Automatic control method and system for test run state of aero-engine

Abstract

The invention provides an automatic control method and system for the test run state of an aero-engine, and the method comprises the steps: collecting an angle signal of a throttle lever of a test bed, calibrating the angle of the throttle lever, and obtaining a corresponding relation between the angle signal of the throttle lever of the test bed and a feedback angle value of an engine electronic controller; based on the corresponding relation, the serial number of each working state of the engine serves as a state identifier, the relation between the engine throttle lever angle value and the state identifier is counted according to the test run data, and a throttle lever angle value reference value and a limiting range of each working state are obtained; and under the angle value reference value and the limiting range of the throttle lever in each working state, automatic control over the test run state of the aero-engine is carried out in a coarse adjustment and fine adjustment combined mode. Scientific and feasible control logic is formulated according to a coarse adjustment and fine adjustment two-step method, the engine state is rapidly, accurately and safely controlled through computer software, the labor intensity is reduced, and the test run efficiency and quality are improved.

Description

Technical Field

[0001] The invention belongs to the technical field of automatic control of aircraft engine test run status, and in particular relates to an automatic control method and system for aircraft engine test run status. Background Art

[0002] When aircraft engines are tested on the test bench, the engine state is currently controlled by manually operating the throttle lever device. Engine state control is related to the safety of the test and the evaluation of the test results, and is an important part of the test. Manual operation of the throttle lever places high demands on the skill level of the test personnel, and often causes problems such as untimely engine state changes and repeated state adjustments. Conducting research on automatic engine state control is a favorable measure to solve these problems.

[0003] At present, there are different devices to replace the throttle lever of aviation engines. For example, digital electric control engines that use RVDT sensors as throttle lever angle input can use RVDT simulation cards to replace throttle lever devices, and the throttle lever signal is output by computer programs; PLC control modules are used to output throttle lever signals to the engine, etc. These devices belong to the hardware conditions for realizing automatic control. Ultimately, the throttle lever signal is output by the computer program to replace the manually operated throttle lever, but how to realize computer automatic control of the engine state is a difficult problem. The general control method is to compare the control parameters (such as speed) of the current working state of the engine with the target state to obtain the difference, and increase or decrease the throttle lever signal according to the difference until the target state is reached. The key to this method is the adjustment step of the throttle lever signal (that is, the adjustment frequency and the amplitude of a single adjustment, such as 1 degree / 1s). Through practical verification, if the adjustment step is small, the control time is long; if the adjustment step is large, the error with the target state is large, and it is difficult to find a reasonable adjustment step. Summary of the invention

[0004] The purpose of the present invention is to provide an automatic control method and system for aircraft engine test run status to solve the above problems.

[0005] To achieve the above object, the present invention adopts the following technical solutions: In a first aspect, the present invention provides an automatic control method for an aircraft engine test run state, comprising: Collect the throttle lever angle signal of the test bench, calibrate the throttle lever angle, and obtain the corresponding relationship between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller; Based on the corresponding relationship, the serial number of each working state of the engine is used as the state identifier. According to the test data, the relationship between the engine throttle lever angle value and the state identifier is statistically analyzed to obtain the reference value and limit range of the throttle lever angle value of each working state; Under the reference value and limit range of the throttle lever angle value in each working state, the aircraft engine test state is automatically controlled by combining coarse adjustment and fine adjustment.

[0006] Furthermore, the throttle lever angle signal of the test bench is collected, including: A hardware device is selected to replace the throttle lever device on the test bench and connected to the engine control cable so that the computer can output the throttle lever angle signal to the engine.

[0007] Furthermore, the throttle lever angle is calibrated to obtain the corresponding relationship between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller, including: The throttle lever angle output by the computer is calibrated to establish a corresponding relationship between the computer output value and the angle value fed back by the engine electronic controller.

[0008] Furthermore, based on the corresponding relationship, each working state sequence number of the engine is used as a state identifier, including: According to the test program, the characteristic identification parameters of the engine working state are sorted out to define the working state in the computer program; At the same time, each working state serial number in the test program is used as a state identifier to identify the computer to identify the working state. During the test, the engine state changes according to the timing specified by the test card.

