critical speed database. Specifically, this step is further described the same as step S102 above, and will not be repeated here.

[0105] Step S503: Compare the current speed with the safe range to obtain the speed deviation value. Specifically, this step is further described the same as step S103 above, and will not be repeated here.

[0106] Step S504: Adjust the power of the target engine based on the speed deviation value. Specifically, this step is further described the same as step S104 above, and will not be repeated here.

[0107] Specifically, step S503 above includes:

[0108] Step S5031: Compare the current speed with the safe range.

[0109] Step S5034: If the current speed is higher than the safe range, the speed deviation value is obtained by subtracting the upper limit of the safe range from the current speed.

[0110] Step S5033: If the current speed is lower than the safe range, the speed deviation value is obtained by subtracting the current speed from the upper limit of the safe range.

[0111] Step S5034: If the current speed is within the safe range, the speed deviation value is zero.

[0112] Specifically, by analyzing the speed deviation value, we can understand the difference between the current speed and the safe range, which makes it easier to adjust the engine power later based on the difference.

[0113] This embodiment also provides a helicopter engine control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0114] This embodiment provides a helicopter engine control device, such as... Figure 6 As shown, it includes:

[0115] The first acquisition module 601 is used to acquire the target engine's operating status, current speed, and preset critical speed database.

[0116] Analysis module 602 is used to analyze the safe range based on the working status and a preset critical speed database.

[0117] The first comparison module 603 is used to compare the current speed with the safe range to obtain the speed deviation value.

[0118] The power adjustment module 604 is used to adjust the power of the target engine based on the speed deviation value.

[0119] In some optional embodiments, the above-mentioned helicopter engine control device further includes:

[0120] The second acquisition module is used to acquire the engine speed within a preset time range after the power of the target engine is adjusted.

[0121] The second comparison module is used to compare the engine speed with the safe range and determine whether the engine speed within the preset time range is not within the safe range.

[0122] The fuel flow adjustment module is used to adjust the fuel flow of the target engine when the engine speed is not within the safe range within a preset time range.

[0123] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0124] In this embodiment, the helicopter engine control device is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0125] Further functional descriptions of the above modules are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0126] This invention also provides a computer device having the above-described features. Figure 6 The helicopter engine control unit shown is shown.

[0127] Please see Figure 7 , Figure 7 This is a schematic diagram of the structure of a computer device provided in an optional embodiment of the present invention, such as... Figure 7 As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 7 Take a processor 10 as an example.

[0128] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0129] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0130] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0131] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0132] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0133] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0134] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A helicopter engine control method, characterized in that, include: Acquire the target engine's operating status, current speed, and preset critical speed database; Analyze the safe range based on the operating status and the preset critical speed database; The current rotational speed is compared with the safe range to obtain the rotational speed deviation value; The power of the target engine is adjusted based on the speed deviation value; The step of analyzing the safe range based on the operating state and the preset critical speed database includes: Based on the operating state, extract the upper critical speed range and the lower critical speed range from the preset critical speed database; Extract the lowest speed critical value from the upper critical speed range; Extract the highest speed critical value from the lower critical speed range; The safe range is obtained by taking the minimum speed threshold as the upper limit of the safe range and the maximum speed threshold as the lower limit of the safe range.

2. The helicopter engine control method according to claim 1, characterized in that, The method further includes: Obtain the engine speed within a preset time range after power adjustment of the target engine; The engine speed is compared with the safe range to determine whether the engine speed within the preset time range is not within the safe range. When the engine speed within the preset time range is not within the safe range, the fuel flow rate of the target engine is adjusted.

3. The helicopter engine control method according to claim 2, characterized in that, The adjustment of the fuel flow rate of the target engine includes: Acquire environmental information and the standard fuel flow rate corresponding to the operating state; Calculate the target fuel flow rate based on the standard fuel flow rate and the environmental information; The target engine is supplied with fuel based on the target fuel flow rate.

4. The helicopter engine control method according to claim 3, characterized in that, The environmental information includes the current ambient atmospheric pressure and the current engine intake air temperature. The calculation of the target fuel flow rate based on the standard fuel flow rate and the environmental information includes: Among them, W f Let W0 be the target fuel flow rate, T0 be the current engine intake air temperature, P0 be the current ambient atmospheric pressure, and f(T0, P0) be the correction factor for W0 calculated based on the current engine intake air temperature and the current ambient atmospheric pressure.

5. The helicopter engine control method according to claim 1, characterized in that, The step of comparing the current rotational speed with the safe range to obtain the rotational speed deviation value includes: Compare the current rotational speed with the safe range; If the current rotational speed is higher than the safe range, the rotational speed deviation value is obtained by subtracting the upper limit of the safe range from the current rotational speed. If the current rotational speed is lower than the safe range, the rotational speed deviation value is obtained by subtracting the current rotational speed from the upper limit of the safe range. If the current rotational speed is within the safe range, then the rotational speed deviation value is zero.

6. A helicopter engine control device, characterized in that, include: The first acquisition module is used to acquire the target engine's operating status, current speed, and preset critical speed database. The analysis module is used to analyze the safe range based on the working state and the preset critical speed database; The first comparison module is used to compare the current rotational speed with the safe range to obtain the rotational speed deviation value; A power adjustment module is used to adjust the power of the target engine based on the speed deviation value; The step of analyzing the safe range based on the operating state and the preset critical speed database includes: Based on the operating state, extract the upper critical speed range and the lower critical speed range from the preset critical speed database; Extract the lowest speed critical value from the upper critical speed range; Extract the highest speed critical value from the lower critical speed range; The safe range is obtained by taking the minimum speed threshold as the upper limit of the safe range and the maximum speed threshold as the lower limit of the safe range.

7. The helicopter engine control device according to claim 6, characterized in that, Also includes: The second acquisition module is used to acquire the engine speed within a preset time range after the power adjustment of the target engine; The second comparison module is used to compare the engine speed with the safe range and determine whether the engine speed within the preset time range is not within the safe range. The fuel flow adjustment module is used to adjust the fuel flow of the target engine when the engine speed is not within the safe range during the preset time range.

8. A computer device, characterized in that, include: A memory and a processor are communicatively connected, the memory stores computer instructions, and the processor executes the helicopter engine control method of any one of claims 1-5 by executing the computer instructions.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the helicopter engine control method according to any one of claims 1-5.

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