Intelligent adjustment control system and method for power parameters of aircraft throttle lever

Abstract

The invention provides an intelligent adjustment control system and method for power parameters of an aircraft throttle lever, and the method comprises the steps: carrying out the combined evaluation of the current working state of an aircraft engine according to an aerodynamic load index of a current flight stage and a current thermal state index of the engine, and obtaining a state deviation index of the power output of the engine; generating a target power output curve by combining an engine life loss threshold and a flight safety envelope according to the flight mission type and the current flight stage of the aircraft, and further performing boundary constraint on the target power output curve to obtain a power parameter interval required to be maintained for realizing the flight mission of the current stage; and based on the state deviation index, feedback adjustment is conducted on the output power parameter of the aircraft throttle lever, so that the actual power output of the engine is continuously maintained in the power parameter interval till the task target of the current flight stage is completed. Based on the scheme, the power matching between the flight thrust and the engine state can be realized, so that the power durability of a flight task can be improved.

Description

Technical Field

[0001] This application relates to the field of aircraft control technology, and more specifically, to an intelligent control system and method for adjusting the power parameters of an aircraft throttle lever. Background Technology

[0002] The aircraft throttle lever is a core control component in the flight control system, used to precisely regulate the engine's power output. By pushing the throttle lever forward or pulling it back, the pilot directly controls the engine's fuel supply, thereby altering engine thrust and enabling active management of the aircraft's speed, rate of climb, and attitude. Its operational status directly determines the aircraft's power performance and flight status.

[0003] Traditional aircraft throttle control methods are based on simplified models with single or a few parameter feedbacks, which have inherent limitations at the physical level. Because they treat the aircraft's aerodynamic environment and the engine's thermodynamic state as independent subsystems, the aerodynamic loads experienced by the aircraft at different flight phases directly determine the thrust required to maintain flight attitude. The thermal stress generated by the engine to provide this thrust is closely related to its speed and intake conditions. Ignoring cross-domain coupling effects means the control system can only respond to short-term fluctuations in local variables, failing to determine whether the current power setting matches the overall flight state and engine structural load. As a result, control commands often prioritize one aspect over another, potentially forcing the engine to operate in a high-thermal-stress range for extended periods to maintain airspeed, or sacrificing necessary flight performance to protect the engine. This one-sided decision-making process makes it difficult to achieve the overall optimal operation of the power system. Therefore, how to achieve power matching between flight thrust and engine state to improve the power endurance of flight missions has become a challenge for the industry. Summary of the Invention

[0004] This application provides an intelligent adjustment control system and method for aircraft throttle lever power parameters, which can achieve power matching between flight thrust and engine status, thereby improving the power endurance of flight missions.

[0005] In a first aspect, this application provides an intelligent adjustment and control method for aircraft throttle lever power parameters, comprising the following steps: Monitor the aircraft's current flight status parameters, including flight altitude, airspeed, engine speed, and intake air temperature, to obtain aircraft flight information; Based on the flight altitude and airspeed in the aircraft flight information, the aerodynamic load index for the current flight phase is calculated. The current thermal state index of the engine is determined by the engine speed and intake air temperature in the aircraft flight information. Then, the current operating state of the aircraft engine is jointly evaluated based on the aerodynamic load index and the thermal state index to obtain the state deviation index of engine power output. By combining the aircraft's flight mission type and current flight phase with the engine life loss threshold and flight safety envelope, a target power output curve is generated. Then, boundary constraints are applied to the target power output curve to obtain the power parameter range required to achieve the flight mission in the current phase. The output power parameters of the aircraft throttle lever are adjusted based on the state deviation index to ensure that the actual power output of the engine is maintained within the power parameter range until the mission objective of the current flight phase is achieved.

[0006] In some embodiments, calculating the aerodynamic load index for the current flight phase based on the flight altitude and airspeed in the aircraft flight information specifically includes: Based on the flight altitude in the aircraft flight information, the standard atmospheric density at the current altitude is obtained by querying the standard atmospheric data table; Based on the airspeed and standard atmospheric density in the aircraft flight information, calculate the dynamic pressure for the current flight phase; The aerodynamic load index for the current flight phase is determined by comparing the dynamic pressure with the aircraft's wing reference area.

[0007] In some embodiments, determining the current thermal state index of the engine using the engine speed and intake air temperature from the aircraft flight information specifically includes: The engine speed percentage is calculated using the engine speed and the maximum permissible engine speed from the aircraft flight information. The engine's temperature ratio parameters are calculated using the intake air temperature and standard sea-level atmospheric temperature from the aircraft's flight information. The thermodynamic state of the aircraft engine is interpolated and mapped based on the speed percentage and the temperature ratio parameter, and the current thermodynamic state index of the engine is output.

