Modeling method of engine simulation model and engine simulation model

Abstract

The invention provides an engine simulation model modeling method and an engine simulation model. The modeling method comprises the following steps: calculating engine operation data according to aircraft state data and environment data; establishing a first sub-model for triggering an uncontrollable high-thrust fault according to the terrain clearance of the aircraft, wherein the first sub-model comprises a first fault injection module and a first engine module; and inputting the engine operation data, an output result of the first fault injection module and a preset output result of the first engine module into the first engine module for training to obtain a trained first sub-model. Faults can be injected through the fault injection module according to the terrain clearance of an aircraft, parameters such as engine thrust, rotating speed and exhaust temperature are rapidly and greatly increased compared with instruction values, and uncontrollable high-thrust faults of the engine are simulated.

Description

Technical Field

[0001] The present invention mainly relates to the field of aviation engines, and in particular to an engine simulation model modeling method and an engine simulation model. Background Art

[0002] Part 25 of the Civil Aviation Regulations of China, Airworthiness Standards for Transport Category Airplanes, CCAR-25-R4, Section 25.901(c) requires: "For the installation of power plants and auxiliary power units, it must be confirmed that any single failure or malfunction and possible combination of failures will not endanger the safe operation of the aircraft." In order to demonstrate compliance with CCAR 25.901(c), the aircraft must be demonstrated through corresponding compliance methods. If a real test flight is adopted to verify whether uncontrollable high thrust failures in different scenarios will cause unacceptable harm to the aircraft, this verification method is too dangerous. As a common method of proving compliance, simulator testing can verify whether unacceptable harm will be caused to the aircraft through an engine simulation model.

[0003] However, the existing engine simulation model only has the functions under normal engine operating conditions, but does not have the functions under fault conditions. In other words, the engine simulation model does not have the function of uncontrolled high thrust (UHT) fault injection, and cannot simulate the occurrence of uncontrolled high thrust failures in different scenarios, and thus cannot verify whether the occurrence of uncontrolled high thrust failures in different scenarios will cause unacceptable damage to the aircraft. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide an engine simulation model modeling method and an engine simulation model to solve the problem that the existing engine simulation model does not have the uncontrollable high thrust fault injection function.

[0005] To solve the above technical problems, the present invention provides a modeling method for an engine simulation model, comprising: calculating engine operation data according to aircraft status data and environmental data; establishing a first sub-model that triggers an uncontrollable high thrust fault according to the aircraft's altitude above the ground, the first sub-model comprising a first fault injection module and a first engine module; inputting the engine operation data, the output result of the first fault injection module and the preset output result of the first engine module into the first engine module for training to obtain a trained first sub-model.

[0006] Optionally, the first fault injection module is configured to determine whether the aircraft's altitude above the ground is in a first interval, and if so, send a first fault instruction to the first engine module, the first interval being the altitude of an approach phase or a leveling phase; the first engine module is configured to generate an uncontrollable high thrust fault upon receiving the first fault instruction.

[0007] Optionally, it also includes: establishing a second sub-model that triggers an uncontrollable high thrust fault according to the aircraft's height above the ground, the second sub-model including a second engine module, a second fault injection module and an engine overspeed protection module; inputting the engine operating data, the output results of the second fault injection module and the engine overspeed protection module, and the preset output results of the second engine module into the second engine module for training to obtain a trained second sub-model.

[0008] Optionally, the second fault injection module is configured to determine whether the aircraft's altitude above the ground is in a second interval, and if so, to send a second fault instruction to the second engine module, where the second interval is the altitude in the final stage of the approach; the second engine module is configured to generate an uncontrollable high thrust fault upon receiving the second fault instruction, and to shut down the second engine module upon receiving a "shutdown instruction"; the engine overspeed protection module is configured to monitor the N2 speed of the second engine module in real time, and to send a "shutdown instruction" if the N2 speed exceeds a threshold protection value.

[0009] Optionally, it also includes: establishing a third sub-model that triggers an uncontrollable high thrust fault according to the aircraft's height above the ground, the third sub-model including a third engine module, a third fault injection module and a thrust control fault tolerance module; inputting the engine operation data, the output results of the third fault injection module and the thrust control fault tolerance module, and the preset output results of the third engine module into the third engine module for training to obtain a trained third sub-model.

[0010] Optionally, the third fault injection module is configured to determine whether the aircraft altitude above the ground is in a third interval, and if so, send a third fault instruction to the third engine module, wherein the third interval is the altitude after the reverse thrust is deployed; the third engine module is configured to generate an uncontrollable high thrust fault upon receiving the third fault instruction, and shut down the third engine module upon receiving a "shutdown instruction"; the thrust control fault tolerance module is configured to obtain the theoretical value and actual value of the N1 speed of the third engine module, and send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to a second threshold.

[0011] Optionally, it also includes: establishing a fourth sub-model that triggers an uncontrollable high thrust fault according to the aircraft's altitude above the ground or the aircraft's speed, the fourth sub-model including a fourth engine module, a fourth fault injection module and a thrust control fault tolerance module; inputting the engine operating data, the output results of the fourth fault injection module and the thrust control fault tolerance module, and the preset output results of the fourth engine module into the fourth engine module for training to obtain a trained fourth sub-model.

[0012] Optionally, the fourth fault injection module is configured to determine whether the aircraft altitude above the ground is in a fourth interval or the aircraft speed is less than the aircraft decision take-off speed. If so, a fourth fault instruction is sent to the fourth engine module, and the fourth interval is the altitude of the final approach stage or the landing stage; the fourth engine module is configured to generate an uncontrollable high thrust fault when receiving the fourth fault instruction, and shut down the fourth engine module when receiving a "shutdown instruction"; the thrust control fault tolerance module is configured to obtain the theoretical value and actual value of the N1 speed of the fourth engine module, and send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to a second threshold.

[0013] To solve the above technical problems, the present invention provides an engine simulation model, including a first sub-model, wherein the first sub-model includes: a first fault injection module, used to determine whether the height of the aircraft above the ground is in a first interval, and if so, send a first fault instruction to a first engine module, wherein the first interval is the height of an approach phase or a leveling phase; a first engine module, used to generate an uncontrollable high thrust fault upon receiving the first fault instruction, and shut down the first engine module upon receiving a "shutdown instruction".

[0014] Optionally, a second sub-model is also included, which includes: a second fault injection module, used to determine whether the aircraft's altitude above the ground is in a second interval, and if so, send a second fault instruction to the second engine module, the second interval being the altitude of the final stage of the approach; a second engine module, used to generate an uncontrollable high thrust fault upon receiving the second fault instruction, and shut down the second engine module upon receiving a "shutdown instruction"; an engine overspeed protection module, used to monitor the N2 speed of the second engine module in real time, and send a "shutdown instruction" if the N2 speed exceeds a threshold protection value.

