Thrust control method and system in thrust-reducing takeoff stage, electronic device and medium

Abstract

The invention discloses a thrust control method and system for a thrust-reducing takeoff stage, an electronic device and a medium. The thrust control method for the thrust-reducing takeoff stage comprises the steps that whether an aircraft is in the thrust-reducing takeoff stage or not is judged; if yes, the target engine thrust and the current engine thrust of the current position of the throttle lever are obtained; generating a compensation instruction by utilizing an automatic thrust system according to the target engine thrust and the current engine thrust; and the compensation instruction is sent to a full-authority digital engine control system so as to compensate the current engine thrust. The rotating speed compensation instruction of the electronic instruction can be calculated through the automatic thrust system and is directly sent to the full-authority digital engine control system without passing through an accelerator table mechanical device, the control precision of the target engine thrust rotating speed of the engine is improved, and the take-off safety of an aircraft is improved.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and in particular to a thrust control method, system, electronic device and medium in a thrust reduction takeoff phase. Background Art

[0002] During the takeoff process, the stage with a ground speed greater than 80kts and an altitude less than 400ft is defined as the critical stage for takeoff. In order to avoid errors in the automatic thrust system during this stage, which may cause the throttle lever position to move backward and reduce the takeoff thrust, the servo motor of the throttle station is usually powered off. In this way, even if the command issued by the automatic thrust system is wrong, the servo motor will not execute the wrong command, ensuring the safety of the aircraft's takeoff. For the automatic thrust control system with an active throttle station architecture, the servo motor of the throttle station executes the throttle lever movement command issued by the automatic thrust system to move the throttle lever to the desired position. However, since the servo motor is a mechanical device and has the characteristics of a dead zone for movement, the servo motor performs special processing when executing the throttle lever movement command sent by the automatic thrust, and only drives the throttle lever to move when the throttle lever command is greater than a certain threshold. Therefore, when there is a slight deviation between the actual value and the target value of the engine N1, which causes the throttle lever movement command calculated by the automatic thrust system to be within the threshold, the position of the throttle lever will not respond to eliminate the error of the engine N1, reducing the control accuracy of the automatic thrust system.

[0003] Therefore, when using the automatic thrust control system, due to the design characteristics of the automatic thrust system, there will be a certain error between the engine thrust N1 actually responded by the aircraft and the target value N1, which reduces the control accuracy of the automatic thrust system. Furthermore, if the error is a negative value, it may cause insufficient thrust of the aircraft during takeoff in certain specific scenarios, failing to meet the requirements of the climb gradient during takeoff, and affecting the takeoff safety of the aircraft. Summary of the invention

[0004] The present invention provides a thrust control method, system, electronic device and medium for the reduced-thrust takeoff phase, aiming to effectively solve the technical problems in the prior art that an error exists between the actual engine thrust N1 of an aircraft response and a target value N1, which reduces the control accuracy of an automatic thrust system, and when the error is a negative value, the thrust of the aircraft during the takeoff phase is insufficient in certain specific scenarios, and the requirement of the climb gradient during the takeoff phase is not met, thus affecting the takeoff safety of the aircraft.

[0005] According to a first aspect of the present invention, the present invention provides a thrust control method for a reduced thrust takeoff phase, comprising: determining whether an aircraft is in a reduced thrust takeoff phase; if so, obtaining a target engine thrust and a current engine thrust at a current position of a throttle lever; generating a compensation instruction using an automatic thrust system according to the target engine thrust and the current engine thrust; and sending the compensation instruction to a full authority digital engine control system to compensate for the current engine thrust.

[0006] Furthermore, the step of generating a compensation instruction using an automatic thrust system according to the target engine thrust and the current engine thrust includes: calculating a difference between the target engine thrust and the current engine thrust; and generating a compensation instruction according to the difference.

[0007] Furthermore, the step of generating a compensation instruction based on the difference includes: determining whether the difference is greater than zero; if so, generating a compensation instruction using the difference, the compensation instruction being used to compensate the real-time engine thrust, the compensation value being greater than or equal to the difference, so that the real-time engine thrust is greater than or equal to the target engine thrust; if not, generating a compensation instruction with a compensation of zero.