[0009] Furthermore, the aircraft engine test state is automatically controlled by combining coarse adjustment and fine adjustment, including: Coarse adjustment: Count the relationship between the engine throttle lever angle value and the state mark, set the throttle lever angle value reference value for each working state, and according to the state switching time requirement, when the requirement is no more than 1s, the throttle lever signal value changes evenly from the starting value to the set value within 1s, and the change frequency is 0.1s; Set the waiting time after coarse adjustment in three gears, count the actual transition time of the engine test state, set the transition time of two similar states as the first gear, the transition time from the small state to the middle state as the second gear, and the transition time from the small state to the large state as the third gear. Set the waiting time according to the difference in state characteristic parameters.

[0010] Furthermore, fine adjustment: according to the engine test requirements, the upper and lower ranges of the engine working state are set. The limit value determines the control accuracy of the engine state. According to the value of the characteristic parameter change when the throttle lever angle changes by 0.1 degree, the adjustment amplitude and frequency of the throttle lever signal are set. The difference between the characteristic parameter and the target value under the engine working state is calculated in real time. If it is not within the limit range, the throttle lever angle value is increased when the state is low, and the throttle lever angle value is reduced when the state is high.

[0011] Furthermore, for the case where the state changes for a long time in the test program, in the rough adjustment step, the throttle lever signal value changes evenly from the starting value to the set value within the required time, with a change frequency of 0.1s, and no waiting time is set; During the limit function check, when the engine limit working state does not correspond to the set throttle lever angle: the engine throttle lever angle value changes evenly from the starting value at 0.1 degrees / 0.1s until the state characteristic parameter no longer increases, it is determined that the limit working state is reached.

[0012] In a second aspect, the present invention provides an aircraft engine test state automatic control system, comprising: The data acquisition module is used to collect the throttle lever angle signal of the test bench, calibrate the throttle lever angle, and obtain the corresponding relationship between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller; A limit setting module is used to take each working state sequence number of the engine as a state identifier based on the corresponding relationship, and according to the test data, calculate the relationship between the engine throttle lever angle value and the state identifier to obtain the throttle lever angle value reference value and limit range of each working state; The automatic adjustment module is used to automatically control the aircraft engine test state by combining coarse adjustment and fine adjustment under the reference value and limit range of the throttle lever angle value in each working state.

[0013] In a third aspect, the present invention provides a computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method for automatic control of aircraft engine test status when executing the computer program.

[0014] In a fourth aspect, the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method for automatic control of an aircraft engine test run state are implemented.

[0015] Compared with the prior art, the present invention has the following technical effects: The purpose of the invention is to provide an automatic control method for the test run state of an aircraft engine. By combining the test run state change law of the engine itself, according to the two-step method of rough adjustment and fine adjustment, a scientific and feasible control logic is formulated, and computer software is used to achieve fast, accurate and safe control of the engine state, reduce the dependence on the operating skills of the test run personnel, reduce labor intensity, and improve the test run efficiency and quality.

[0016] Through the two-step method of coarse adjustment and fine adjustment, this method can quickly and accurately adjust the engine state to meet the test requirements. Coarse adjustment ensures that the engine state roughly reaches the target, while fine adjustment further ensures that the state is within the allowable error range, improving the efficiency and accuracy of the test.

[0017] By calculating the difference between the characteristic parameters and the target values ​​under the engine working state in real time and adjusting the throttle lever angle accordingly, dynamic monitoring and real-time adjustment of the engine state are achieved, ensuring the stability and controllability of the test process.

[0018] The throttle lever angle value range is set for each working state, and the upper and lower limits of adjustment are set, which effectively prevents excessive deviation of the engine state due to abnormal control signals or execution logic errors, thereby ensuring the safety of the test process.

[0019] When a fault occurs during the test run, the system can automatically execute the command to slow down to a slow speed, putting the engine in a safe state. This provides sufficient time and space for manual processing, further enhancing the safety of the test run process.

[0020] In view of the situations in the test program where there are clear requirements for longer state changes, as well as special situations in the limit function inspection, a special control logic has been developed to ensure the controllability of the engine state in various complex situations.

[0021] A throttle lever angle adjustment exit strategy is set. When the engine state is unstable, the adjustment can be automatically stopped to avoid aggravating state fluctuations and ensure the stability and controllability of the test process.

[0022] This method can be applied as long as the hardware condition of using a computer to output a throttle lever signal is available. It does not depend on a specific engine model or test bench equipment, so it has wide applicability.

[0023] The engine test status can be automatically controlled through computer programs, eliminating the need for frequent human intervention, simplifying the test operation process and reducing labor costs.

[0024] Through the parameter setting interface, users can easily set and adjust the test parameters, which improves the flexibility and configurability of the test process.

