Method and system for civil aircraft thrust management control

Abstract

The invention provides a method for civil aircraft thrust management control. The method comprises the following steps: receiving airborne information; determining whether a take-off condition is satisfied based on the airborne information; when the take-off condition is not met, the aircraft is indicated to slide to a designated parking position; when the take-off condition is met, manual or automatic thrust management mode selection is provided for the unit; and automatically selecting a thrust control mode and automatically performing a thrust setting in response to selecting the automatic thrust management mode. In addition, the invention further provides a system for civil aircraft thrust management control. According to the invention, whether the current runway meets the takeoff requirement can be automatically judged; a thrust control mode can be automatically selected; the difference value between the current thrust and the set thrust can be calculated in real time, the thrust is automatically increased or decreased, and then automatic thrust setting is achieved; the aircraft thrust can be automatically controlled and managed, and the service life of an engine is prolonged.

Description

Technical Field

[0001] The present invention relates to the field of civil airborne system integration, and in particular to a method and system for thrust management and control of civil aircraft. Background Art

[0002] In civil aviation transport flights, the takeoff phase of an aircraft is one of the most critical links in the entire flight phase. It not only directly affects the flight safety of the aircraft, but also has a significant impact on the working performance of the engine. Researching how to further reduce the operating costs of airlines on the basis of meeting the safety performance of aircraft takeoff is an important issue facing civil aviation. Reduced thrust takeoff refers to a takeoff method with a thrust lower than the normal takeoff thrust of the engine under the premise of meeting the safety performance of the aircraft takeoff under certain takeoff conditions and flight environment. The use of reduced thrust takeoff can not only extend the life of the hot end components of the engine and effectively reduce the maintenance cost of the engine, but also reduce takeoff noise, reduce fuel consumption, reduce the operating costs of airlines, and improve the environmental quality around the airport.

[0003] Currently, mainstream aircraft models around the world have opened the thrust reduction takeoff function, but for all aircraft models, this function is cumbersome for the crew to operate. At present, when performing thrust reduction takeoff operations, the crew needs to comprehensively consider the runway environment, input the aircraft weight, select the aircraft thrust mode (level thrust reduction or flexible temperature thrust reduction), check the thrust management table, select the thrust level, and other manual operations, which is time-consuming and labor-intensive, and reduces work efficiency. Therefore, it is very necessary to realize automatic thrust matching.

[0004] Prior art document CN107792379B discloses a thrust control system for an aircraft, comprising a sensor for measuring the crosswind speed and a thrust manager for comparing the measured crosswind speed with a crosswind threshold range. When the measured crosswind speed is within the crosswind threshold range, the thrust manager enables partial thrust ramp-up scheduling during takeoff.

[0005] Prior art document CN108688823A discloses a degraded working mode of an aircraft propulsion unit that allows the upper limit of thrust setting to be canceled, and the pilot can also obtain thrust increase when needed without having to perform additional or non-intuitive operations for prohibiting the degraded mode, without having to exit the degraded mode. The invention mainly considers the problem of thrust increase in the degraded mode.

[0006] Prior art document CN111237062A discloses a system for realizing an automatic takeoff thrust control function of an engine. The system can trigger the ATTCS through an avionics system based on a first automatic takeoff thrust control system ATTCS trigger input value and a second ATTCS trigger input value according to a predetermined ATTCS trigger logic, and send an instruction to adjust the engine thrust to the first full authority digital engine controller FADEC or the second FADEC. This proposal only adjusts the engine instruction by changing the trigger logic, and also requires manual control by the crew, without realizing automatic thrust mode selection and automatic matching of thrust levels.

[0007] Most of the existing technologies optimize thrust by modifying internal logic or devices, and most of them are limited to specific systems. They do not fundamentally reduce the cumbersome operations of the unit and achieve automatic thrust setting. Summary of the invention

[0008] This Summary is provided to introduce some concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0009] The present invention aims to provide a method and system for thrust management control of a civil aircraft.

[0010] According to one aspect of the present invention, a method for thrust management control of a civil aircraft is provided, which may include: receiving airborne information; determining whether a take-off condition is met based on the airborne information; when the take-off condition is not met, instructing the aircraft to taxi to a designated parking position; when the take-off condition is met, providing the crew with a manual or automatic thrust management mode selection; and automatically selecting a thrust control mode and automatically performing thrust settings in response to selecting the automatic thrust management mode.

