Aerial restarting control method for aero-engine

Abstract

The invention discloses an aero-engine air restart control method, computer equipment and a computer readable storage medium, which are used for preventing a rotor from being locked after an aero-engine stops in the air. The aero-engine air restarting control method comprises the steps that S1, the rotating speed of a high-pressure shaft and the rotating speed of a low-pressure shaft are obtained; s2, according to the rotating speed of the low-pressure shaft, the output rotating speed of an acceleration transmission device is obtained; s3, whether the rotating speed of the high-pressure shaft is smaller than the output rotating speed of the acceleration transmission device or not is judged, if yes, the step S4 is executed, and if not, the step S5 is executed; s4, enabling the acceleration transmission device to perform transmission so as to enable the acceleration transmission device to drive the high-pressure shaft; s5, judging whether the air starting envelope is located in the air starting envelope or not, if yes, executing the step S6, and if not, executing the step S3; s6, the acceleration transmission device is made to disconnect transmission, so that the acceleration transmission device does not drive the high-pressure shaft; and step S7, executing air start.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengine starting, and particularly relates to a method for controlling the in-air restart of an aeroengine, a computer device, and a computer-readable storage medium. Background Art

[0002] During the high-altitude flight of an aircraft, if the aeroengine accidentally stalls or is forced to stop for other reasons, in order to ensure the flight power and safe operation of the aircraft, an in-air restart of the engine is required. However, since the aircraft is above the in-air starting envelope at this time, the engine generally cannot be restarted directly successfully. To restart successfully, the aircraft needs to glide down below the in-air starting envelope while keeping the flight speed within the starting range. During the gliding process of the aircraft, the engine is in a windmilling state, the core engine speed drops rapidly, and there is still a large amount of residual heat inside. Due to the different materials and heat transfer conditions of the rotating components (such as rotors) and stationary components (such as casings and stators), the contraction rates of the rotating components and stationary components are also different. Since the internal flow rate is relatively small after the engine stops, the rotating components dissipate heat slowly, and the thermal expansion deformation persists, while the stationary components will cool and contract relatively quickly. The gap between the rotating components and the stationary components decreases, and even interference such as frictional contact and jamming occurs, resulting in the continuous reduction of the rotor speed to zero, and rotor locking occurs, which generally occurs at the tip and sealing of the high-pressure turbine. Once rotor locking occurs, the rotor of the aircraft still cannot rotate after gliding down below the in-air starting envelope, the engine cannot be started, and the in-air restart fails, endangering the flight safety of the aircraft.

[0003] In order to pursue performance such as high thrust, low fuel consumption, and low emissions, aeroengines often adopt a larger bypass ratio, more booster stage blades, and an annular combustion chamber design. This means that the engine has a larger size and weight, and correspondingly more accessory devices. The design features used to improve the engine's working performance and reduce pollution emissions significantly reduce the windmilling starting height-speed envelope, increase the time required for the in-air restart of the engine, and increase the risk of rotor locking during the in-air restart process. Summary of the Invention

[0004] The purpose of the present invention is to provide a method for controlling the in-air restart of an aeroengine, a computer device, and a computer-readable storage medium, which are used to avoid rotor locking after the aeroengine stops in the air.

[0005] In a first aspect, the present invention provides a method for controlling an in-flight restart of an aeroengine. According to an embodiment of the present invention, the method for controlling an in-flight restart of an aeroengine includes step S1. Obtain the rotational speeds of the high-pressure shaft and the low-pressure shaft; step S2. Obtain the output rotational speed of the acceleration transmission device according to the rotational speed of the low-pressure shaft; step S3. Determine whether the rotational speed of the high-pressure shaft is less than the output rotational speed of the acceleration transmission device. If so, execute step S4; if not, execute step S5; step S4. Drive the acceleration transmission device so that the acceleration transmission device drives the high-pressure shaft; step S5. Determine whether the flight altitude is within the in-flight start envelope. If so, execute step S6; if not, execute step S3; step S6. Disconnect the acceleration transmission device so that the acceleration transmission device does not drive the high-pressure shaft; and step S7. Perform an in-flight start.

[0006] In one or more embodiments, step S0. Determine whether the aeroengine has stopped and whether the flight altitude is greater than or equal to a height threshold. If so, execute step S1; if not, end.