[0025] In summary, the automatic control method of aircraft engine test status has significantly improved the technical effect of aircraft engine test by improving test efficiency and accuracy, enhancing the safety of the test process, improving the comprehensiveness and wide applicability of test control, simplifying operations and reducing labor costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 Example of an engine commissioning procedure (commissioning card).

[0027] Figure 2 Display of setting parameters of engine status automatic control software.

[0028] Figure 3 Automatic control software operation flow chart.

[0029] Figure 4 Throttle stick angle calibration curve.

[0030] Figure 5 It is a flow chart of the present invention. DETAILED DESCRIPTION

[0031] The present invention is further described below in conjunction with the accompanying drawings: Example 1, please refer to Figure 5 , an automatic control method for aircraft engine test state, comprising: Collect the throttle lever angle signal of the test bench, calibrate the throttle lever angle, and obtain the corresponding relationship between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller; Based on the corresponding relationship, the serial number of each working state of the engine is used as the state identifier. According to the test data, the relationship between the engine throttle lever angle value and the state identifier is statistically analyzed to obtain the reference value and limit range of the throttle lever angle value of each working state; Under the reference value and limit range of the throttle lever angle value in each working state, the aircraft engine test state is automatically controlled by combining coarse adjustment and fine adjustment.

[0032] By collecting and calibrating the throttle lever angle signal of the test bench, an accurate correspondence between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller is established. This enables the computer to accurately output the throttle lever angle signal and achieve precise control of the engine state.

[0033] This method uses the serial number of each working state of the engine as the state identifier, combines the test data, statistics the relationship between the engine throttle lever angle value and the state identifier, and sets the throttle lever angle value reference value and limit range for each working state. On this basis, a combination of coarse adjustment and fine adjustment is adopted to achieve dynamic adjustment of the engine state, ensuring the stability and controllability of the test process.

[0034] This method uses computer programs to automatically control the test status of aircraft engines, without frequent human intervention, significantly improving test efficiency. Automated control reduces the errors and uncertainties caused by human operation, making the test process smoother and more efficient.

[0035] The combination of coarse adjustment and fine adjustment enables the engine status to quickly reach the target value, and fine-tuning can be performed in real time according to the engine status during the test run, ensuring rapid response and efficient execution of the test run process.

[0036] This method sets a limit range for the throttle lever angle value for each working state. When the engine state exceeds the limit range, safety measures can be automatically taken, such as stopping adjustment or reducing to a safe state, thereby effectively avoiding safety accidents that may occur during the test run.

[0037] By collecting and counting test data, this method can establish a relationship model between the engine throttle lever angle value and the state mark, providing strong data support for the subsequent test process. These data can be used to analyze engine performance, optimize test parameters, and improve test efficiency.

[0038] In summary, the automatic control method of aircraft engine test state has significantly improved the technical effect and application value of aircraft engine test by improving test accuracy and stability, improving test efficiency, enhancing test safety, improving data utilization and decision support, and promoting technological innovation and development.

[0039] Embodiment 2, the present invention discloses an automatic control method for an aircraft engine test run state, specifically comprising: The purpose of the invention is to provide an automatic control method for the test run state of an aircraft engine. By combining the test run state change law of the engine itself, according to the two-step method of rough adjustment and fine adjustment, a scientific and feasible control logic is formulated, and computer software is used to achieve fast, accurate and safe control of the engine state, reduce the dependence on the operating skills of the test run personnel, reduce labor intensity, and improve the test run efficiency and quality.

[0040] Specific contents of the automatic control method for aircraft engine test run status: (1) Preparation: Select a hardware device to replace the throttle lever device on the test bench and connect it to the engine control cable so that the computer can output the throttle lever angle signal to the engine; (2) Parameter calibration: Calibrate the throttle lever angle output by the computer to establish the corresponding relationship between the computer output value and the angle value fed back by the engine electronic controller to ensure the accuracy of the signal; (3) Prepare scientific and feasible automatic control procedures: a. According to the test program, sort out the characteristic identification parameters of the engine working state, which are used to define the working state in the computer program, such as high and low pressure speed, etc.

[0041] At the same time, the commissioning procedure (or commissioning card, see Figure 1) is used as a state identifier to identify the computer to identify the working state. During normal test, the engine state changes according to the timing specified by the test card.

[0042] b. The automatic control program determines whether the state needs to be switched according to the identification value of the engine state. When the engine state changes from one state to another, the control logic is formulated according to the two-step method.