[0015] Optionally, a third sub-model is also included, and the third sub-model includes: a third fault injection module, used to determine whether the aircraft altitude is in a third interval, and if so, send a third fault instruction to the third engine module, and the third interval is the altitude after the reverse thrust is deployed; the third engine module is used to generate an uncontrollable high thrust fault when receiving the third fault instruction, and shut down the third engine module when receiving a "shutdown instruction"; a thrust control fault tolerance module, used to obtain the theoretical value and actual value of the N1 speed of the third engine module, and send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to a second threshold.

[0016] Optionally, it also includes: a fourth sub-model, the fourth sub-model includes a fourth fault injection module, which is used to determine whether the aircraft altitude above the ground is in a fourth interval or the aircraft speed is less than the aircraft decision take-off speed. If so, a fourth fault instruction is sent to the fourth engine module, and the fourth interval is the altitude of the final approach stage or the landing stage; the fourth engine module is used to generate an uncontrollable high thrust fault when receiving the fourth fault instruction, and shut down the fourth engine module when receiving a "shutdown instruction"; a thrust control fault tolerance module is used to obtain the theoretical value and actual value of the N1 speed of the fourth engine module, and send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to the second threshold.

[0017] Optionally, the thrust control fault tolerance module is further used to determine whether the wheel load signal is on the ground and whether the throttle lever is in the slow-speed range before sending the "shutdown command", and if so, send the "shutdown command".

[0018] Optionally, it also includes an alarm module, which is used to monitor the operating data of multiple engine modules in real time, and output alarm information when the operating data exceeds a third threshold. The multiple engine modules include a first engine module, a second engine module, a third engine module and a fourth engine module.

[0019] Optionally, the operating data includes N2 speed, N1 speed and exhaust temperature, and the alarm module is used to output an "engine over-limit fault alarm" when any one of N1 or N2 or exhaust temperature exceeds their respective red line thresholds.

[0020] Optionally, the alarm module is used to obtain a "shutdown command" starting from the occurrence of an uncontrollable high thrust fault, and output an "engine thrust control fault alarm" when the "shutdown command" is not obtained within a preset time.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The engine simulation model modeling method and engine simulation model of the present application can inject faults according to the aircraft's altitude from the ground through a fault injection module, so as to achieve a rapid and substantial increase in parameters such as engine thrust, speed, and exhaust temperature compared to the command values, thereby simulating uncontrollable high thrust of the engine; the present application carries out modeling based on multiple test scenarios and establishes multiple sub-models, which can simulate the impact of uncontrollable high thrust faults on the aircraft under different test scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings are included to provide a further understanding of the present application. They are included and constitute a part of the present application. The accompanying drawings illustrate embodiments of the present application and together with the present specification serve to explain the principles of the present invention. In the accompanying drawings:

[0024] Figure 1 It is a system block diagram of a common engine simulation model.

[0025] Figure 2 is a system block diagram of an engine simulation model according to an embodiment of the present invention.

[0026] Figure 3 yes Figure 2 Flowchart of the modeling approach for the engine simulation model.

[0027] Figure 4 This is the modeling schematic diagram of the first sub-model.

[0028] Figure 5 yes Figure 2 A system block diagram of an engine simulation model of an optimized embodiment.

[0029] Figure 6 yes Figure 5 Flowchart of the modeling method of the second sub-model.

[0030] Figure 7 This is the modeling schematic diagram of the second sub-model.

[0031] Figure 8 yes Figure 5 Flowchart of the modeling method of the third sub-model.

[0032] Fig. 9 This is the modeling schematic diagram of the third sub-model.

[0033] Fig.10 yes Figure 5 Flowchart of the modeling method of the fourth sub-model.

[0034] Fig.11 This is the modeling schematic diagram of the fourth sub-model. DETAILED DESCRIPTION

[0035] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for the description of the embodiments. Obviously, the drawings described below are only some examples or embodiments of the present application. For ordinary technicians in this field, the present application can also be applied to other similar scenarios based on these drawings without creative work. Unless it is obvious from the language environment or otherwise explained, the same reference numerals in the figures represent the same structure or operation.

[0036] Figure 1 This is a system block diagram of a common engine simulation model. Figure 1As shown, a common engine simulation model 100 includes: an engine module 11 and an alarm module 12. The engine module 11 is used to simulate the operation of the engine, and the alarm module 12 is used to monitor the operating data of the engine module 11 in real time, and output an alarm message when the operating data exceeds a preset threshold. The user can only monitor whether the engine module 11 fails, and cannot actively inject obstacles into the engine module 11 according to the test scenario requirements. In other words, the existing engine simulation model only has the functions of the engine under normal operating conditions, and does not have a fault injection function. It cannot simulate the uncontrollable high thrust failure of the engine in different scenarios, and thus cannot verify whether the uncontrollable high thrust failure in different scenarios will cause unacceptable damage to the aircraft.

[0037] In the design of transport aircraft, uncontrollable high thrust failures of engines (UHT failures for short) and their hazards exist for a long time and inherently. In order to demonstrate compliance with CCAR 25.901(c), aircraft must be proved by corresponding compliance methods. The present invention provides a modeling method for an uncontrollable high thrust simulation model of an aircraft engine based on uncontrollable high thrust simulation data, combined with the functions of the engine itself and multiple test scenario requirements of uncontrollable high thrust. Based on this engine simulation model, an uncontrollable high thrust failure test of an aircraft engine can be carried out on an aircraft simulator to verify the impact of the uncontrollable high thrust failure test scenario on the aircraft.

[0038] Since an uncontrollable high thrust failure during takeoff, approach or landing can have catastrophic consequences for the aircraft, special attention should be paid to the following test scenarios:

[0039] A go-around is the process in which an aircraft immediately stops its descent and returns to normal ascent when encountering some special situation during landing.

[0040] Go-around scenario 1: The uncontrollable high thrust failure state occurs during the approach or flare phase and the pilot is unable to align with the runway centerline to initiate a go-around. If the aircraft's descent rate cannot be overcome in time, it may touch the side of the runway (a catastrophic failure state).

[0041] Go-around scenario 2: The uncontrollable high thrust failure state occurs during the approach phase or the level-off phase. The pilot is unable to align with the runway centerline and initiate a go-around. If the aircraft’s descent rate cannot be overcome in time, the aircraft’s wingtip touches the ground on or off the runway (catastrophic failure state).