[0007] In one or more embodiments, step S8. Determine whether the restart of the aeroengine is successful. If so, end; if not, execute step S7.

[0008] In one or more embodiments, in step S0, the height threshold is 35,000 feet.

[0009] In one or more embodiments, step S2 includes multiplying the rotational speed of the low-pressure shaft by the acceleration coefficient of the acceleration transmission device to obtain the output rotational speed of the acceleration transmission device.

[0010] In one or more embodiments, in step S2, the acceleration transmission device is a gear transmission device.

[0011] In one or more embodiments, step S4 further includes engaging the clutch assembly of the acceleration transmission device so that the acceleration transmission device is driven.

[0012] In one or more embodiments, step S6 further includes disconnecting the clutch assembly of the acceleration transmission device so that the acceleration transmission device is disconnected from driving.

[0013] In one or more embodiments, step S6 further includes disconnecting the separation protection assembly of the acceleration transmission device when the acceleration transmission device has not been disconnected from driving so that the acceleration transmission device is disconnected from driving.

[0014] Second aspect, the present invention provides a computer device. According to an embodiment of the present invention, the computer device includes a processor and a memory. The memory stores a computer program, and the processor is configured to run the computer program in the memory to implement the steps in the above-mentioned air restart control method for an aeroengine.

[0015] Third aspect, the present invention provides a computer-readable storage medium. According to an embodiment of the present invention, the computer-readable storage medium stores multiple instructions, and the instructions are suitable for being loaded by a processor to execute the steps in the above-mentioned air restart control method for an aeroengine.

[0016] Embodiments of the present invention at least have the following beneficial effects:

[0017] After the aeroengine stops, the aircraft glides down, still having huge kinetic energy. The high-speed airflow drives the fan assembly to keep rotating at a high speed. The aeroengine maintains the windmill state, and the acceleration transmission device transmits the rotational kinetic energy of the low-speed shaft to the high-speed shaft, driving the high-speed shaft to accelerate, maintaining the rotation of the high-speed shaft during the aircraft glide, accelerating the internal air flow, accelerating the internal heat dissipation, avoiding the continuous decrease of the rotor speed until rotor locking occurs during the aircraft glide, ensuring flight safety, and eliminating the need for an additional power source to drive the rotor to rotate. Description of the Drawings

[0018] The above and other features, properties, and advantages of the present invention will become more apparent from the following description in conjunction with the drawings and embodiments, where:

[0019] Figure 1 is a schematic diagram of an aeroengine;

[0020] Figure 2 is a schematic diagram of an acceleration transmission device;

[0021] Figure 3 is a flowchart of an air restart control method for an aeroengine;

[0022] Reference Signs:

[0023] 100 - Aeroengine;

[0024] 101 - Fan assembly;

[0025] 102 - Booster stage assembly;

[0026] 103 - High-pressure compressor assembly;

[0027] 104 - Combustion chamber assembly;

[0028] 105 - High-pressure turbine assembly;

[0029] 106 - Low-pressure turbine assembly;

[0030] 110 - Intermediate casing;

[0031] 120 - Low - pressure shaft;

[0032] 130 - High - pressure shaft;

[0033] 200 - Acceleration drive;

[0034] 201 - Acceleration component;

[0035] 202 - Clutch component;

[0036] 203 - Separation protection component. Detailed implementation manner

[0037] Now, reference will be made in detail to the embodiments of the present invention, one or more examples of which are shown in the accompanying drawings. Each example is provided to explain the present invention, not to limit the present invention. In fact, it will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the scope or spirit of the present invention. For example, features shown or described as part of one embodiment can be used with another embodiment to yield yet another embodiment. Accordingly, the present invention is intended to cover these modifications and variations that fall within the scope of the appended claims and their equivalents.

[0038] It should be noted that these and subsequent other drawings are only examples, and they are not drawn under the condition of equal proportion, and should not be used to limit the actual scope of protection required by the present invention.