[0008] In some embodiments, the current operating state of the aircraft engine is jointly evaluated based on the aerodynamic load index and the thermodynamic state index to obtain the state deviation index of engine power output, specifically including: Query the ideal range of aerodynamic load index and thermodynamic state index for the current flight phase; The aerodynamic load deviation is calculated using the aerodynamic load index and the ideal range of the aerodynamic load index. The thermal state deviation is calculated using the thermal state index and the ideal range of the thermal state index; The state deviation index of engine power output is determined based on the aerodynamic load deviation and the thermodynamic state deviation.

[0009] In some embodiments, generating a target power output curve by combining the aircraft's flight mission type and current flight phase with engine life loss thresholds and flight safety envelope specifically includes: Based on the aircraft's flight mission type and current flight phase, the corresponding baseline power curve is retrieved from the pre-stored baseline power curve database; Using the flight safety envelope as a hard constraint, the reference power curve is corrected to ensure that all flight state parameters derived from it are within the range defined by the flight safety envelope, thus obtaining a preliminary safety power curve. Using the engine life loss threshold as a soft constraint, the preliminary safe power curve is smoothed and optimized so that the predicted cumulative fatigue loss of the engine during the mission cycle is lower than the preset life loss threshold, thereby generating the target power output curve.

[0010] In some embodiments, applying boundary constraints to the target power output curve to obtain the power parameter range required to achieve the current stage of the flight mission specifically includes: Obtain the power range of the target power output curve within the current control cycle; Based on the engine's current speed, intake conditions, and stable combustion boundary, determine the upper and lower limits of the current available power to obtain the engine's available power range. The power range is compared and merged with the available power range to obtain the power parameter range required to achieve the current stage of the flight mission.

[0011] In some embodiments, feedback adjustment of the aircraft throttle lever output power parameters based on the state deviation index specifically includes: The state deviation index is mapped to a basic adjustment amount for the throttle lever angle; The rate and amplitude of the basic adjustment amount are limited to ensure that the change is smooth and does not exceed the physical limits of the throttle actuator, thereby obtaining a feasible throttle lever angle adjustment command. Based on the current throttle lever angle and the throttle lever angle adjustment command, a new target throttle lever angle is calculated and output, driving the throttle actuator to perform, thereby adjusting the actual power output of the engine.

[0012] Secondly, this application provides an intelligent adjustment and control system for aircraft throttle lever power parameters, used to execute an intelligent adjustment and control method for aircraft throttle lever power parameters, comprising an adjustment unit, the adjustment unit including: The monitoring module is used to monitor the aircraft's current flight status parameters, including flight altitude, airspeed, engine speed, and intake air temperature, to obtain aircraft flight information; The processing module is used to calculate the aerodynamic load index of the current flight phase based on the flight altitude and airspeed in the aircraft flight information, determine the current thermal state index of the engine through the engine speed and intake air temperature in the aircraft flight information, and then jointly evaluate the current working state of the aircraft engine based on the aerodynamic load index and the thermal state index to obtain the state deviation index of engine power output. The processing module is also used to generate a target power output curve by combining the aircraft's flight mission type and current flight phase with the engine life loss threshold and flight safety envelope, and then to perform boundary constraints on the target power output curve to obtain the power parameter range required to achieve the flight mission in the current phase. The execution module is used to adjust the output power parameters of the aircraft throttle lever based on the state deviation index, so that the actual power output of the engine is continuously maintained within the power parameter range until the mission objective of the current flight phase is achieved.

[0013] Thirdly, this application provides a computer device, the computer device including a memory and a processor, the memory storing code, and the processor being configured to acquire the code and execute the above-described intelligent adjustment and control method for aircraft throttle power parameters.

[0014] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described intelligent adjustment and control method for aircraft throttle lever power parameters.

[0015] The technical solutions provided by the embodiments disclosed in this application have the following beneficial effects: This application provides an intelligent control system and method for adjusting aircraft throttle power parameters. The system monitors the aircraft's current flight status parameters, including altitude, airspeed, engine speed, and intake air temperature, to obtain flight information. Based on the altitude and airspeed in the flight information, it calculates the aerodynamic load index for the current flight phase. Using the engine speed and intake air temperature from the flight information, it determines the engine's current thermodynamic state index. Then, based on the aerodynamic load index and the thermodynamic state index, it jointly evaluates the current operating state of the aircraft engine to obtain a state deviation index for engine power output. By combining the aircraft's flight mission type and current flight phase with the engine life loss threshold and flight safety envelope, it generates a target power output curve. Then, it applies boundary constraints to the target power output curve to obtain the power parameter range required to achieve the current flight mission objective. Based on the state deviation index, it performs feedback adjustment of the aircraft throttle output power parameters to ensure that the engine's actual power output remains within the power parameter range until the mission objective for the current flight phase is achieved.