[0042] From the analysis of the above scenarios, it can be seen that the uncontrollable high thrust failure scenarios of go-around scenario 1 and go-around scenario 2 are the same, both of which trigger the UHT fault according to the height of the aircraft above the ground. If there is no uncommanded shutdown or the pilot actively cuts the fuel, the high thrust will be maintained. Among them, the uncommanded shutdown refers to the condition that the engine has a thrust control failure, the wheel load signal is on the ground, and the throttle lever is at the slow position or below, and the engine control system triggers the thrust control fault tolerance (Thrust Control Malfunction Accommodation, TCMA) and performs an automatic shutdown. The difference lies in the possible consequences. Go-around scenario 1 is that the go-around failure causes the aircraft to touch the ground on the side of the runway, and the go-around scenario 2 is that the go-around failure causes the aircraft wing tip to touch the ground. Therefore, the above two scenarios can meet the test scenario requirements by establishing an engine uncontrollable high thrust model that can only trigger the UHT fault according to different aircraft altitudes above the ground.

[0043] Figure 2 is a system block diagram of an engine simulation model according to an embodiment of the present invention. Figure 2 As shown, the engine simulation model 200 includes a first sub-model 21. Among them, the first sub-model 21 includes a first fault injection module 211 and a first engine module 212. The first fault injection module 211 is used to determine whether the height of the aircraft above the ground is in the first interval. If so, a first fault instruction is sent to the first engine module 212. The first interval is the height of the approach phase or the leveling phase, that is, the aircraft is in the go-around scenario 1 or the go-around scenario 2. The landing process of a common aircraft is to enter the approach phase from a height of 50 feet (15.24 meters) relative to the runway surface, glide at a 3° glide angle, and enter the leveling phase when it is about 0.25 meters above the ground. As the speed decreases, the aircraft falls to the ground. After the aircraft touches the ground, the spoiler is opened, the thrust is reversed, and the brakes are used to stop the aircraft on the runway. The first engine module 212 is used to generate an uncontrollable high thrust fault when receiving the first fault instruction. The first engine module 212 can trigger a preset single fault or multiple failure combinations through the first fault instruction to generate an uncontrollable high thrust fault. When the first engine module 212 receives the “engine shutdown command”, it shuts down the first engine module.

[0044] Figure 3 yes Figure 2 Flowchart of the modeling method of the engine simulation model. Figure 3 As shown, the modeling method 300 of the engine simulation model includes:

[0045] Step S31: Calculate engine operation data based on aircraft status data and environmental data.

[0046] Aircraft status data include but are not limited to flight Mach number, throttle lever signal, wheel load signal, aircraft bleed air. Environmental data include but are not limited to ambient pressure and temperature. Optionally, engine operation data is calculated based on aircraft status data and environmental data through an existing engine performance model. Engine operation data include but are not limited to engine thrust, engine fuel flow, engine exhaust temperature (EGT), low-pressure rotor speed (referred to as N1 speed) and high-pressure rotor speed (referred to as N2 speed).

[0047] Step S32: establishing a first sub-model for triggering an uncontrollable high thrust fault according to the height of the aircraft above the ground, wherein the first sub-model includes a first fault injection module and a first engine module.

[0048] The logic function of the first fault injection module is to determine whether the height of the aircraft above the ground is in a first interval. If so, a first fault instruction is sent to the first engine module. The first interval is the height of the final stage of the approach, that is, the aircraft is in the missed approach scenario 1 or the missed approach scenario 2. The first engine module is configured to generate an uncontrollable high thrust fault when receiving the first fault instruction.

[0049] Step S43: input the engine operation data, the output result of the first fault injection module and the preset output result of the first engine module into the first engine module for training to obtain a trained first sub-model.

[0050] Figure 4 is the modeling schematic diagram of the first sub-model. Figure 4 As shown, taking the engine operating data N2 speed as an example, the modeling method of the engine uncontrollable high thrust model that only triggers the UHT fault is explained. Figure 4 State 1 in the figure represents the moment of UHT fault injection. After the UHT fault is injected, the speed N2 of the faulty engine will rise rapidly. When the speed N2 of the faulty engine increases to the state corresponding to V2, it enters state 2. Among them, v2 refers to the stable N2 speed after the uncontrollable high thrust fault occurs. If the driver does not actively shut down the engine or shut down the engine without command, the speed of the faulty engine will always maintain the state corresponding to v2, that is, state 2 will always be maintained.

[0051] Figure 4 The middle status points are described as follows:

[0052] State 1: Time t1 when the UHT fault is injected. The fault injection can be performed according to the height of the aircraft above the ground.

[0053] State 2: At time t2, the faulty engine reaches the UHT steady state.

[0054] State 1 is the moment of injecting the UHT fault, and the fault injection can be performed according to the height of the aircraft above the ground. That is, the UHT fault injection time t1 corresponding to state 1 can be obtained from the output result of the first fault injection module. When the height of the aircraft above the ground is in the first interval, the first fault injection module outputs a fault instruction, and the timestamp generated by the fault instruction is t1. At the same time, according to the timestamp t1, v1 corresponding to state 1 can be determined from the engine operation data, and v1 is the N2 speed corresponding to the throttle lever position when the UHT fault is triggered. The preset output result of the first engine module is known. For example, the preset output result of the first engine module is to enter state 2 within a preset time, and the preset time can be obtained by multiple engine tests, for example, the average value of the time from triggering the UHT fault to reaching the steady state of UHT for multiple engines is counted, and the average value is used as the preset time. Assume that the preset time is t2-t1, that is, at time t2, the N2 speed increases to v2. v2 is the stable N2 speed after the uncontrollable high thrust fault occurs. Then the N2 speed of the engine module at each moment can be calculated according to t1, t2, v1 and v2. For example, the N2 speed at each moment can be determined by the following formula.

[0055]

[0056] At this point, the training of the first sub-model is completed.

[0057] In some embodiments, the engine simulation model 200 further includes an alarm module. The alarm module is configured to monitor the operating data of the first engine module 212 in real time, and output an alarm message when the operating data exceeds a third threshold. Optionally, the engine operating data includes but is not limited to engine exhaust temperature (EGT), low-pressure rotor speed (N1), and high-pressure rotor speed (N2). The alarm module is used to output an "engine over-limit fault alarm" when any one of N1 or N2 or exhaust temperature exceeds the respective red line threshold.

[0058] In some embodiments, the first fault injection module 241 notifies the alarm module when generating the first fault instruction. The alarm module is used to obtain the "engine shutdown instruction" from the generation of the first fault instruction (at time t1). When the "engine shutdown instruction" is not obtained within a preset time, the "engine thrust control fault alarm" is output. After the UHT fault is injected, if there is no engine shutdown instruction for a period of time (the duration is adjustable), the model transmits the "engine thrust control fault alarm" to the aircraft cockpit through the output interface.

[0059] In some embodiments, when N1 exceeds its red line threshold, the alarm module is used to transmit a status indication that the N1 dial will turn red to the aircraft cockpit through the output interface; when N2 exceeds its red line threshold, the alarm module is used to transmit a status indication that the N2 value will turn red to the aircraft cockpit through the output interface; when EGT exceeds its yellow line threshold or red line threshold, the alarm module is used to transmit a status indication that the EGT dial will turn yellow or red to the aircraft cockpit through the output interface.