[0043] The first step is rough adjustment. The relationship between the engine throttle lever angle value and the speed (or other characteristic identification parameters) is counted, and the throttle lever angle value reference value of each working state is set. According to the state switching time requirement, when it is required to be no more than 1s, the throttle lever signal value changes evenly from the starting value to the set value within 1s, and the change frequency is 0.1s.

[0044] The physical state of the engine needs time to change. From the minimum state to the maximum state, there must be a difference in the change time between two similar states. Therefore, the waiting time after rough adjustment is set according to three gears. The actual transition time of the engine test state is counted, and the transition time between two similar states is set as the first gear, the transition time from the small state to the middle state is the second gear, and the transition time from the small state to the large state is the third gear. Set the waiting time according to the difference in the state characteristic parameters.

[0045] Through this step, the engine state is brought to approximately the target state.

[0046] The second step is fine adjustment. According to the engine test requirements, set the upper and lower ranges of the engine working state, such as n2±0.25%. This limit value determines the control accuracy of the engine state. According to the value of the characteristic parameter change when the throttle lever angle changes by 0.1 degree, set the adjustment amplitude and frequency of the throttle lever signal, such as 0.1 degree / 0.5s. Calculate the difference between the characteristic parameter and the target value under the engine working state in real time. If it is not within the limit range, increase the throttle lever angle value when the state is low, and reduce the throttle lever angle value when the state is high. This adjustment can achieve the engine state meeting the test requirements within 2-3s.

[0047] Parameter setting interface see Figure 2 .

[0048] (4) Special process control: If the test procedure explicitly requires a longer state change, such as a transition time of 10s, 20s, 30s or even longer, in the coarse adjustment step, the throttle lever signal value changes evenly from the starting value to the set value within the required time, with a change frequency of 0.1s, and no waiting time is set.

[0049] For the problem that the engine limited working state does not correspond to the set throttle lever angle during the limit function check, a special control logic is formulated: that is, the engine throttle lever angle value is uniformly changed from the starting value at 0.1 degree / 0.1s until the state characteristic parameters (such as speed or exhaust temperature) no longer increase (10 data collection cycles, no longer continuously increase), which means that the limited working state is reached.

[0050] (5) Adjustment exit strategy: Under normal circumstances, the engine working state can be quickly adjusted to the right position, but if the engine working state is unstable, that is, exceeds the limit value, the throttle lever signal will be adjusted repeatedly according to the control logic, thereby exacerbating the fluctuation of the engine state. Therefore, the throttle lever angle adjustment exit strategy is set, and the adjustment time is set to 30s. If the time exceeds this, the throttle lever angle will remain unchanged and no longer adjusted.

[0051] (6) Control safety strategy: To avoid abnormal throttle lever signals output by the computer program or abnormal control logic execution, a throttle lever angle value range is set for each working state. According to the maximum and minimum values ​​of the engine throttle lever angle value in each working state, the upper and lower limits of each working state are set to ensure that the engine state is not adjusted properly in time, and the deviation is not too large, ensuring the safety of the test run.

[0052] (7) Fault emergency response strategy: In order to deal with the failure during the test run and the inability to continue to use the automatic control program, a fault emergency response strategy is set. After receiving the fault information sent by the test run data acquisition system, the command to reduce to slow speed is executed, and the throttle lever angle value corresponding to the slow speed state is output to reduce the engine to the slow speed state. Then, the operator can choose to handle it immediately or stop the engine.

[0053] Automatic control software operation flow chart see Figure 3 .

[0054] 1. This method of automatic control of engine status is developed in combination with the law of changes in engine test parameters. It has simple control logic and small program calculation amount, and can achieve the purpose of fast and accurate automatic control. 2. This method has formulated specific strategies for special state control to meet the various needs of engine state control and has comprehensive control. 3. A control safety strategy and exit mechanism have been formulated to make automatic control safer and more reliable. 4. Regardless of whether it is a military or civilian aircraft engine, as long as it has the hardware conditions to use a computer to output the throttle lever signal, this method can be applied, and it has a wider applicability.

[0055] Example 3, taking a certain model of engine as an example, its hardware conditions are: using a PCI-4104D resolver simulation card to replace the original DCQ-500 throttle lever, the steps are: Throttle lever angle calibration: Establish the corresponding relationship between the computer output angle and the throttle lever angle feedback from the engine digital control system, see Figure 4 .