[0011] According to one embodiment of the present invention, the automatic thrust setting may include: calculating the thrust difference from the preset thrust based on onboard information; automatically sending an instruction to increase or decrease the thrust value or match the corresponding thrust level based on the thrust difference and the selected thrust control mode; calculating the angle of the throttle lever corresponding to the required thrust based on the instruction; and controlling the engine speed based on the angle of the throttle lever.

[0012] According to one embodiment of the present invention, the method for thrust management control of a civil aircraft may further include feeding back the rotation speed of the engine low-pressure compressor N1 and the upper limit value of N1.

[0013] According to an embodiment of the present invention, the thrust control mode may include a flexible temperature control mode, a level thrust control mode or a maximum thrust mode.

[0014] According to one embodiment of the present invention, the method for thrust management control of a civil aircraft may further include manually controlling the crew to perform a takeoff procedure in response to selecting a manual thrust management mode.

[0015] According to an embodiment of the present invention, the onboard information may include one or more of the following: aircraft gross weight, ambient temperature, runway length and environmental conditions, and aircraft configuration.

[0016] According to one embodiment of the present invention, the method for thrust management and control of a civil aircraft may be applied in an onboard system, or may be applied in an independent system external to the onboard system.

[0017] According to another aspect of the present invention, a system for thrust management and control of civil aircraft is provided, which system may include: a thrust management and control module, which is configured to: receive airborne information; determine whether take-off conditions are met based on the airborne information; when the take-off conditions are not met, instruct the aircraft to taxi to a designated parking position; when the take-off conditions are met, provide the crew with a manual or automatic thrust management mode selection; and automatically select a thrust control mode and automatically perform thrust settings in response to selecting the automatic thrust management mode.

[0018] According to another embodiment of the present invention, in order to perform automatic thrust setting, the thrust management and control module can be further configured to: calculate the thrust difference from the preset thrust based on the onboard information; and automatically send an instruction to increase or decrease the thrust value or match the corresponding thrust level based on the thrust difference and the selected thrust control mode.

[0019] According to another embodiment of the present invention, the system may further include: a throttle lever angle control module, which is configured to calculate the angle of the throttle lever corresponding to the required thrust based on the instruction to increase or decrease the thrust value or match the corresponding thrust level; and an engine control module, which is configured to control the engine speed according to the angle of the throttle lever, and send the speed of the engine low-pressure compressor N1 and the upper limit value of N1 feedback to the thrust management and control module.

[0020] Compared with the solutions in the prior art, the method for thrust management and control of civil aircraft provided by the present invention has at least the following advantages:

[0021] 1. It can automatically determine whether the current runway is suitable for aircraft takeoff.

[0022] 2. The thrust control mode can be selected automatically.

[0023] 3. The difference between the current thrust and the set thrust can be calculated in real time, and the thrust can be automatically increased or decreased, thereby realizing automatic thrust setting.

[0024] 4. It can realize automatic control and management of aircraft thrust and extend engine life.

[0025] The thrust management system can realize the high-precision automatic configuration of appropriate thrust or thrust level during ground takeoff, avoiding errors or accuracy problems caused by manual operation, and does not require the pilot to perform a series of manual operations such as table lookup. By calculating the difference between the aircraft thrust and the set thrust in real time, the appropriate thrust is automatically adjusted according to the real-time thrust command and the takeoff continues. It is of great significance to reduce manual operation of the crew, avoid manual errors, increase the accuracy of configured thrust and extend the life of the engine.

[0026] These and other features and advantages will become apparent by reading the following detailed description and by reference to the associated drawings.It is to be understood that the foregoing general description and the following detailed description are illustrative only and are not restrictive of the aspects of what is claimed. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to understand the manner in which the above features of the present invention are used in detail, the above briefly summarized contents can be described in more detail with reference to various embodiments, some of which are shown in the accompanying drawings. However, it should be noted that the accompanying drawings only show some typical aspects of the present invention and should not be considered to limit its scope, because the description may allow for other equally effective aspects.

[0028] Figure 1 is a flow chart illustrating a method for thrust management control of a civil aircraft according to one aspect of the present invention.

[0029] Figure 2 is a flow chart illustrating a method for thrust management control of a civil aircraft according to another aspect of the present invention.