[0060] The engine simulation model of the present invention has a first fault injection module, which can inject faults according to the aircraft's altitude above the ground, so as to achieve a rapid and substantial increase in parameters such as engine thrust, rotation speed, exhaust temperature, etc. compared with the command values, simulating uncontrollable high thrust of the engine.

[0061] In some embodiments, the engine simulation model also needs to be able to verify the impact of an uncontrollable high thrust failure on the aircraft in the following test scenarios.

[0062] Go-around scenario 3: The uncontrollable high thrust failure state occurs during the final phase of the approach, and the pilot attempts to compensate with large rudder inputs, but is unable to align with the runway to initiate a go-around; as the functioning engine accelerates to go-around thrust, the failed engine reaches its overspeed limit and is retracted to minimum fuel flow, resulting in the loss of the failed engine; additional pilot skill is required to achieve rudder reversal to maintain control; if the pilot loses control of the aircraft, there is insufficient altitude to recover (catastrophic failure state).

[0063] From the analysis of the above scenarios, it can be seen that the difference between the missed approach scenario 3 and the missed approach scenario 1 and the missed approach scenario 2 is that the overspeed protection is superimposed on the basis of the UHT failure, that is, after the thrust of the normal side engine stabilizes to the maximum thrust, the thrust of the faulty engine continues to increase until the overspeed protection is triggered. Therefore, this scenario can meet the test scenario requirements by establishing an engine uncontrollable high thrust model that triggers UHT and EOS according to different aircraft altitudes.

[0064] Figure 5 yes Figure 2 The system block diagram of the engine simulation model of the optimized embodiment. Figure 5As shown, the engine simulation model 500 also includes a second sub-model 22. The second sub-model 22 includes a second fault injection module 221, a second engine module 222 and an engine overspeed protection module 223. The second fault injection module 221 is used to determine whether the aircraft altitude is in the second interval. If so, a second fault instruction is sent to the engine module 21. The second interval is the altitude in the final stage of the approach, that is, it is located in the go-around scenario 3. The engine overspeed protection module 223 is used to monitor the N2 speed of the engine module 221 in real time. If the N2 speed exceeds the protection threshold, a "shutdown instruction" is sent. The second engine module 222 is used to generate an uncontrollable high thrust fault when receiving the second fault instruction, and shut down the second engine module 222 when receiving the "shutdown instruction".

[0065] Figure 6 yes Figure 5 Flow chart of the modeling method of the second sub-model. Figure 6 As shown, the modeling method 600 also includes:

[0066] Step S61: Calculate engine operation data based on aircraft status data and environmental data.

[0067] Step S62: establishing a second sub-model for triggering an uncontrollable high thrust fault according to the height of the aircraft above the ground, wherein the second sub-model includes a second fault injection module, a second engine module and an engine overspeed protection module.

[0068] The second fault injection module is configured to determine whether the aircraft altitude is in a second interval, and if so, send a second fault instruction to the second engine module, the second interval being the altitude in the final stage of the approach, i.e., in go-around scenario 3. The engine overspeed protection module is configured to monitor the N2 speed of the second engine module in real time, and send a "shutdown instruction" if the N2 speed exceeds the protection threshold.

[0069] Step S63: input the engine operation data, the output results of the second fault injection module and the engine overspeed protection module, and the preset output results of the second engine module into the second engine module for training to obtain a trained second sub-model.

[0070] Figure 7 This is the modeling principle diagram of the second sub-model. Taking N2 speed as an example, the modeling method of the engine uncontrollable high thrust model that triggers the UHT and engine overspeed protection modules is explained. The modeling principle diagram is shown in Figure 7 shown. Figure 7State 1 in the figure represents the moment when the UHT fault is injected. After the UHT fault is injected, the speed of the faulty engine will rise rapidly. When the speed of the faulty engine increases to the state corresponding to v2 (N2 red line speed threshold speed), it enters state 2. State 2 is maintained until the normal engine on the other side reaches the speed corresponding to the throttle lever in the maximum positive position. After reaching it, it enters state 3. After entering state 3, the speed of the engine on the faulty side increases to v3 (engine overspeed protection threshold speed), that is, it enters state 4. When the faulty engine reaches the overspeed protection state, the faulty engine will trigger the engine overspeed protection module (Engine Overspeed (protection) System, EOS) to automatically cut oil, that is, the speed of the faulty engine begins to drop rapidly.

[0071] Figure 7 The middle status points are described as follows:

[0072] State 1: Time t1 when the UHT fault is injected. The fault injection can be performed according to the height of the aircraft above the ground.

[0073] State 2: The faulty engine speed increases to the N2 redline speed threshold;

[0074] State 3: The normal engine reaches TOGA steady state (normal engine N2 acceleration rate is less than 0.5% / s);

[0075] State 4: The faulty engine shuts down (one of the following two conditions is met):

[0076] 1) Non-command shutdown: triggering the engine overspeed protection module, i.e. accelerating to the engine overspeed protection state (N2 = engine overspeed protection threshold) and the wheel load is in the air;

[0077] 2) Command to shut down the vehicle: The driver actively turns off the fuel cut-off switch.

[0078] Among them, t1 can be obtained from the output result of the second fault injection module. According to the timestamp t1, v1 corresponding to state 1 can be determined from the engine operation data. v1 is the N2 speed corresponding to the throttle lever position when the UHT fault is triggered. t4 is obtained from the output result of the engine overspeed protection module. The remaining parameters t2, t3, t5, v2 and v3 can be obtained from the preset output results of the second engine module. At this point, the N2 speed of the engine module at each moment can be calculated based on the above parameters, and the second sub-model is modeled.

[0079] Optionally, the engine simulation model 500 further includes an alarm module 25. The alarm module 25 is used to monitor the operating data of multiple engine modules in real time, and output alarm information when the operating data exceeds a third threshold value, wherein the multiple engine modules include a first engine module 212, a second engine module 222, a third engine module 232, and a fourth engine module 242. The operating data include, but are not limited to, engine exhaust temperature (EGT), low-pressure rotor speed (N1), and high-pressure rotor speed (N2).

[0080] Figure 7 Medium engine indication warning description:

[0081] a) When N1 or N2 or EGT exceeds their respective red line thresholds, the model should transmit an "engine over-limit fault alarm" to the aircraft cockpit through the output interface;

[0082] b) After the UHT fault is injected, if the engine is not shut down (including manual shutdown by the pilot or TCMA or EOS) for a period of time (the duration is adjustable), the model should transmit the "engine thrust control fault alarm" to the aircraft cockpit through the output interface;

[0083] c) When N1 exceeds its red line threshold, the model should transmit the status indication that the N1 dial will turn red to the aircraft cockpit through the output interface;

[0084] d) When N2 exceeds its red line threshold, the model should transmit a status indication that the N2 value will turn red to the aircraft cockpit through the output interface;

[0085] e) When EGT exceeds its yellow line threshold or red line threshold, the model should transmit the status indication that the EGT dial will turn yellow or red to the aircraft cockpit through the output interface.