[0056] (2) Configure the test card, as described above. Figure 2 As shown. It includes engine status and working time, and the serial number of each status is used as the status identification. According to the test card, its status control characteristic parameters are high pressure conversion speed n2r and low pressure conversion speed n1r.

[0057] According to the previous test data, the relationship between the engine throttle lever angle and the speed is statistically calculated, and the throttle lever angle reference value and limit range for each working state are set. See the table below:

[0058] (3) Coarse adjustment. When changing from one working state to the next, the adjustment step length = the difference between the throttle stick setting values ​​of the two states / 10, that is, the change in the throttle stick angle value within 0.1s. For example, when the n1r=50% state changes to the n1r=60% state, the difference in the throttle stick angle setting value is 87.88-78.63=9.25, and the adjustment step length is 0.925 degrees / 0.1s.

[0059] The time required for the actual state change of the engine is counted and divided into three levels according to the amplitude of the throttle lever angle change: a. Two similar states (the throttle lever angle difference is less than or equal to 10 degrees), the waiting time is set to 6s; b. From a small state to an intermediate state (the throttle lever angle difference is in the range of 10-50 degrees), the waiting time is set to 10s; c. From a small state to a large state (the throttle lever angle difference is greater than 50 degrees), the waiting time is set to 15s.

[0060] (4) Fine adjustment. Set the upper and lower ranges of the engine working state, n2r±0.25% and n1r±0.25%, and set the adjustment amplitude and frequency of the throttle lever signal to 0.1 degree / 0.5s. Calculate the difference between the speed and the target value in real time and output the throttle lever angle value. If the engine state needs to change to n1r=60%, after rough adjustment, n1r reaches 59.5%, which does not meet the control requirement of ±0.25%, and fine adjustment is required. Then the difference between n1r=59.5% and the target value of 60% is 0.5%, and the throttle lever angle increases according to the adjustment step of 0.1 degree / 0.5s. According to the calculation that the throttle lever angle is 0.1 degree and the speed changes by about 0.1%, n1r can reach 59.8% after 1.5s, which meets the requirement and the control ends.

[0061] In yet another embodiment of the present invention, an aircraft engine test state automatic control system is provided, which can be used to implement the above-mentioned aircraft engine test state automatic control method. Specifically, the system includes: The data acquisition module is used to collect the throttle lever angle signal of the test bench, calibrate the throttle lever angle, and obtain the corresponding relationship between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller; A limit setting module is used to take each working state sequence number of the engine as a state identifier based on the corresponding relationship, and according to the test data, calculate the relationship between the engine throttle lever angle value and the state identifier to obtain the throttle lever angle value reference value and limit range of each working state; The automatic adjustment module is used to automatically control the aircraft engine test state by combining coarse adjustment and fine adjustment under the reference value and limit range of the throttle lever angle value in each working state.

[0062] The division of modules in the embodiments of the present invention is schematic and is only a logical function division. There may be other division methods in actual implementation. In addition, each functional module in each embodiment of the present invention may be integrated into one processor, or may exist physically separately, or two or more modules may be integrated into one module. The above-mentioned integrated modules may be implemented in the form of hardware or in the form of software functional modules.

[0063] In another embodiment of the present invention, a computer device is provided, the computer device includes a processor and a memory, the memory is used to store a computer program, the computer program includes program instructions, and the processor is used to execute the program instructions stored in the computer storage medium. The processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. It is the computing core and control core of the terminal, which is suitable for implementing one or more instructions, and is specifically suitable for loading and executing one or more instructions in the computer storage medium to implement the corresponding method flow or corresponding function; the processor described in the embodiment of the present invention can be used for the operation of an automatic control method for the test run state of an aircraft engine.

[0064] In another embodiment of the present invention, the present invention further provides a storage medium, specifically a computer-readable storage medium (Memory), which is a memory device in a computer device for storing programs and data. It is understandable that the computer-readable storage medium here can include both built-in storage media in the computer device and, of course, extended storage media supported by the computer device. The computer-readable storage medium provides a storage space, which stores the operating system of the terminal. In addition, one or more instructions suitable for being loaded and executed by the processor are also stored in the storage space, and these instructions can be one or more computer programs (including program codes). It should be noted that the computer-readable storage medium here can be a high-speed RAM memory or a non-volatile memory, such as at least one disk memory. The processor can load and execute one or more instructions stored in the computer-readable storage medium to implement the corresponding steps of the above-mentioned embodiment of an automatic control method for the test run state of an aircraft engine.