[0030] Figure 3 is a schematic diagram illustrating a system for thrust management control of a civil aircraft according to another aspect of the present invention. DETAILED DESCRIPTION

[0031] The present invention will be described in detail below in conjunction with the accompanying drawings, and the features of the present invention will be further revealed in the following specific description.

[0032] Figure 1 A flow chart illustrating a method 100 for thrust management control of a civil aircraft according to one aspect of the present invention.

[0033] like Figure 1As shown in , method 100 may include receiving airborne information (block 102). The airborne information may include one or more of the gross weight of the aircraft, the ambient temperature, the runway length and environmental conditions, and the aircraft configuration. The airborne information may be real-time. Method 100 may include determining whether the take-off condition is met based on the airborne information (block 104). In one embodiment of the present invention, before a civil aircraft takes off, it may automatically calculate whether the aircraft can take off based on the gross weight of the aircraft, the ambient temperature, the runway length and environmental conditions, the aircraft configuration, etc. For example, the aircraft crew may input flight data (e.g., the take-off weight of the aircraft, the expected cruising altitude, the wind speed and direction, etc.) into the flight management system FMS, and the FMS will calculate the required take-off and landing performance parameters based on the input flight data and aircraft performance data (e.g., performance data associated with the aircraft configuration), including the required take-off distance TOD, the acceleration stop distance ASD, etc. The FMS may send the calculated performance parameters and flight conditions (e.g., airport altitude, ambient temperature, wind speed, etc.) to the automatic flight control system AFCS (or equivalent functional equipment). The AFCS can calculate the thrust required for the aircraft to take off based on the data provided by the FMS and the actual state of the aircraft engine. If the thrust required for the aircraft to take off cannot be met, the method 100 may include instructing the aircraft to taxi to a designated parking position (block 106). Specifically, if the thrust required for the aircraft to take off cannot be met, an alarm such as the maximum thrust of the aircraft cannot support the aircraft to take off or a thrust control failure will appear in the alarm module and be displayed on the aircraft display screen. The aircraft crew can taxi the aircraft to the designated parking position according to the instruction and suspend the takeoff. If the thrust required for the aircraft to take off can be met, the method 100 may include providing the crew with a manual or automatic thrust management mode selection (block 108). Specifically, the aircraft crew can select a manual thrust management mode instruction or an automatic thrust management mode instruction in the instruction input module. When the aircraft crew selects the automatic thrust management mode, the method 100 may further include automatically selecting a thrust control mode and automatically setting thrust in response to selecting the automatic thrust management mode (block 110). In one embodiment of the present invention, the thrust control mode may include a flexible temperature control mode, a level thrust control mode, or a maximum thrust mode. In another embodiment of the present invention, automatically setting thrust may include: calculating a thrust difference from a preset thrust based on onboard information; automatically sending an instruction to increase or decrease the thrust value or to match a corresponding thrust level based on the thrust difference and a selected thrust control mode; calculating a throttle lever angle corresponding to the required thrust based on the instruction; and controlling the engine speed based on the throttle lever angle.

[0034] Figure 2 A flow chart illustrating a method 200 for thrust management control of a civil aircraft according to one aspect of the present invention.

[0035] like Figure 2 As shown in, in step 202, method 200 may include automatically calculating whether the aircraft can take off based on the gross weight of the aircraft, the ambient temperature, the runway length and environmental conditions, the aircraft configuration, etc. before the civil aircraft takes off. If the calculation result shows that the aircraft cannot take off safely under the current conditions, proceed to step 203, the crew will leave the runway as instructed, and the aircraft will taxi to the designated parking position. If the calculation result shows that the aircraft can take off safely under the current conditions, proceed to step 204, and the crew can select manual or automatic thrust management mode. If the crew selects the manual mode, proceed to step 205, and the crew will manually control the take-off procedure later. If the crew selects the automatic mode, proceed to step 206, the thrust control mode can be automatically selected and the thrust setting can be automatically performed.