[0086] f) If EOS switches from state 4 to the descending curve, the model should transmit the "engine failure warning" to the aircraft cockpit through the output interface; if the pilot manually shuts down the engine before triggering EOS, the model will not transmit the "engine failure warning" to the aircraft cockpit;

[0087] g) If the "engine thrust control failure alarm" has been triggered, the model will not transmit the alarm to the aircraft cockpit after the engine is shut down for a period of time (the duration is adjustable);

[0088] h) If the "engine over-limit fault alarm" has been triggered, the model will not transmit the alarm to the aircraft cockpit after N1, N2, and EGT are all lower than their respective red line thresholds and last for a period of time (the duration is adjustable).

[0089] The engine simulation model of the present invention is equipped with an engine overspeed protection module. When the engine high-pressure rotor speed (N2) exceeds the overspeed protection threshold, the model can execute automatic parking.

[0090] Landing scenario 4: Uncontrollable high thrust failure occurs in the initial stage of landing with the reverse thrust device, and the reverse thrust of the faulty engine increases. The crew believes that the lateral control problem is caused by the deployment of the reverse thrust device, so they order the retraction of the reverse thrust device. The thrust of the normal engine is reduced and the reverse thrust is retracted as instructed, but the faulty engine is in a high thrust state, and the thrust reverse device cannot be retracted due to the excessive airflow pressure. The resulting asymmetric thrust of the engine causes the aircraft to deviate from the effective runway at high speed (catastrophic failure state).

[0091] From the above scenario analysis, it can be seen that landing scenario 4 is an uncontrollable high thrust that occurs after the reverse thrust is deployed. This scenario will trigger the thrust control fault tolerance module and cause the engine to cut oil. Therefore, this scenario can meet the test scenario requirements by establishing an engine uncontrollable high thrust model that triggers UHT and TCMA after the reverse thrust is deployed.

[0092] like Figure 5 As shown, optionally, the engine simulation model 500 also includes a third sub-model 23. The third sub-model 23 includes a third fault injection module 231, a second engine module 232 and a thrust control fault tolerance module 233. The third fault injection module 231 is used to determine whether the aircraft altitude is in a third interval. If so, a third fault instruction is sent to the third engine module 232, and the third interval is the altitude after the reverse thrust is deployed. The third engine module 232 is used to generate an uncontrollable high thrust fault when receiving the third fault instruction, and shut down the third engine module 232 when receiving the "shutdown instruction". The thrust control fault tolerance module 233 is used to obtain the theoretical value and actual value of the N1 speed of the third engine module 232, and send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to the second threshold.

[0093] Figure 8 yes Figure 5 Flow chart of the modeling method of the third sub-model. Figure 8 As shown, the modeling method 800 also includes:

[0094] Step S81: Calculate engine operation data based on aircraft status data and environmental data.

[0095] Step S82: Establish a third sub-model that triggers an uncontrollable high thrust fault according to the height of the aircraft above the ground. The third sub-model includes a third engine module, a third fault injection module and a thrust control fault tolerance module.

[0096] The third fault injection module is configured to determine whether the aircraft's altitude above the ground is in a third interval. If so, a third fault instruction is sent to the third engine module, and the third interval is the altitude after the reverse thrust is deployed. The third engine module is used to generate an uncontrollable high thrust fault when receiving the third fault instruction, and shut down the third engine module when receiving a "shutdown instruction". The thrust control fault tolerance module is used to obtain the theoretical value and actual value of the N1 speed of the third engine module, and send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to the second threshold.

[0097] Step S83: input the engine operation data, the output results of the third fault injection module and the thrust control fault tolerance module, and the preset output results of the third engine module into the third engine module for training to obtain a trained third sub-model.

[0098] Fig. 9 This is the modeling principle diagram of the third sub-model. Taking N2 speed as an example, the modeling method of the engine uncontrollable high thrust model that triggers the UHT and thrust control fault tolerance module is explained. The modeling principle diagram is shown in Fig. 9 shown. Fig. 9 State 1 in the figure represents the moment of UHT fault injection. After the UHT fault is injected, the speed of the faulty engine will rise rapidly. When the speed of the faulty engine increases to the maximum state corresponding to UHT, it enters state 2. Since the throttle lever angle is below the idle speed at this time and the aircraft wheel load is the ground, when the faulty engine detects the UHT fault, the thrust control fault tolerance module (TCMA) will be triggered to cut oil, that is, the speed of the faulty engine begins to drop rapidly, entering the descending section after state 2.

[0099] Fig. 9 Description of the status point:

[0100] State 1: Time t1 when the UHT fault is injected. The fault injection can be performed when the engine reaches the maximum reverse thrust state;

[0101] State 2: Time t2 when the faulty engine reaches the maximum speed of UHT.

[0102] Among them, t1 can be obtained from the output result of the third fault injection module. According to the timestamp t1, v1 corresponding to state 1 can be determined from the engine operation data. v1 is the N2 speed corresponding to the throttle lever position when the UHT fault is triggered. The thrust control fault tolerance module sends a "shutdown command" at time t2. According to the timestamp of the "shutdown command", t2 can be obtained. In other words, t2 can be obtained from the output result of the thrust control fault tolerance module. The remaining parameters t3 and the maximum speed of the faulty engine reaching UHT can be obtained from the preset output results of the third engine module. At this point, the N2 speed of the engine module at each moment can be calculated based on the above parameters, and the modeling of the third sub-model is completed.

[0103] Fig. 9 Engine indication warning description:

[0104] a) When N1 or N2 or EGT exceeds their respective red line thresholds, the model should transmit an "engine over-limit fault alarm" to the aircraft cockpit through the output interface;

[0105] b) If a UHT failure occurs and the throttle lever position moves from the maximum reverse thrust position to the positive slow position, the model should transmit an "engine reverse thrust failure alarm" to the aircraft cockpit through the output interface and keep outputting the fault until the model is restarted;

[0106] c) When N1 exceeds its red line threshold, the model should transmit the status indication that the N1 dial will turn red to the aircraft cockpit through the output interface;

[0107] d) When N2 exceeds its red line threshold, the model should transmit a status indication that the N2 value will turn red to the aircraft cockpit through the output interface;

[0108] e) When EGT exceeds its yellow line threshold or red line threshold, the model should transmit the status indication that the EGT dial will turn yellow or red to the aircraft cockpit through the output interface.

[0109] f) In state 2, when TCMA switches to the descending curve, the model should transmit the "engine failure warning" to the aircraft cockpit through the output interface; if the pilot manually shuts down the engine before triggering TCMA, the model will not transmit the "engine failure warning" to the aircraft cockpit;

[0110] g) If the "engine over-limit fault alarm" has been triggered, the model will not transmit the alarm to the aircraft cockpit after N1, N2, and EGT are all lower than their respective red line thresholds and continue for a period of time (the duration is adjustable).