[0039] Such as Figure 1As shown in the figure, when the aero-engine 100 is operating, air enters the engine through the intake duct and flows through the fan assembly 101 towards the booster stage assembly 102. The fan assembly 101 is connected to the booster stage assembly 102 through the intermediate casing 110. The compressed air enters the high-pressure compressor assembly 103 from the booster stage assembly 102, is further compressed and then flows towards the combustion chamber assembly 104, where it mixes with fuel. The mixture burns in the combustion chamber assembly 104 to form high-temperature and high-pressure gas, which successively passes through the high-pressure turbine assembly 105 and the low-pressure turbine assembly 106 and is discharged through the tail nozzle assembly. The low-pressure shaft 120 of the booster stage assembly 102 is also referred to as the low-speed rotating shaft. The high-pressure shaft 130 of the high-pressure compressor assembly 103 is also referred to as the high-speed rotating shaft. An acceleration transmission device 200 is provided between the low-pressure shaft 120 and the high-pressure shaft 130. The acceleration transmission device 200 is used for acceleration, and the input speed of the acceleration transmission device 200 is less than the output speed of the acceleration transmission device 200. The input end of the acceleration transmission device 200 is used to connect to the low-pressure shaft 120. The acceleration transmission device 200 is driven by the low-pressure shaft 120, and the speed of the low-pressure shaft 120 is the input speed of the acceleration transmission device 200. The output end of the acceleration transmission device 200 is used to connect to the high-pressure shaft 130. When the acceleration transmission device 200 is in transmission, the acceleration transmission device 200 drives the high-pressure shaft 130 to rotate and reaches the output speed of the acceleration transmission device 200. When the acceleration transmission device 200 is disconnected from transmission, the acceleration transmission device 200 does not drive the high-pressure shaft 130 to rotate. The normal state of the acceleration transmission device 200 is the disconnected transmission state. As Figure 2 As shown in the figure, the acceleration transmission device 200 can be a gear transmission device, such as a planetary gearbox. The acceleration transmission device 200 includes an acceleration assembly 201 and a clutch assembly 202. The acceleration assembly 201 is used to achieve the speed increase from the input speed to the output speed, so that the gear transmission device is greater than the input speed of the acceleration transmission device 200. The acceleration assembly 201 can include a planetary gear mechanism. The clutch assembly 202 is used to achieve the transmission and disconnection of the acceleration transmission device 200. The clutch assembly 202 can use an active control structure such as a manipulative clutch, and can include clutches such as a friction clutch, an air flexible clutch, and an electromagnetic clutch, to ensure a smooth and gentle connection between the low-pressure shaft 120 and the high-pressure shaft 130, and to avoid hard connection impact and damage to the shaft structure. The acceleration transmission device 200 can also include a separation protection assembly 203. The separation protection assembly 203 is used to disconnect the acceleration transmission device 200 from transmission. The separation protection assembly 203 can use a mechanical structure such as an automatic clutch, and can include clutches such as a safety clutch, a centrifugal clutch, and a directional clutch. When the clutch assembly 202 fails and the transmission of the acceleration transmission device 200 cannot be disconnected, the separation protection assembly 203 can disconnect the connection between the acceleration transmission device 200 and the high-pressure shaft 130 through a reliable mechanical structure.

[0040] As Figure 3As shown, the method for controlling the in-flight restart of an aero-engine may include step S0. Determine whether the aero-engine 100 has stopped and whether the flight altitude is greater than or equal to the altitude threshold. If so, execute step S1; if not, end. The purpose is to determine whether there is a risk of rotor lock in the aero-engine 100. The altitude threshold is related to the upper limit of the in-flight start envelope. The flight altitude being greater than or equal to the altitude threshold means that the flight altitude is much higher than the upper limit of the in-flight start envelope. The altitude threshold may be 35,000 feet. If the aero-engine 100 has stopped and the flight altitude is greater than the altitude threshold, it is determined that there is a risk of rotor lock in the aero-engine 100, and thus the subsequent step S1 is executed; otherwise, end.

[0041] As Figure 3 shown, the method for controlling the in-flight restart of an aero-engine further includes step S1. Obtain the rotational speeds of the high-pressure shaft 130 and the low-pressure shaft 120. The method for controlling the in-flight restart of an aero-engine may be executed by a full-authority digital engine control (FADEC) system, which is shown as FADEC in Figure 1 this figure. The full-authority digital engine control system can directly read the rotational speeds of the high-pressure shaft 130 and the low-pressure shaft 120. The rotational speed of the high-pressure shaft 130 can be represented by N2. The rotational speed of the low-pressure shaft 120 can be represented by N1.