[0036] The thrust control modes can include maximum thrust mode, flexible temperature control mode and level thrust control mode. Maximum thrust mode is also called full thrust mode and is usually used when the aircraft needs maximum power output. Typical application scenarios include takeoff, rapid evacuation, aircraft climbing, takeoff under high temperature or high altitude conditions, takeoff at short runway airports or when the aircraft weight is close to the maximum takeoff weight. Maximum thrust mode can be activated by autothrottle setting. In this mode, the engine increases its thrust to a specific value calculated to ensure that the aircraft can take off safely or have enough thrust for a go-around when the approach fails. Flexible temperature control mode is often called flexible temperature takeoff or reduced thrust takeoff. It is a technology used to increase engine service life and reduce maintenance costs. This technology allows the aircraft to use a thrust lower than the maximum takeoff thrust during takeoff, thereby reducing engine load and wear, extending engine life, and reducing fuel consumption and maintenance costs. When the actual takeoff weight of the aircraft is less than the maximum takeoff weight, an assumed temperature value higher than the actual ambient temperature can be entered in the FMS. This assumed temperature value will cause the aircraft's AFCS (or equivalent functional equipment) to adjust the engine speed to adapt to this assumed high temperature environment, thereby achieving the purpose of reducing takeoff thrust. For example, if the aircraft takes off from an airport at sea level, at a temperature of T0, and the actual takeoff weight is lower than the designed maximum takeoff weight, the pilot can set a maximum flexible temperature value (T0+20°C). At this time, the actual thrust of the engine will be reduced to about 85% of the maximum value, and the actual takeoff performance still has a certain safety margin to meet the minimum takeoff safety requirements. The level thrust control mode is a way of managing aircraft engine thrust that allows different thrust levels to be selected according to specific flight stages or conditions. This control mode is usually used in stages such as takeoff, climb, cruise and landing to optimize aircraft performance and fuel efficiency. For example, during the takeoff phase, the TOGA takeoff / go-around thrust can be selected, which is the maximum thrust that the engine can provide; during the climb phase, the CL climb level can be selected, that is, when the aircraft climbs to a certain altitude, the maximum thrust may not be needed, and the CL level can be selected at this time to adapt to the current flight conditions and reduce fuel consumption; during the cruise phase, the MCT maximum continuous thrust level can be selected, which is the maximum thrust that the engine can safely provide during long-term operation; during the descent and landing phase, the IDLE idle speed or APP approach can be selected, at this time, the thrust can be reduced to the IDEL or APP level to slow down and prepare for landing. In one example of the present invention, when the weight of the aircraft is close to the maximum takeoff weight or the short runway airport during takeoff, the maximum thrust mode can be selected to automatically match the maximum thrust to achieve aircraft takeoff.In another example of the present invention, when the actual take-off weight of the aircraft is less than the maximum take-off weight or the aircraft takes off with a light load, the flexible temperature control mode or the level thrust control mode can be selected to automatically match the required thrust to reduce the thrust output to adapt to the actual take-off weight and environmental conditions of the aircraft, and reduce engine load and wear, extend engine life, and reduce fuel consumption. The level thrust control mode reduces thrust by directly setting the thrust level of the engine. The performance data in the level thrust control mode is known because it is based on the performance data of a specific thrust level provided by the engine manufacturer; while the flexible temperature control mode adjusts the engine's operating state as if it is at a higher temperature by inputting an assumed temperature value higher than the actual external ambient temperature, thereby reducing the thrust output. The performance data in the flexible temperature control mode may be unknown because it depends on the assumed temperature conditions.

[0037] In step 208, the aircraft can calculate the difference between the required thrust and the selected thrust in real time based on the onboard information. The selected thrust can be preset. The thrust difference can be positive or negative. In one embodiment, the required thrust of the engine needs to be calculated taking into account the positive thrust of the engine, the frictional resistance and aerodynamic resistance of the aircraft, etc.

[0038] The thrust required for the aircraft is

[0039] Where:

[0040] m——aircraft mass, kg;

[0041] a——acceleration, m / s 2 ;

[0042] T——engine thrust, N;

[0043] α——angle of attack, degrees;

[0044] ——engine installation angle, °;

[0045] D——resistance, N;

[0046] G——weight, N;

[0047] φ——runway slope, degrees;

[0048] μ——Brake friction coefficient, dimensionless;

[0049] F N ——Positive pressure, N.

[0050] Positive pressure F acting on the ground N The equation for is shown below.

[0051]

[0052] Where:

[0053] F N ——normal pressure, N;

[0054] G——weight, N;

[0055] φ——runway slope, degrees;

[0056] T——thrust, N;

[0057] α——angle of attack, degrees;

[0058] ——engine installation angle, °;

[0059] L——lift, N.

[0060] Calculate the target thrust T required by the engine based on onboard information such as the aircraft's gross weight, aerodynamic drag, etc. 0 ;

[0061] Through the thrust management and control module, calculate and select the appropriate thrust control mode and thrust value T 1 .