[0008] Furthermore, the thrust control method also includes: determining whether the aircraft is in a thrust holding stage during a thrust reduction takeoff stage; if so, energizing the throttle platform servo motor so that the throttle platform servo motor can control the movement of the throttle lever; determining whether the thrust of the target engine is increased, and if so, generating a movement instruction using the automatic thrust system to control the throttle platform servo motor to operate and move the throttle lever.

[0009] Furthermore, the thrust control method further includes: calculating a throttle lever movement value according to the movement instruction, and taking the current position of the throttle lever as the origin, and taking the direction in which the throttle lever moves to increase the thrust as the positive direction; judging whether the throttle lever movement value is greater than zero, and if so, moving the throttle lever according to the throttle lever movement value; and if less than or equal to zero, assigning the throttle lever movement value to zero.

[0010] Furthermore, the step of obtaining the target engine thrust and the current engine thrust of the current position of the throttle lever includes: using a flight management system to receive a takeoff thrust level and a flexible temperature selected by the pilot, and using a throttle console to obtain the current position of the throttle lever; using a full authority digital engine control system to calculate the target engine thrust according to the takeoff thrust level and the flexible temperature, and using the current position of the throttle lever to obtain the current engine thrust.

[0011] Furthermore, the thrust control method during the reduced thrust takeoff phase also includes: determining whether the aircraft encounters wind shear; if so, controlling the throttle lever to a maximum thrust position through an automatic thrust system.

[0012] According to a second aspect of the present invention, the present invention further provides a thrust control for a reduced thrust takeoff phase, comprising: a phase judgment module, used to judge whether an aircraft is in a reduced thrust takeoff phase; a thrust acquisition module, used to obtain a target engine thrust and a current engine thrust at a current position of a throttle lever if the judgment module judges that the aircraft is in a reduced thrust takeoff phase; a compensation instruction generation module, used to generate a compensation instruction using an automatic thrust system according to the target engine thrust and the current engine thrust; and a thrust compensation module, used to send the compensation instruction to a full authority digital engine control system to compensate for the current engine thrust.

[0013] According to the third aspect of the present invention, the present invention also provides an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, any one of the above-mentioned thrust control methods for the reduced thrust takeoff phase is implemented.

[0014] According to another aspect of the present invention, the present invention further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the thrust control method for the reduced thrust takeoff phase described in any one of the above is implemented.

[0015] Through one or more of the above embodiments of the present invention, at least the following technical effects can be achieved:

[0016] In the technical solution disclosed in the present invention, the speed compensation instruction of the electronic instruction is calculated by the automatic thrust system and sent directly to the full authority digital engine control system without passing through the throttle platform mechanical device, thereby improving the control accuracy of the engine's target engine thrust speed and enhancing the aircraft's take-off safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The technical solutions and other beneficial effects of the present invention will be made apparent by describing in detail the specific embodiments of the present invention in conjunction with the accompanying drawings.

[0018] Figure 1 A flow chart of a thrust control method during a thrust reduction takeoff phase provided by an embodiment of the present invention;

[0019] Figure 2 A thrust control method for a reduced thrust takeoff phase provided by an embodiment of the present invention;

[0020] Figure 3A framework diagram of a thrust system for a reduced thrust takeoff phase provided by an embodiment of the present invention;

[0021] Figure 4 A schematic block diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0022] The technical scheme in the embodiment of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all of the embodiments. Based on the embodiment of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0023] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the term "and / or" herein is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " herein, unless otherwise specified, generally indicates that the associated objects before and after are in an "or" relationship.

[0024] For the active throttle automatic thrust system architecture of some aircraft models, when choosing to use reduced thrust takeoff (TO1, TO2, FLEX TO), if the automatic thrust system is turned on, due to the automatic thrust control error, FADEC (full authority digital engine control system) control error and throttle lever dead zone characteristics, there is an error between the actual engine thrust N1 responded by the aircraft and the target value N1. If the error is a negative value, it may lead to insufficient thrust of the aircraft during the takeoff phase and fail to meet the requirements of the climb gradient during the takeoff phase.