[0111] The engine simulation model of the present invention is equipped with a thrust control fault tolerance module, and when an uncontrollable high thrust fault occurs, if the throttle platform positive thrust lever is in the slow position and the aircraft is on the ground, the model can perform automatic parking.

[0112] Aborted takeoff scenario 1: An aborted takeoff refers to the decision to abort the takeoff during the aircraft's takeoff process. There may be many reasons for the decision to abort the takeoff, but it is usually a suspected or actual technical failure, such as an engine failure. The uncontrollable high thrust failure state occurs during the takeoff roll, between the thrust setting and the takeoff decision speed V1 (Take-Off Decision Speed); the takeoff is aborted due to abnormal engine operation (such as failure to reach the thrust level, exceeding the thrust level or red line, throttle lever unresponsiveness, parameter mismatch between the two engines, etc.); the thrust of the normal engine decreases normally, while the faulty engine is still in a high thrust state, and the resulting asymmetric thrust causes the aircraft to deviate from the runway (assuming that the runway does not have sufficient and effective safety areas, it is a catastrophic failure state).

[0113] Aborted takeoff scenario 2: The uncontrollable high thrust fault state occurs during the takeoff roll, between the power setting and the takeoff speed V1; the takeoff is aborted due to abnormal engine operation (such as failure to reach the thrust level, exceeding the thrust level or red line, throttle lever unresponsiveness, parameter mismatch between the two engines, etc.); the thrust of the normally working engine decreases normally, while the faulty engine is still in a high thrust state, and the resulting excessive net thrust causes the aircraft to run off the valid runway (assuming the runway does not have sufficient and effective stopway / clearway, it is a catastrophic failure state).

[0114] Landing scenario 1: The uncontrollable high thrust failure state occurs in the final stage of approach. The pilot attempts to continue landing in alignment with the runway, and the aircraft wingtip touches the ground on or outside the runway (catastrophic failure state).

[0115] Landing scenario 2: The uncontrollable high-thrust failure state occurs in the final stage of approach or landing. The thrust of the working engine decreases normally, while the faulty engine is still in a high-thrust state. The resulting asymmetric thrust causes the aircraft to deviate from the effective runway at a relatively high speed (catastrophic failure state).

[0116] Landing scenario 3: The uncontrollable high thrust failure state occurs in the final stage of approach; the thrust of the working engine decreases normally, while the faulty engine is still in a high thrust state; the crew compensates for the asymmetric thrust, lands a long distance, and eventually shuts down the faulty engine. However, the impact of the long landing on the landing performance and the extra time of high thrust state cause the aircraft to run off the runway at high speed (catastrophic failure state).

[0117] From the analysis of the above scenarios, it can be seen that the uncontrollable high thrust fault scenarios of aborted takeoff scenario 1 and aborted takeoff scenario 2 are the same, both of which trigger the UHT fault according to the aircraft speed, and after the pilot executes the aborted takeoff, the engine triggers the thrust control fault tolerance (TCMA) module to passively cut oil. The difference is that the possible consequences are different. Aborted takeoff scenario 1 is that the aircraft deviates from the runway, and aborted takeoff scenario 2 is that the aircraft runs off the runway; the uncontrollable high thrust fault scenarios of landing scenario 1, landing scenario 2 and landing scenario 3 are the same, all of which trigger the UHT fault according to the aircraft's altitude above the ground, and may trigger the thrust control fault tolerance module to cause the engine to cut oil. The difference is that the possible consequences are different. Landing scenario 1 is that the aircraft wingtip touches the ground, landing scenario 2 is that the aircraft deviates from the runway, and landing scenario 3 is that the aircraft runs off the runway. Therefore, the above five scenarios can meet the test scenario requirements by establishing an engine uncontrollable high thrust model that can trigger UHT faults and TCMA according to different aircraft altitudes above the ground or aircraft speeds.

[0118] like Figure 5 As shown, optionally, the engine simulation model 500 also includes a fourth sub-model 24. The fourth sub-model 24 includes a fourth fault injection module 241, a fourth engine module 242 and a thrust control fault tolerance module 243. The fourth fault injection module 241 is used to determine whether the aircraft altitude is in the fourth interval or the aircraft speed is less than the aircraft decision take-off speed. If so, a fourth fault instruction is sent to the fourth engine module, and the fourth interval is the altitude of the final approach stage or the landing stage; the fourth engine module 242 is used to generate an uncontrollable high thrust fault when receiving the fourth fault instruction, and shut down the fourth engine module when receiving the "shutdown instruction"; the thrust control fault tolerance module 243 is used to obtain the theoretical value and actual value of the N1 speed of the fourth engine module 242, and send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to the second threshold.

[0119] Fig.10 yes Figure 5 Flowchart of the modeling method of the fourth sub-model. Fig.10 As shown, the modeling method 1000 also includes:

[0120] Step S101: Calculate engine operation data according to aircraft status data and environmental data.

[0121] Step S102: establishing a fourth sub-model for triggering an uncontrollable high thrust fault according to the aircraft altitude or aircraft speed, wherein the fourth sub-model includes a fourth engine module, a fourth fault injection module and a thrust control fault tolerance module.

[0122] The fourth fault injection module is configured to determine whether the aircraft altitude above the ground is in a fourth interval or the aircraft speed is less than the aircraft decision take-off speed. If so, a fourth fault instruction is sent to the fourth engine module, and the fourth interval is the altitude of the final stage of approach or the landing stage; the fourth engine module is configured to generate an uncontrollable high thrust fault when receiving the fourth fault instruction, and shut down the fourth engine module when receiving the "engine shutdown instruction"; the thrust control fault tolerance module is configured to obtain the theoretical value and actual value of the N1 speed of the fourth engine module, and send a "engine shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to the second threshold.

[0123] Step S103: input the engine operation data, the output results of the fourth fault injection module and the thrust control fault tolerance module, and the preset output result of the fourth engine module into the fourth engine module for training to obtain a trained fourth sub-model.

[0124] Fig.11 This is the modeling principle diagram of the fourth sub-model. Taking N2 speed as an example, the modeling method of the engine uncontrollable high thrust model that triggers the UHT and thrust control fault tolerance module is explained. The modeling principle diagram is shown in Fig.11 shown. Fig.11 State 1 in the figure represents the moment of UHT fault injection. After the UHT fault is injected, the speed of the faulty engine will increase rapidly. When the speed of the faulty engine increases to the state corresponding to v2, it enters state 2. If the driver does not actively shut down the engine or shut down the engine without command, the speed of the faulty engine will always maintain the state corresponding to the red line value of N2, that is, state 2 will be maintained. If the driver actively shuts down the engine or shuts down the engine without command, it enters state 3, and the speed of the faulty engine begins to decrease rapidly.