[0042] As Figure 3 shown, the method for controlling the in-flight restart of an aero-engine further includes step S2. Obtain the output rotational speed of the acceleration transmission device 200 according to the rotational speed of the low-pressure shaft 120. The output rotational speed of the acceleration transmission device 200 can be obtained by multiplying the rotational speed of the low-pressure shaft 120 by the acceleration coefficient of the acceleration transmission device 200. The acceleration coefficient of the acceleration transmission device 200 can be represented by n, and the output rotational speed of the acceleration transmission device 200 can be represented by N1×n. The method for controlling the in-flight restart of an aero-engine may be executed by a full-authority digital engine control system. The full-authority digital engine control system can directly read the acceleration coefficient of the acceleration transmission device 200 and calculate the output rotational speed of the acceleration transmission device 200.

[0043] As Figure 3As shown, the in-flight restart control method for an aeroengine further includes step S3: determining whether the rotational speed of the high-pressure shaft 130 is less than the output rotational speed of the acceleration transmission device 200. If so, step S4 is executed; if not, step S5 is executed. Whether the rotational speed of the high-pressure shaft 130 is less than that of the acceleration transmission device 200 can be expressed as N2 < N1×n?. The purpose is to determine whether the high-pressure shaft 130 needs to be driven by the acceleration transmission device 200. If the rotational speed of the high-pressure shaft 130 is less than the output rotational speed of the acceleration transmission device 200, the transmission of the acceleration transmission device 200 can drive the high-pressure shaft 130 to accelerate, so subsequent step S4 is executed to make the acceleration transmission device 200 in a transmission state. If the rotational speed of the high-pressure shaft 130 is greater than or equal to the output rotational speed of the acceleration transmission device 200, the transmission of the acceleration transmission device 200 cannot drive the high-pressure shaft 130 to accelerate, so subsequent step S4 is skipped, the acceleration transmission device 200 is not made in a transmission state, and subsequent step S5 is executed. The in-flight restart control method for an aeroengine can be executed by a full-authority digital engine control system. The full-authority digital engine control system can perform a comparison operation on the rotational speed of the high-pressure shaft 130 and the output rotational speed of the acceleration transmission device 200 to determine whether the rotational speed of the high-pressure shaft 130 is less than the output rotational speed of the acceleration transmission device 200.

[0044] As Figure 3 shown, the in-flight restart control method for an aeroengine further includes step S4: making the acceleration transmission device 200 in a transmission state so that the acceleration transmission device 200 drives the high-pressure shaft 130. Before executing step S4, if the acceleration transmission device 200 is in a transmission state, step S4 makes the acceleration transmission device 200 maintain the transmission state. Before executing step S4, if the acceleration transmission device 200 is in a disengaged transmission state, step S4 makes the acceleration transmission device 200 change to a transmission state. The clutch assembly 202 of the acceleration transmission device 200 can be controlled to engage so that the acceleration transmission device 200 is in a transmission state, thereby driving the high-pressure shaft 130 to accelerate. Before executing step S4, if the clutch assembly 202 of the acceleration transmission device 200 is in an engaged state, step S4 makes the clutch assembly 202 of the acceleration transmission device 200 maintain the engaged state. Before executing step S4, if the clutch assembly 202 of the acceleration transmission device 200 is in a disengaged state, step S4 makes the clutch assembly 202 of the acceleration transmission device 200 change to an engaged state. The in-flight restart control method for an aeroengine can be executed by a full-authority digital engine control system. The full-authority digital engine control system can control the acceleration transmission device 200 to be in a transmission state. The full-authority digital engine control system can control the clutch assembly 202 of the acceleration transmission device 200 to engage.

[0045] After the aircraft engine 100 shuts down, the aircraft glides down, still having great kinetic energy. The high-speed airflow drives the fan assembly 101 to keep rotating at a high speed. The aircraft engine 100 always maintains the windmilling state. The acceleration transmission device 200 transmits the rotational kinetic energy of the low-speed shaft 120 to the high-speed shaft 130, driving the high-speed shaft 130 to accelerate, maintaining the rotation of the high-speed shaft 130 during the aircraft gliding down, accelerating the internal air flow, accelerating the internal heat dissipation, avoiding the continuous decrease of the rotor speed until rotor lock occurs during the aircraft gliding down, ensuring flight safety, and eliminating the need for an additional power source to drive the rotor to rotate.