[0025] Currently, the TO1, TO2, and FLEX TO reduced-thrust takeoff functions of these aircraft models are limited because the control error accuracy does not meet the requirements. They can only use the maximum TOGA takeoff thrust for takeoff. When the aircraft takeoff weight is insufficient, the thrust will be too large during takeoff and the airspeed will increase rapidly. The aircraft can only slow down by increasing the pitch angle, which eventually causes the pitch angle to reach the maximum limit, causing discomfort to passengers. At the same time, because the maximum thrust of the engine is used, there is thrust redundancy during takeoff, which reduces the economic efficiency of large-scale operations of these aircraft models.

[0026] During the takeoff phase of the aircraft, there are currently two solutions to connect the automatic throttle system for thrust control. One is that the automatic thrust system uses a passive throttle station. When the AT is connected, the automatic thrust system directly sends the N1 target value to FADEC without going through the throttle station. The control error is small and can meet the control accuracy requirements. The second is that the automatic thrust system uses an active throttle station. When the AT is connected, the automatic thrust system sends.

[0027] The throttle lever movement command is given to the throttle station to drive the throttle lever to move, and then the throttle station sends the throttle lever angle to the FADEC system to control the engine N1 to reach the target value. There is no electronic thrust trim during takeoff. Under normal circumstances, the automatic thrust will control the engine N1 speed within ±2% of the target value N1 speed. The pilot needs to manually override and adjust the throttle lever to control the engine N1 speed within 0%-1% of the target value N1. Through the pilot training manual, strengthen the pilot's training before takeoff. When the actual engine N1 speed has a large error with the N1 target value, the pilot manually pushes the throttle lever to eliminate the error.

[0028] For the automatic thrust control system of the active throttle platform architecture, the servo motor of the throttle platform executes the throttle lever movement command issued by the automatic thrust system to move the throttle lever to the desired position. However, since the servo motor is a mechanical device, it has the characteristics of a dead zone in movement. The servo motor performs special processing when executing the throttle lever movement command sent by the automatic thrust. The throttle lever will only be driven to move when the throttle lever command is greater than a certain threshold. Therefore, when there is a slight deviation between the actual value and the target value of the engine N1, which causes the throttle lever movement command calculated by the automatic thrust system to be within the threshold, the position of the throttle lever will not respond to eliminate the error of the engine N1, reducing the control accuracy of the automatic thrust system.

[0029] During the aircraft takeoff process, the stage with a ground speed greater than 80kts and an altitude less than 400ft is defined as the critical stage of takeoff. In order to avoid errors in the automatic thrust system during this stage that cause the throttle lever position to move backward and reduce the takeoff thrust, the servo motor of the throttle station is usually powered off. In this way, even if the command issued by the automatic thrust system is erroneous, the servo motor will not execute the erroneous command, ensuring the safety of the aircraft's takeoff.

[0030] Based on the above design features of the automatic thrust system of the active throttle platform architecture, when the reduced thrust takeoff thrust mode (TO1, TO2, FLEX TO) is selected, the target position of the throttle lever is not the maximum stroke corresponding to the maximum TOGA thrust, but is in the middle position from IDLE to TOGA. If the automatic thrust system is used to control the throttle platform to reach the target position, the following reasons will cause errors in engine N1 control:

[0031] a) The throttle station servo motor has a dead zone. The throttle stick movement command generated by the small engine N1 control error will not drive the throttle stick to move. This part of the control error cannot be eliminated by moving the throttle stick;

[0032] b) During the critical takeoff phase, the throttle servo motor is powered off, but the target N1 value provided by the FADEC system will slowly increase as the aircraft speed and altitude increase. However, the throttle lever position will no longer change because the servo motor is powered off, which may eventually cause the gap between the actual engine N1 value and the target N1 value to widen further;

[0033] c) There is a steady-state error in the process of the FADEC system controlling the actual engine N1 to reach the target N1.

[0034] Therefore, due to the design characteristics of the automatic thrust system of the active throttle platform architecture, there will be a certain error between the engine thrust N1 actually responded by the aircraft and the target value N1. If the error is a negative value, it may cause insufficient thrust of the aircraft during takeoff in certain specific scenarios, failing to meet the requirements of the climb gradient during takeoff, and affecting the takeoff safety of the aircraft.

[0035] In response to the above technical problems, the embodiments of the present application provide a thrust control method, system, electronic device and medium for the reduced-thrust takeoff phase, which can solve the technical problem in the prior art that when the error between the actual engine thrust N1 of the aircraft and the target value N1 is a negative value, the thrust of the aircraft during the takeoff phase in certain specific scenarios is insufficient, and the requirements of the climb gradient during the takeoff phase are not met, thereby affecting the takeoff safety of the aircraft.