[0062] Real-time thrust control:

[0063] The relationship between the thrust and speed of an aircraft during takeoff is as follows:

[0064] v t 2 -v 0 2 =2aS;

[0065] When the aircraft speed is v t hour,

[0066] If T t<T1

[0067] The aircraft needs to increase thrust △T = T t-T1 ;

[0068] If T t>T1

[0069] The aircraft needs to reduce thrust △T = T t-T1 .

[0070] In step 210, the AFCS (or equivalent functional device) may automatically send an instruction to increase or decrease thrust according to the thrust difference and the selected thrust control mode. In the case of selecting the flexible temperature control mode, when the thrust difference is positive, an instruction to increase the thrust value may be automatically sent; when the thrust difference is negative, an instruction to decrease the thrust value may be automatically sent. In the case of selecting the level thrust control mode, the corresponding thrust level may be matched according to whether the thrust difference is positive or negative.

[0071] In step 212, the aircraft can automatically adjust the appropriate thrust according to the real-time thrust command and continue to take off. In one embodiment of the present invention, the aircraft can calculate the angle of the throttle lever corresponding to the required thrust according to the command to increase or decrease the thrust, and can control the engine speed according to the angle of the throttle lever, and then control the engine thrust to automatically adjust the appropriate thrust and continue to take off. In another embodiment of the present invention, the thrust management and control system can receive thrust setting instructions (for example, instructions to increase or decrease thrust), and accurately control the fuel supply of the engine according to these instructions to adjust the thrust. And the thrust management system can monitor the performance of the engine in real time to ensure that the engine can provide the required thrust under different flight conditions.

[0072] like Figure 2 The method shown in can be applied in an airborne system or in an independent system external to the airborne system. The application can send the acceptable control signal directly to the thrust management system or indirectly to the automatic flight control system (or equivalent functional equipment) after the signal is converted by an interface conversion device.

[0073] Figure 3 is a schematic diagram illustrating a system 300 for thrust management control of a civil aircraft according to another aspect of the present invention. It should be noted that Figure 3 This is for illustration purposes only and is not intended to be limiting. System 300 may include Figure 3 More or fewer components may be used than shown.

[0074] like Figure 3As shown in , the thrust management and control system 300 may include a thrust management and control module 302, a throttle lever angle control module 304, and an engine control module 306. The thrust management and control module 302 may further include a command input module 310, a flight display module 312, and an alarm module 314. The thrust management and control module 302 may be configured to receive airborne information and determine whether the take-off condition is met based on the airborne information. When the take-off condition is not met, the alarm module 314 will generate an alarm message, and the alarm message will be displayed on the flight display module 312, and the crew can taxi to the designated parking position according to the instructions. When the take-off condition is met, the pilot can select a manual or automatic thrust management mode through the command input module 310. When the crew selects the automatic thrust management mode, the thrust management and control module 302 may be configured to automatically select the thrust control mode and automatically set the thrust. In order to perform automatic thrust setting, the thrust management and control module 302 can be further configured to: calculate the thrust difference with the preset thrust based on the onboard information; automatically send an instruction to increase or decrease the thrust value or match the corresponding thrust level based on the thrust difference and the selected thrust control mode. The throttle lever angle control module 304 can be configured to calculate the angle of the throttle lever corresponding to the required thrust based on the instruction to increase or decrease the thrust value or match the corresponding thrust level. Specifically, the throttle lever angle control module 304 can calculate the angle of the throttle lever corresponding to the required thrust after receiving the instruction containing information such as the thrust value, thrust level, and thrust difference, and can send the throttle lever angle information to the engine control module 306. The engine control module 306 can control the engine speed according to the throttle lever angle information, and then control the engine thrust. The engine body 308 can execute the thrust. The engine control module 306 can also be configured to send the engine N1 speed and N1 upper limit value feedback to the thrust management and control module 302. The feedback information may include one or more of the following parameters: the percentage value N2 of the engine pressure ratio EPR and the engine second-stage turbine speed, which is used to evaluate whether the engine's thrust output meets expectations; the engine's rated power, which is used to ensure that the engine does not exceed its design limits; the throttle lever position, which can reflect changes in the thrust lever position; the engine speed N1, which is directly related to the thrust; the exhaust temperature EGT, which is used to measure engine efficiency and thermal stress; and the outside atmospheric temperature OAT, which can affect the engine's thrust performance.