[0046] As Figure 3 shown, the aircraft engine in-flight restart control method further includes step S5 of determining whether the flight altitude is within the in-flight start envelope. If so, step S6 is executed; if not, step S3 is executed. The purpose is to determine whether the flight altitude meets the requirements for in-flight start. If the flight altitude is within the in-flight start envelope, it means that the flight altitude meets the requirements for in-flight start, and then the subsequent step S6 is executed to disconnect the acceleration transmission device 200 for transmission, so as to execute the subsequent step S7 of in-flight start. If the flight altitude is not within the in-flight start envelope, it means that the flight altitude does not meet the requirements for in-flight start, and then step S3 is executed again to always maintain the speed of the high-speed shaft 130 until the flight altitude is within the in-flight start envelope and meets the requirements for in-flight start. The aircraft engine in-flight restart control method can be executed by a full-authority digital engine control system. The full-authority digital engine control system can directly read the flight altitude and compare it with the preset in-flight start envelope to determine whether the flight altitude is within the in-flight start envelope.

[0047] As Figure 3As shown, the in-air restart control method for an aeroengine further includes step S6. Disconnect the transmission of the acceleration transmission device 200 so that the acceleration transmission device 200 does not drive the high-pressure shaft 130. Before performing step S6, if the acceleration transmission device 200 is in a disconnected transmission state, then step S6 keeps the acceleration transmission device 200 in the disconnected transmission state. Before performing step S6, if the acceleration transmission device 200 is in a transmission state, then step S6 changes the acceleration transmission device 200 to a disconnected transmission state. The clutch assembly 202 of the acceleration transmission device 200 can be controlled to disconnect so that the acceleration transmission device 200 is in a disconnected transmission state, and thus does not drive the high-pressure shaft 130. Before performing step S6, if the clutch assembly 202 of the acceleration transmission device 200 is in a disconnected state, then step S6 keeps the clutch assembly 202 of the acceleration transmission device 200 in the disconnected state. Before performing step S6, if the clutch assembly 202 of the acceleration transmission device 200 is in an engaged state, then step S6 changes the clutch assembly 202 of the acceleration transmission device 200 to a disconnected state. If the clutch assembly 202 fails and causes the acceleration transmission device 200 to be unable to be in a disconnected transmission state, the separation protection assembly 203 of the acceleration transmission device 200 can be controlled to disconnect so that the acceleration transmission device 200 is in a disconnected transmission state, and thus does not drive the high-pressure shaft 130, avoiding the high-pressure shaft 130 driving the low-pressure shaft 120 in reverse after the aeroengine 100 restarts, and damaging the aeroengine 100. The separation protection assembly 203 can disconnect the connection between the acceleration transmission device 200 and the high-pressure shaft 130 through a reliable mechanical structure. The in-air restart control method for an aeroengine can be executed by a full-authority digital engine control system. The full-authority digital engine control system can control the acceleration transmission device 200 to be in a disconnected transmission state. The full-authority digital engine control system can control the clutch assembly 202 of the acceleration transmission device 200 to disconnect. The full-authority digital engine control system can control the separation protection assembly 203 of the acceleration transmission device 200 to disconnect.

[0048] As Figure 3 shown, the in-air restart control method for an aeroengine further includes step S7. Perform an in-air start. The in-air restart control method for an aeroengine can be executed by a full-authority digital engine control system. The full-authority digital engine control system can control the aeroengine 100 to execute a preset in-air start procedure.

[0049] As Figure 3As shown, the method for controlling the in-air restart of an aero-engine may further include step S8: determining whether the restart of the aero-engine 100 is successful. If so, the process ends; if not, step S7 is executed. The purpose is to determine whether an in-air start needs to be performed again. If the restart of the aero-engine 100 is successful, there is no need to perform an in-air start again, and the process ends. If the restart of the aero-engine 100 fails, an in-air start needs to be performed again. Therefore, step S7 is executed again until the restart of the aero-engine 100 is successful. The method for controlling the in-air restart of an aero-engine may be executed by a full-authority digital engine control system. The full-authority digital engine control system can directly read the operating state of the aero-engine 100 and compare the operating state of the aero-engine 100 with the idle running state to determine whether the restart of the aero-engine 100 is successful.