[0036] Figure 1 FIG. 1 is a flow chart of a thrust control method for a reduced thrust takeoff phase provided by an embodiment of the present invention, wherein the thrust control method includes:

[0037] S101, determining whether the aircraft is in a thrust reduction takeoff stage;

[0038] S102: If yes, obtain the target engine thrust and the current engine thrust at the current position of the throttle lever;

[0039] S103, generating a compensation instruction using an automatic thrust system according to the target engine thrust and the current engine thrust;

[0040] S104: Send a compensation instruction to the full authority digital engine control system to compensate for the current engine thrust.

[0041] In this embodiment, the step of obtaining the target engine thrust and the current engine thrust of the current position of the throttle lever includes: using a flight management system to receive the takeoff thrust level and the flexible temperature selected by the pilot, and using a throttle console to obtain the current position of the throttle lever; using a full authority digital engine control system to calculate the target engine thrust according to the takeoff thrust level and the flexible temperature, and using the current position of the throttle lever to obtain the current engine thrust.

[0042] Among them, the pilot selects the thrust level on the flight control system interface. If the flexible temperature thrust reduction takeoff (FlexTO) is selected, the flexible temperature should also be entered on the flight control interface. The flight control system sends the selected thrust level and flexible temperature to the automatic thrust control system, and then forwards it to the FADEC system. The automatic thrust system generates a throttle lever movement instruction based on the N1 target value corresponding to the thrust reduction level and the current position of the throttle lever, and controls the throttle lever to reach the position corresponding to the N1 target value.

[0043] At this time, due to the dead zone phenomenon of the throttle lever mechanical device, the throttle lever will only start to move when the TRA command calculated by the automatic thrust system is greater than a certain threshold. At this time, when the generated TRA command is less than the threshold, the deviation between the actual value of N1 and the reference value of N1 cannot be eliminated.

[0044] In this embodiment, please refer to Figure 2 , introduces the electronic command N1 deviation, and sends it directly to the FADEC system without passing through the throttle platform mechanical device. The FADEC system uses the sum of the N1 corresponding to the actual throttle lever position and the electronic command N1 deviation calculated by the automatic thrust system as the target value, and controls the actual engine N1 to reach the target value.

[0045] Therefore, the thrust control method for the reduced thrust takeoff phase provided in this embodiment can calculate the speed compensation command of the electronic command through the automatic thrust system, and send it directly to the full authority digital engine control system without passing through the throttle platform mechanical device, thereby improving the control accuracy of the engine's target engine thrust speed and improving the takeoff safety of the aircraft.

[0046] In some embodiments, the step of generating a compensation instruction using an automatic thrust system according to the target engine thrust and the current engine thrust includes: calculating a difference between the target engine thrust and the current engine thrust; and generating a compensation instruction according to the difference.

[0047] In this embodiment, the compensation command of the engine N1 speed is calculated based on the difference between the N1 target value fed back by the FADEC system and the N1 actual value corresponding to the throttle lever position. The difference between the two is compensated in equal amounts, thereby making the current engine thrust equal to the target engine thrust.

[0048] In some embodiments, the step of generating a compensation instruction based on the difference includes: determining whether the difference is greater than zero; if so, generating a compensation instruction using the difference, the compensation instruction being used to compensate the real-time engine thrust, the compensation value being greater than or equal to the difference, so that the real-time engine thrust is greater than or equal to the target engine thrust; if not, generating a compensation instruction with a compensation of zero.

[0049] In this embodiment, if the difference is greater than zero, it means that the current engine thrust is less than the target engine thrust. At this time, the current engine thrust needs to be compensated so that the thrust of the aircraft reaches the target engine thrust. When the difference is less than or equal to zero, it means that the current engine thrust is greater than or equal to the target engine thrust. At this time, there is no need to compensate the current engine thrust, and the current engine thrust can also reach the target engine thrust, thereby generating a compensation instruction of zero compensation.