[0075] The automatic thrust management method and system described above may be implemented in various airborne systems or non-airborne systems.

[0076] In the airborne system, the above method embodiment can choose to carry the hardware equipment in a certain airborne functional system, and usually select the controller-type electronic components of each functional system as the carrier, including the power controller of the power system, the electronic equipment of the avionics system, the electronic control equipment of the flight control system, the electronic control equipment of the environmental control system, the electronic control equipment of the brake system, etc., and also include a dedicated airborne thrust management device, but not limited to the electronic control equipment of the above systems. When the electronic control equipment of the airborne functional system shares hardware, the control method can be directly carried, and multiple thrust working modes can be set. The operating timing can also be coordinated with other working modes and run in staggered peaks to achieve time-sharing reuse of controller resources.

[0077] In the non-airborne system, the above method embodiment can choose to carry non-airborne system equipment, including non-fixed special equipment or fixed special equipment, or mobile portable equipment, but not limited to the above equipment. Non-fixed special equipment refers to quick-release equipment that can be put on or off the plane at any time as needed, fixed special equipment refers to special equipment fixedly installed on the plane, and mobile portable equipment refers to convenient and compact portable equipment that moves with the crew, including various types of mobile terminal equipment.

[0078] What has been described above includes examples of various aspects of the claimed subject matter. Of course, it is not possible to describe every conceivable combination of components or methods for the purpose of describing the claimed subject matter, but one of ordinary skill in the art will recognize that many further combinations and permutations of the claimed subject matter are possible. Thus, the disclosed subject matter is intended to encompass all such alterations, modifications, and variations that fall within the spirit and scope of the appended claims.

Claims

1. A method for thrust management control of a civil aircraft, the method comprising: Receive airborne information; determining whether take-off conditions are met based on the airborne information; When the take-off conditions are not met, instruct the aircraft to taxi to a designated parking position; When the takeoff conditions are met, providing the crew with a selection of manual or automatic thrust management modes; and A thrust control mode is automatically selected and a thrust setting is automatically made in response to selecting the automatic thrust management mode.

2. The method according to claim 1, characterized in that The automatic thrust setting comprises: Calculating the thrust difference from the preset thrust based on the onboard information; automatically sending an instruction to increase or decrease the thrust value or to match the corresponding thrust level based on the thrust difference and the selected thrust control mode; Calculating the required thrust corresponding to the angle of the throttle lever based on the command; and The engine speed is controlled based on the angle of the throttle lever.

3. The method according to claim 2, characterized in that The method further includes feeding back the rotation speed of the engine low-pressure compressor N1 and an upper limit value of N1.

4. The method according to claim 1, characterized in that The thrust control mode includes a flexible temperature control mode, a level thrust control mode or a maximum thrust mode.

5. The method according to claim 1, characterized in that The method further includes manually controlling, by the flight crew, execution of a takeoff procedure in response to selecting the manual thrust management mode.

6. The method according to claim 1, characterized in that The onboard information includes one or more of the following: gross aircraft weight, outside ambient temperature, runway length and environmental conditions, and aircraft configuration.

7. The method according to claim 1, characterized in that The method can be applied in an onboard system, and can also be applied in an independent system external to the onboard system.

8. A system for thrust management and control of a civil aircraft, the system comprising: A thrust management and control module configured to: Receive airborne information; determining whether take-off conditions are met based on the onboard information; When the take-off conditions are not met, instruct the aircraft to taxi to a designated parking position; When the takeoff conditions are met, providing the crew with a selection of manual or automatic thrust management modes; and A thrust control mode is automatically selected and a thrust setting is automatically made in response to selecting the automatic thrust management mode.

9. The system according to claim 8, characterized in that To perform automatic thrust setting, the thrust management and control module is further configured to: Calculating the thrust difference from the preset thrust based on the onboard information; An instruction to increase or decrease the thrust value or to match the corresponding thrust level is automatically sent based on the thrust difference and the selected thrust control mode.

10. The system according to claim 9, characterized in that The system further comprises: A throttle lever angle control module, configured to: calculate a throttle lever angle corresponding to the required thrust based on the instruction to increase or decrease the thrust value or match the corresponding thrust level; and The engine control module is configured to control the engine speed according to the angle of the throttle lever, and to send the speed of the engine low-pressure compressor N1 and the upper limit value of N1 as feedback to the thrust management and control module.

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