[0065] It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0066] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0067] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0068] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0069] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the relevant field should understand that the specific implementation methods of the present invention can still be modified or replaced by equivalents. Any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. An automatic control method for aircraft engine test run status, characterized in that: include: Collect the throttle lever angle signal of the test bench, calibrate the throttle lever angle, and obtain the corresponding relationship between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller; Based on the corresponding relationship, the serial number of each working state of the engine is used as the state identifier. According to the test data, the relationship between the engine throttle lever angle value and the state identifier is statistically analyzed to obtain the reference value and limit range of the throttle lever angle value of each working state; Under the reference value and limit range of the throttle lever angle value in each working state, the aircraft engine test state is automatically controlled by combining coarse adjustment and fine adjustment.

2. The method for automatic control of aircraft engine test run status according to claim 1, characterized in that: Collect the throttle lever angle signal of the test bench, including: A hardware device is selected to replace the throttle lever device on the test bench and connected to the engine control cable so that the computer can output the throttle lever angle signal to the engine.

3. The method for automatic control of aircraft engine test run status according to claim 2, characterized in that: The throttle lever angle is calibrated to obtain the corresponding relationship between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller, including: The throttle lever angle output by the computer is calibrated to establish a corresponding relationship between the computer output value and the angle value fed back by the engine electronic controller.

4. The method for automatic control of aircraft engine test state according to claim 1, characterized in that: Based on the corresponding relationship, each working state serial number of the engine is used as a state identifier, including: According to the test program, the characteristic identification parameters of the engine working state are sorted out to define the working state in the computer program; At the same time, each working state serial number in the test program is used as a state identifier to identify the computer to identify the working state. During the test, the engine state changes according to the timing specified by the test card.

5. The method for automatic control of aircraft engine test run status according to claim 1, characterized in that: The aircraft engine test run status is automatically controlled by combining coarse adjustment and fine adjustment, including: Coarse adjustment: Count the relationship between the engine throttle lever angle value and the state mark, set the throttle lever angle value reference value for each working state, and according to the state switching time requirement, when the requirement is no more than 1s, the throttle lever signal value changes evenly from the starting value to the set value within 1s, and the change frequency is 0.1s; Set the waiting time after coarse adjustment in three gears, count the actual transition time of the engine test state, set the transition time of two similar states as the first gear, the transition time from the small state to the middle state as the second gear, and the transition time from the small state to the large state as the third gear. Set the waiting time according to the difference in state characteristic parameters.

6. The method for automatic control of aircraft engine test run status according to claim 5, characterized in that: Fine adjustment: According to the engine test requirements, the upper and lower ranges of the engine working state are set. The limit value determines the control accuracy of the engine state. According to the value of the characteristic parameter change when the throttle lever angle changes by 0.1 degree, the adjustment amplitude and frequency of the throttle lever signal are set. The difference between the characteristic parameter and the target value under the engine working state is calculated in real time. If it is not within the limit range, the throttle lever angle value is increased when the state is low, and the throttle lever angle value is reduced when the state is high.

7. The method for automatic control of aircraft engine test run status according to claim 5, characterized in that: For the case of long state changes in the test program, in the rough adjustment step, the throttle lever signal value changes evenly from the starting value to the set value within the required time, with a change frequency of 0.1s, and no waiting time is set; For the limit function check, when the engine limit working state does not correspond to the set throttle lever angle: the engine throttle lever angle value changes uniformly from the starting value at 0.1 degree / 0.1s until the state characteristic parameter no longer increases, it is determined that the limit working state is reached.

8. An automatic control system for aircraft engine test run status, characterized in that: include: The data acquisition module is used to collect the throttle lever angle signal of the test bench, calibrate the throttle lever angle, and obtain the corresponding relationship between the throttle lever angle signal of the test bench and the angle value fed back by the engine electronic controller; A limit setting module is used to take each working state serial number of the engine as a state identifier based on the corresponding relationship, and according to the test data, calculate the relationship between the engine throttle lever angle value and the state identifier to obtain the throttle lever angle value reference value and limit range of each working state; The automatic adjustment module is used to automatically control the aircraft engine test state by combining coarse adjustment and fine adjustment under the reference value and limit range of the throttle lever angle value in each working state.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method for automatic control of the aircraft engine test state as described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method for automatic control of the test run state of an aircraft engine as claimed in any one of claims 1 to 7 are implemented.

Images