[0050] In some embodiments, the thrust control method further includes: determining whether the aircraft is in a thrust holding stage during a thrust reduction takeoff stage; if so, energizing the throttle platform servo motor so that the throttle platform servo motor can control the movement of the throttle lever; determining whether the target engine thrust is increased, and if so, generating a movement instruction using the automatic thrust system to control the throttle platform servo motor to operate and move the throttle lever.

[0051] In this embodiment, under normal circumstances, in this flight phase, the throttle servo motor of the active throttle servo is powered off, and the automatic thrust control system of the present application cancels the power-off operation of the throttle servo motor in the takeoff thrust holding phase (ground speed greater than 80kts and altitude less than 400ft), which can also be referred to Figure 2 ,When the N1 target value calculated by FADEC during this stage increases with the aircraft’s speed and altitude, the servo motor can also continue to work, executing the throttle lever movement command of the automatic thrust calculation, controlling the engine N1 actual value to reach the N1 target value, reducing the control error, and improving the control accuracy.

[0052] In some embodiments, the thrust control method further includes: calculating a throttle lever movement value according to the movement instruction, and taking the current position of the throttle lever as the origin, and moving the throttle lever in a direction that increases the thrust as a positive direction; judging whether the throttle lever movement value is greater than zero, and if so, moving the throttle lever according to the throttle lever movement value; and if less than or equal to zero, assigning the throttle lever movement value to zero.

[0053] In this embodiment, if the throttle lever movement value is greater than zero, it indicates that the thrust of the aircraft will increase, and the thrust can be increased during the take-off phase. If the throttle lever movement value is less than zero, it indicates that the thrust of the aircraft will decrease. Therefore, in order to avoid the situation in which the automatic thrust system calculates the throttle lever movement instruction to reduce the thrust and sends it to the throttle station servo motor to control the throttle lever to retract and reduce the thrust, in this embodiment, when the throttle lever movement value is less than or equal to zero, the throttle lever movement value is assigned to zero.

[0054] By setting the automatic thrust system in this stage to only output electronic instructions for throttle lever movement greater than zero, it is ensured that no thrust reduction operation will occur during the critical takeoff stage. At the same time, since the throttle lever in this stage can be controlled by the servo motor operated by the automatic thrust system, when the N1 target value changes with the aircraft speed and altitude, the throttle lever can also respond in time, thereby improving the control accuracy of the engine N1 speed.

[0055] In some embodiments, the thrust control method during the reduced thrust takeoff phase further includes: determining whether the aircraft encounters wind shear; if so, controlling the throttle lever to a maximum thrust position through an automatic thrust system.

[0056] When encountering wind shear, the automatic thrust system can control the throttle lever to the maximum thrust position, eliminating the need for the pilot to manually control the throttle lever to the maximum thrust position, which can reduce the pilot's operational burden at critical stages.

[0057] In summary, in the thrust control method for the thrust reduction takeoff stage provided by the embodiment of the present application, the electronic instructions generated by the automatic thrust system directly compensate for the control deviation phenomenon caused by the dead zone phenomenon of the mechanical throttle platform. In addition, the power-off operation in the critical thrust holding stage of takeoff is cancelled, so that the throttle platform servo motor can respond to the control instructions of the automatic thrust system, thereby improving the control accuracy. At the same time, in order to prevent the automatic thrust system from generating electronic instructions that cause thrust reduction during the takeoff stage, the automatic thrust system is only allowed to output control instructions greater than 0. This not only improves the control accuracy of the engine thrust during the takeoff stage, but also ensures that the unsafe phenomenon of thrust reduction during the takeoff stage will not occur.

[0058] See also Figure 3 The embodiment of the present application also provides a thrust control system for the reduced thrust takeoff stage, including: a stage judgment module 1, used to judge whether the aircraft is in the reduced thrust takeoff stage; a thrust acquisition module 3, used to obtain the target engine thrust and the current engine thrust of the current position of the throttle lever if the judgment module judges that the aircraft is in the reduced thrust takeoff stage; a compensation instruction generation module 3, used to generate a compensation instruction using an automatic thrust system according to the target engine thrust and the current engine thrust; a thrust compensation module 4, used to send the compensation instruction to the full authority digital engine control system to compensate for the current engine thrust.