[0050] A computer device includes a processor and a memory. The memory stores a computer program, and the processor is configured to run the computer program in the memory to implement the steps in the above-described method for controlling the in-air restart of an aero-engine. As mentioned above, the computer device may be a full-authority digital engine control (FADEC) system.

[0051] A computer-readable storage medium stores multiple instructions, and the instructions are suitable for being loaded by a processor to execute the steps in the above-described method for controlling the in-air restart of an aero-engine. As mentioned above, the computer-readable storage medium may be a computer-readable storage medium of a full-authority digital engine control (FADEC) system.

[0052] The steps of the methods or algorithms described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in a RAM memory, a flash memory, a ROM memory, an EPROM memory, an EEPROM memory, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read from and write to the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and the storage medium may reside in the user terminal as discrete components.

[0053] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted via a computer-readable medium as one or more instructions or code. The computer-readable medium includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. The storage media may be any available media that can be accessed by a computer. By way of example and not limitation, such computer-readable media can include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of the medium. As used herein, disk and disc include compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk, and Blu-ray disc where disks typically reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0054] Although the present invention is disclosed above by way of embodiments, it is not intended to limit the present invention. Any person skilled in the art can make possible changes and modifications without departing from the spirit and scope of the present invention.

Claims

1. A method for controlling an aircraft engine to restart in mid-air, characterized in that include: Step S1. Obtaining the rotation speeds of the high-pressure shaft and the low-pressure shaft; Step S2. According to the rotation speed of the low-pressure shaft, the output rotation speed of the acceleration transmission device is obtained; Step S3. Determine whether the rotation speed of the high-pressure shaft is less than the output rotation speed of the acceleration transmission device, if so, execute step S4, if not, execute step S5; Step S4. The acceleration transmission device is driven so that the acceleration transmission device drives the high-pressure shaft; Step S5. Determine whether the flight altitude is within the air start envelope, if so, execute step S6, if not, execute step S3; Step S6. Disconnect the transmission of the acceleration transmission device so that the acceleration transmission device does not drive the high-pressure shaft; as well as Step S7: Execute air start.

2. The method for controlling an aircraft engine restart in mid-air according to claim 1, characterized in that Also includes: Step S0. Determine whether the aircraft engine is stopped and whether the flight altitude is greater than or equal to the altitude threshold. If so, execute step S1; if not, end.

3. The method for controlling an aircraft engine restart in mid-air according to claim 1, characterized in that Also includes: Step S8. Determine whether the aircraft engine restart is successful, if so, end, if not, execute the step S7.

4. The aircraft engine air restart control method according to claim 2, characterized in that: In step S0, the altitude threshold is 35,000 feet.

5. The aircraft engine air restart control method according to claim 1, characterized in that: The step S2 includes multiplying the rotation speed of the low-pressure shaft by the acceleration coefficient of the overdrive device to obtain the output rotation speed of the overdrive device.

6. The aircraft engine air restart control method according to claim 1, characterized in that: In the step S2, the acceleration transmission device is a gear transmission device.

7. The aircraft engine air restart control method according to claim 1, characterized in that: The step S4 further comprises engaging a clutch assembly of the speed-up transmission device to enable the speed-up transmission device to transmit.

8. The aircraft engine air restart control method according to claim 1, characterized in that: The step S6 further comprises disconnecting the clutch assembly of the acceleration transmission device so that the acceleration transmission device is disconnected from transmission.

9. The aircraft engine air restart control method according to claim 8, characterized in that: The step S6 further comprises disconnecting a separation protection component of the acceleration transmission device when the acceleration transmission device is not disconnected, so that the acceleration transmission device is disconnected.

10. A computer device, characterized in that: The computer device includes a processor and a memory, the memory stores a computer program, and the processor is used to run the computer program in the memory to implement the steps in the aircraft engine in-flight restart control method described in any one of claims 1 to 9.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a plurality of instructions, and the instructions are suitable for being loaded by a processor to execute the steps in the aircraft engine in-flight restart control method according to any one of claims 1 to 9.

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