[0125] Fig.11 The middle status points are described as follows:

[0126] State 1: Time t1 when the UHT fault is injected. The fault injection can be performed according to the aircraft speed or the aircraft altitude;

[0127] State 2: The faulty engine reaches the steady state time t2 of UHT;

[0128] State 3: The faulty engine shuts down at time t3 (one of the following two conditions is met):

[0129] 1) Non-commanded shutdown: TCMA is triggered (when the aircraft wheel load is on the ground and the throttle lever is at or below idle);

[0130] 2) Instruct the driver to actively turn off the fuel cut-off switch.

[0131] Among them, t1 can be obtained from the output result of the fourth fault injection module. According to the timestamp t1, v1 corresponding to state 1 can be determined from the engine operation data. v1 is the N2 speed corresponding to the throttle lever position when the UHT fault is triggered. t3 can be obtained from the output result of the thrust control fault tolerance module. The remaining parameters t2, t4, and v2 can be obtained from the preset output results of the fourth engine module. At this point, the N2 speed of the engine module at each moment can be calculated based on the above parameters, and the fourth sub-model is modeled.

[0132] Fig.11 Medium engine indication warning description:

[0133] a) When N1 or N2 or EGT exceeds their respective red line thresholds, the model should transmit an "engine over-limit fault alarm" to the aircraft cockpit through the output interface.

[0134] b) After the UHT fault is injected, if the engine is not shut down (including manual shutdown by the pilot or TCMA or EOS) for a period of time (the duration is adjustable), the model should transmit the "engine thrust control fault alarm" to the aircraft cockpit through the output interface;

[0135] c) When N1 exceeds its red line threshold, the model should transmit the status indication that the N1 dial will turn red to the aircraft cockpit through the output interface;

[0136] d) When N2 exceeds its red line threshold, the model should transmit a status indication that the N2 value will turn red to the aircraft cockpit through the output interface;

[0137] e) When EGT exceeds its yellow line threshold or red line threshold, the model should transmit the status indication that the EGT dial will turn yellow or red to the aircraft cockpit through the output interface;

[0138] f) If in state 3, when TCMA switches to the descending curve, the model should transmit the "engine failure warning" to the aircraft cockpit through the output interface; if the pilot manually shuts down the engine before triggering TCMA, the model will not transmit the "engine failure warning" to the aircraft cockpit;

[0139] g) If the "engine thrust control failure alarm" has been triggered, the model will not transmit the alarm to the aircraft cockpit after the engine is shut down for a period of time (the duration is adjustable);

[0140] h) If the "engine over-limit fault alarm" has been triggered, the model will not transmit the alarm to the aircraft cockpit after N1, N2, and EGT are all lower than their respective red line thresholds and continue for a period of time (the duration is adjustable).

[0141] The engine simulation model building method of the present invention can inject faults according to the aircraft speed and the aircraft altitude, so as to realize a rapid and substantial increase in parameters such as engine thrust, rotation speed, exhaust temperature, etc. compared with the command values, and simulate the uncontrollable high thrust of the engine; the engine simulation model building method of the present invention carries out modeling based on the flight scenario, and the modeling result fits the actual flight scenario.

[0142] The basic concepts have been described above. Obviously, for those skilled in the art, the above invention disclosure is only used as an example and does not constitute a limitation of the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements and amendments to the present application. Such modifications, improvements and amendments are suggested in the present application, so such modifications, improvements and amendments still belong to the spirit and scope of the exemplary embodiments of the present application.

[0143] In addition, it should be noted that the use of words such as "first" and "second" to define components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above words have no special meaning and cannot be understood as limiting the scope of protection of this application. In addition, although the terms used in this application are selected from well-known and commonly used terms, some terms mentioned in the specification of this application may be selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant parts of the description of this article. In addition, it is required to understand this application not only by the actual terms used, but also by the meaning implied by each term.

[0144] Flowcharts are used in the present application to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed accurately in order. On the contrary, various steps may be processed in reverse order or simultaneously. At the same time, other operations may be added to these processes, or one or more operations may be removed from these processes.

[0145] At the same time, the present application uses specific words to describe the embodiments of the present application. For example, "one embodiment", "an embodiment", and / or "some embodiments" refer to a certain feature, structure or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more in different positions in this specification does not necessarily refer to the same embodiment. In addition, some features, structures or characteristics in one or more embodiments of the present application can be appropriately combined.

[0146] Some aspects of the present application may be performed entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. The above hardware or software may be referred to as "data blocks", "modules", "engines", "units", "components" or "systems". The processor may be one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DAPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or combinations thereof. In addition, various aspects of the present application may be expressed as computer products located in one or more computer-readable media, which include computer-readable program codes. For example, computer-readable media may include, but are not limited to, magnetic storage devices (e.g., hard disks, floppy disks, tapes ...), optical disks (e.g., compact disks CDs, digital versatile disks DVDs ...), smart cards, and flash memory devices (e.g., cards, sticks, key drives ...).

[0147] A computer-readable medium may include a propagated data signal containing computer program code, such as in baseband or as part of a carrier wave. The propagated signal may have a variety of manifestations, including electromagnetic, optical, etc., or a suitable combination. A computer-readable medium may be any computer-readable medium other than a computer-readable storage medium, which may be connected to an instruction execution system, device or apparatus to communicate, propagate or transmit a program for use. The program code on the computer-readable medium may be propagated via any suitable medium, including radio, cable, fiber optic cable, radio frequency signal, or similar medium, or any combination of the above mediums.

[0148] Similarly, it should be noted that in order to simplify the description of the disclosure of this application and thus help understand one or more embodiments of the invention, in the above description of the embodiments of this application, multiple features are sometimes combined into one embodiment, figure or description thereof. However, this disclosure method does not mean that the features required by the object of this application are more than the features mentioned in the claims. In fact, the features of the embodiments are less than all the features of the single embodiment disclosed above.

[0149] Although the present application has been described with reference to the current specific embodiments, ordinary technicians in this technical field should recognize that the above embodiments are only used to illustrate the present application, and various equivalent changes or substitutions may be made without departing from the spirit of the present application. Therefore, as long as the changes and modifications to the above embodiments are within the essential spirit of the present application, they will fall within the scope of the claims of the present application.

Claims

1. A method for modeling an engine simulation model, characterized in that: include: Calculate engine operation data based on aircraft status data and environmental data; Establishing a first sub-model that triggers an uncontrollable high thrust fault according to the height of the aircraft above the ground, wherein the first sub-model includes a first fault injection module and a first engine module; The engine operation data, the output result of the first fault injection module and the preset output result of the first engine module are input into the first engine module for training to obtain a trained first sub-model.