[0059] The thrust control system during the reduced thrust takeoff phase provided in this embodiment can calculate the speed compensation command of the electronic command through the automatic thrust system, and send it directly to the full authority digital engine control system without passing through the throttle platform mechanical device, thereby improving the control accuracy of the engine's target engine thrust speed.

[0060] In some embodiments, the compensation instruction generation module 3 includes: a difference calculation unit and an instruction generation unit, the difference calculation unit is used to calculate the difference between the target engine thrust and the current engine thrust; the instruction generation unit is used to generate a compensation instruction according to the difference.

[0061] In some embodiments, the instruction generation unit includes a judgment subunit, a difference compensation unit and a zero compensation unit; the judgment subunit is used to judge whether the difference is greater than zero; the difference compensation unit is used to generate a compensation instruction using the difference if the difference is greater than zero, and the compensation instruction is used to compensate the current engine thrust, and the compensation value is greater than or equal to the difference, so that the current engine thrust after compensation is greater than or equal to the target engine thrust; the zero compensation unit is used to generate a compensation instruction with a compensation of zero if the difference is less than or equal to zero.

[0062] In some embodiments, the thrust control system of the reduced thrust takeoff stage further includes: a judgment module, a power-on module and a throttle lever movement module; the stage judgment module is used to judge whether the aircraft is in the thrust holding stage of the reduced thrust takeoff stage; the power-on module is used to energize the throttle platform servo motor if it is in the thrust holding stage of the reduced thrust takeoff stage, so that the throttle platform servo motor can control the movement of the throttle lever; the throttle lever movement module is used to judge whether the thrust of the target engine increases, and if it increases, the automatic thrust system is used to generate a movement instruction to control the throttle platform servo motor to work and move the throttle lever.

[0063] In some embodiments, the thrust control system during the thrust reduction takeoff phase further includes: a throttle lever movement calculation module, configured to calculate a throttle lever movement value according to the movement instruction, and take the current position of the throttle lever as the origin, and take the direction in which the throttle lever moves to increase the thrust as the positive direction; determine whether the throttle lever movement value is greater than zero, and if so, move the throttle lever according to the throttle lever movement value; and if less than or equal to zero, assign the throttle lever movement value to zero.

[0064] In some embodiments, the thrust acquisition module 2 includes a receiving unit and an acquisition unit, the receiving unit is used to receive the takeoff thrust level and flexible temperature selected by the pilot using the flight management system, and to acquire the current position of the throttle lever using the throttle platform; the acquisition unit is used to calculate the target engine thrust according to the takeoff thrust level and the flexible temperature using the full authority digital engine control system, and to acquire the current engine thrust using the current position of the throttle lever.

[0065] In some embodiments, the thrust control system during the reduced thrust takeoff phase further includes: a wind shear control module, which is used to determine whether the aircraft encounters wind shear; if so, the throttle lever is controlled to the maximum thrust position through the automatic thrust system.

[0066] The present application embodiment provides an electronic device. Figure 4 The electronic device includes: a memory 601, a processor 602, and a computer program stored in the memory 601 and executable on the processor 602. When the processor 602 executes the computer program, the thrust control method for the thrust reduction takeoff phase described above is implemented.

[0067] Furthermore, the electronic device also includes: at least one input device 603 and at least one output device 604 .

[0068] The memory 601 , processor 602 , input device 603 and output device 604 are connected via a bus 605 .

[0069] The input device 603 may be a camera, a touch panel, a physical button or a mouse, etc. The output device 604 may be a display screen.

[0070] The memory 601 may be a high-speed random access memory (RAM) memory or a non-volatile memory, such as a disk memory. The memory 601 is used to store a set of executable program codes, and the processor 602 is coupled to the memory 601 .

[0071] Furthermore, the embodiment of the present application also provides a computer-readable storage medium, which may be disposed in the electronic device in each of the above embodiments, and the computer-readable storage medium may be the memory 601 in the above embodiments. The computer-readable storage medium stores a computer program, which, when executed by the processor 602, implements the thrust control method for the thrust reduction takeoff stage described in the above method embodiment.

[0072] Furthermore, the computer storable medium may also be a U disk, a mobile hard disk, a read-only memory (ROM), a RAM, a magnetic disk or an optical disk, or other medium that can store program codes.

[0073] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0074] The modules described as separate components may or may not be physically separated, and the components shown as modules may or may not be physical modules, that is, they may be located in one place or distributed on multiple network modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0075] In addition, each functional module in each embodiment of the present invention may be integrated into one processing module, or each module may exist physically separately, or two or more modules may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of software functional modules.

[0076] If the integrated module is implemented in the form of a software function module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention.

[0077] It should be noted that, for the convenience of description, the aforementioned method embodiments are all described as a series of action combinations, but those skilled in the art should be aware that the present invention is not limited by the described action sequence, because according to the present invention, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present invention.

[0078] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0079] In summary, although the present invention has been disclosed as above in terms of preferred embodiments, the above preferred embodiments are not intended to limit the present invention. A person skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be based on the scope defined in the claims.

Claims

1. A thrust control method for reduced thrust takeoff, characterized in that: include: Determine whether the aircraft is in the thrust reduction takeoff stage; If yes, then obtain the target engine thrust and the current engine thrust for the current position of the throttle lever; generating a compensation instruction using an automatic thrust system according to the target engine thrust and the current engine thrust; The compensation instruction is sent to a full authority digital engine control system to compensate for the current engine thrust.

2. The thrust control method for reduced thrust takeoff according to claim 1, characterized in that: The step of generating a compensation instruction by using an automatic thrust system according to the target engine thrust and the current engine thrust comprises: Calculating the difference between the target engine thrust and the current engine thrust; A compensation instruction is generated based on the difference.

3. The thrust control method during the thrust reduction takeoff phase according to claim 2, characterized in that: The step of generating a compensation instruction according to the difference comprises: Determining whether the difference is greater than zero; If yes, a compensation instruction is generated using the difference, wherein the compensation instruction is used to compensate the current engine thrust, and the compensation value is greater than or equal to the difference, so that the current engine thrust after compensation is greater than or equal to the target engine thrust; If not, a compensation instruction with compensation equal to zero is generated.

4. The thrust control method during the thrust reduction takeoff phase according to claim 1, characterized in that: The thrust control method further comprises: Determine whether the aircraft is in the thrust holding phase during the thrust reduction takeoff phase; If yes, the throttle platform servo motor is powered on so that the throttle platform servo motor can control the movement of the throttle lever; It is determined whether the thrust of the target engine is increased. If so, the automatic thrust system is used to generate a movement instruction to control the throttle platform servo motor to work and move the throttle lever.

5. The thrust control method during the thrust reduction takeoff phase according to claim 4, characterized in that: The thrust control method further comprises: Calculate the throttle lever movement value according to the movement instruction, take the current position of the throttle lever as the origin, and take the direction of the throttle lever moving to increase the thrust as the positive direction; It is determined whether the throttle lever movement value is greater than zero. If it is greater than zero, the throttle lever is moved according to the throttle lever movement value. If it is less than or equal to zero, the throttle lever movement value is assigned to zero.

6. The thrust control method during the thrust reduction takeoff phase according to claim 1, characterized in that: The step of obtaining the target engine thrust and the current engine thrust at the current position of the throttle lever comprises: Receive the pilot-selected takeoff thrust level and flexible temperature using the flight management system, and obtain the current position of the throttle lever using the throttle console; The target engine thrust is calculated by a full authority digital engine control system according to the takeoff thrust level and the flexible temperature, and the current engine thrust is obtained by using the current position of the throttle lever.

7. The thrust control method during the thrust reduction takeoff phase according to claim 1, characterized in that: The thrust control method in the thrust reduction takeoff phase also includes: Determine whether the aircraft encounters wind shear; If so, the throttle lever is controlled to the maximum thrust position through the automatic thrust system.

8. A thrust control system for takeoff with reduced thrust, characterized in that: include: The phase judgment module is used to judge whether the aircraft is in the thrust reduction takeoff phase; A thrust acquisition module, configured to acquire the target engine thrust and the current engine thrust at the current position of the throttle lever if the determination module determines that the aircraft is in a thrust reduction takeoff stage; A compensation instruction generating module, configured to generate a compensation instruction using an automatic thrust system according to the target engine thrust and the current engine thrust; The thrust compensation module is used to send the compensation instruction to the full authority digital engine control system to compensate for the current engine thrust.

9. An electronic device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the method described in any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method described in any one of claims 1 to 7 is implemented.

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