2. The method according to claim 1, characterized in that The first fault injection module is configured to determine whether the aircraft's altitude above the ground is in a first interval, and if so, send a first fault instruction to the first engine module, wherein the first interval is an altitude during an approach phase or a leveling phase; the first engine module is configured to generate an uncontrollable high thrust fault upon receiving the first fault instruction.

3. The method according to claim 1, characterized in that Also includes: Establishing a second sub-model that triggers an uncontrollable high thrust fault according to the height of the aircraft above the ground, wherein the second sub-model includes a second engine module, a second fault injection module and an engine overspeed protection module; The engine operation data, the output results of the second fault injection module and the engine overspeed protection module, and the preset output results of the second engine module are input into the second engine module for training to obtain a trained second sub-model.

4. The method according to claim 3, characterized in that The second fault injection module is configured to determine whether the aircraft's altitude above the ground is in a second interval, and if so, to send a second fault instruction to the second engine module, wherein the second interval is the altitude of the final stage of the approach; the second engine module is configured to generate an uncontrollable high thrust fault upon receiving the second fault instruction, and to shut down the second engine module upon receiving a "shutdown instruction"; the engine overspeed protection module is configured to monitor the N2 speed of the second engine module in real time, and to send a "shutdown instruction" if the N2 speed exceeds a threshold protection value.

5. The method according to claim 1, characterized in that Also includes: Establishing a third sub-model for triggering an uncontrollable high thrust fault according to the height of the aircraft from the ground, wherein the third sub-model includes a third engine module, a third fault injection module and a thrust control fault tolerance module; The engine operation data, the output results of the third fault injection module and the thrust control fault tolerance module, and the preset output results of the third engine module are input into the third engine module for training to obtain a trained third sub-model.

6. The method according to claim 5, characterized in that The third fault injection module is configured to determine whether the aircraft's altitude above the ground is in a third interval, and if so, to send a third fault instruction to the third engine module, wherein the third interval is the altitude after the reverse thrust is deployed; the third engine module is configured to generate an uncontrollable high thrust fault upon receiving the third fault instruction, and to shut down the third engine module upon receiving a "shutdown instruction"; the thrust control fault tolerance module is configured to obtain a theoretical value and an actual value of the N1 speed of the third engine module, and to send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to a second threshold.

7. The method according to claim 1, characterized in that Also includes: Establishing a fourth sub-model for triggering an uncontrollable high thrust fault according to the aircraft's altitude from the ground or the aircraft's speed, wherein the fourth sub-model includes a fourth engine module, a fourth fault injection module, and a thrust control fault tolerance module; The engine operation data, the output results of the fourth fault injection module and the thrust control fault tolerance module, and the preset output results of the fourth engine module are input into the fourth engine module for training to obtain a trained fourth sub-model.

8. The method according to claim 7, characterized in that The fourth fault injection module is configured to determine whether the aircraft altitude above the ground is in a fourth interval or the aircraft speed is less than the aircraft decision take-off speed. If so, a fourth fault instruction is sent to the fourth engine module, and the fourth interval is the altitude in the final stage of approach or landing stage; the fourth engine module is configured to generate an uncontrollable high thrust fault when receiving the fourth fault instruction, and shut down the fourth engine module when receiving a "shutdown instruction"; the thrust control fault tolerance module is configured to obtain the theoretical value and actual value of the N1 speed of the fourth engine module, and send a "shutdown instruction" when the difference between the theoretical value and the actual value is greater than or equal to a second threshold.

9. An engine simulation model, characterized in that: The method comprises a first sub-model, wherein the first sub-model comprises: A first fault injection module is used to determine whether the height of the aircraft above the ground is in a first interval, and if so, send a first fault instruction to the first engine module, wherein the first interval is the height of the approach phase or the leveling phase; The first engine module is used to generate an uncontrollable high thrust fault when receiving a first fault instruction, and shut down the first engine module when receiving a "shutdown instruction".

10. The model according to claim 9, characterized in that Also included is a second sub-model, wherein the second sub-model includes: A second fault injection module is used to determine whether the height of the aircraft above the ground is in a second interval, and if so, send a second fault instruction to the second engine module, wherein the second interval is the height of the final stage of the approach; The second engine module is used to generate an uncontrollable high thrust fault when receiving a second fault instruction, and shut down the second engine module when receiving a "shutdown instruction"; The engine overspeed protection module is used to monitor the N2 speed of the second engine module in real time. If the N2 speed exceeds the threshold protection value, a "shutdown command" is sent.

11. The model according to claim 9, characterized in that Also included is a third sub-model, the third sub-model comprising: A third fault injection module is used to determine whether the height of the aircraft above the ground is in a third interval, and if so, send a third fault instruction to the third engine module, wherein the third interval is the height after the reverse thrust is deployed; A third engine module, configured to generate an uncontrollable high thrust fault upon receiving a third fault instruction, and shut down the third engine module upon receiving a "shutdown instruction"; The thrust control fault tolerance module is used to obtain the theoretical value and actual value of the N1 speed of the third engine module, and send a "shutdown command" when the difference between the theoretical value and the actual value is greater than or equal to a second threshold.

12. The model according to claim 9, characterized in that Also includes: A fourth sub-model, the fourth sub-model comprising: a fourth fault injection module, configured to determine whether the height of the aircraft above the ground is in a fourth interval or the speed of the aircraft is less than the aircraft decision take-off speed, and if so, to send a fourth fault instruction to the fourth engine module, wherein the fourth interval is the height of the final stage of approach or landing stage; a fourth engine module, configured to generate an uncontrollable high thrust fault upon receiving a fourth fault instruction, and shut down the fourth engine module upon receiving a "shutdown instruction"; The thrust control fault tolerance module is used to obtain the theoretical value and actual value of the N1 speed of the fourth engine module, and send a "shutdown command" when the difference between the theoretical value and the actual value is greater than or equal to a second threshold.

13. The model according to claim 11 or 12, characterized in that The thrust control fault tolerance module is also used to determine whether the wheel load signal is on the ground and whether the throttle lever is in the slow speed range before sending the "shutdown command", and if so, send the "shutdown command".

14. The model according to claim 9, characterized in that It also includes an alarm module, which is used to monitor the operating data of multiple engine modules in real time. When the operating data exceeds a third threshold, an alarm message is output. The multiple engine modules include a first engine module, a second engine module, a third engine module and a fourth engine module.

15. The model according to claim 14, characterized in that The operating data includes N2 speed, N1 speed and exhaust temperature. The alarm module is used to output an "engine over-limit fault alarm" when any one of N1, N2 or exhaust temperature exceeds the respective red line threshold.

16. The model according to claim 14, characterized in that The alarm module is used for: The "shutdown command" is obtained from the time when an uncontrollable high thrust fault occurs. When the "shutdown command" is not obtained within the preset time, the "engine thrust control fault alarm" is output.

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