[0016] Therefore, in this application, the output power parameters of the aircraft throttle lever are adjusted based on the state deviation index to ensure that the actual power output of the engine remains within the power parameter range until the mission objective of the current flight phase is achieved. First, determining the state deviation index provides a quantitative assessment of the degree of matching between the engine's actual operating state and the current flight environment requirements, thus providing precise feedback input for power adjustment and laying the foundation for adaptive control of the power system. The state deviation index, obtained by coupling the aerodynamic environment of the aircraft with the engine's own thermodynamic intensity, is a key criterion comprehensively characterizing whether the current thrust output matches flight requirements and whether the engine's operating point is within the efficient and safe window. This drives the throttle lever to perform proactive and preventative actions, rather than merely responding to power deviations with a lag, ensuring that the engine is always guided to an optimal operating point dynamically adapted to the flight phase, avoiding efficiency losses and structural damage caused by insufficient thrust or excessive power. Then, determining the power parameter range allows for a balance between mission objectives, flight safety, and engine performance. The feasible power output domain constrained by engine life is used to transform macro-level mission planning into micro-level execution commands, ensuring that optimal power output and safety are achieved at the physical level. By introducing a flight safety envelope as a hard constraint, it is ensured that no power command will induce the aircraft into dangerous states such as stall, overspeed, or overload. At the same time, by introducing an engine life loss threshold as a soft constraint, the rate of power change and extreme values ​​are smoothed and limited, effectively suppressing operations that may temporarily improve performance but will drastically accelerate low-cycle fatigue and thermal fatigue damage to the engine. The final output power parameter range is an achievable optimal power range limited within the framework of safety and durability. This allows the feedback regulator to operate within this authorized range, and all its control behaviors are automatically endowed with safety and durability guarantees. This eliminates short-sighted operations that sacrifice engine structural integrity in pursuit of a single performance indicator, which is a key guarantee mechanism for ensuring power durability at the control command level. In summary, based on the above scheme, power matching between flight thrust and engine status can be achieved, thereby improving the power durability of flight missions. Attached Figure Description

[0017] Figure 1 This is an exemplary flowchart of an intelligent adjustment and control method for aircraft throttle lever power parameters according to some embodiments of this application; Figure 2 This is an exemplary flowchart illustrating the determination of power parameter ranges according to some embodiments of this application; Figure 3 This is a schematic diagram of the structure of the adjustment unit shown in some embodiments of this application; Figure 4This is a schematic diagram of the structure of a computer device for implementing an intelligent adjustment and control method for aircraft throttle lever power parameters, according to some embodiments of this application. Detailed Implementation

[0018] To better understand the technical solution of this application, the technical solution of this application will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0019] refer to Figure 1 The figure is an exemplary flowchart of an intelligent adjustment and control method for aircraft throttle lever power parameters according to some embodiments of this application. The figure mainly includes the following steps: In step 101, the current flight status parameters of the aircraft are monitored, including flight altitude, airspeed, engine speed and intake air temperature, to obtain the aircraft flight information.

[0020] It should be noted that, in this application, aircraft flight information is a standardized data set used as the basis for subsequent intelligent control processes; flight state parameters are a set of physical quantities characterizing the instantaneous kinematic state of the aircraft and the core operating conditions of the engine; flight altitude is a scalar parameter representing the aircraft's vertical position relative to sea level; airspeed is a vector parameter representing the speed of the aircraft relative to its surrounding air medium; engine speed is a dynamic parameter representing the number of revolutions of the core rotor component of the aero-engine per unit time; and inlet temperature is a scalar parameter representing the static thermodynamic temperature of the air medium flowing into the aero-engine inlet duct or compressor inlet section.

[0021] In practice, synchronous data acquisition is achieved through a sensor network deployed at various locations on the aircraft fuselage and engines. Specifically, flight altitude is obtained by receiving and processing the measurement signal from the airborne altimeter via an air data computer; airspeed is derived by the air data computer by comprehensively processing the difference between total pressure and static pressure measured by the pitot tube; engine speed is obtained by generating a pulse frequency signal from a magnetic speed sensor mounted on the engine's main rotor, which is then converted by the engine's electronic controller; and intake air temperature is obtained by measuring the resistance change of a platinum resistance temperature sensor installed in the engine's intake duct and converting it into a standard electrical signal via a signal conditioning circuit. All sensor output signals are transmitted to the central processing unit (CPU) via the aircraft data bus. The CPU synchronously reads, formats, and packages the data according to a preset sampling period, ultimately combining the synchronously acquired and preprocessed multi-source parameter data into aircraft flight information.

[0022] In step 102, the aerodynamic load index for the current flight phase is calculated based on the flight altitude and airspeed in the aircraft flight information. The current thermal state index of the engine is determined by the engine speed and intake air temperature in the aircraft flight information. Then, the current operating state of the aircraft engine is jointly evaluated based on the aerodynamic load index and the thermal state index to obtain the state deviation index of the engine power output.

[0023] In some embodiments, the aerodynamic load index for the current flight phase can be calculated based on the flight altitude and airspeed in the aircraft flight information using the following steps: Based on the flight altitude in the aircraft flight information, the standard atmospheric density at the current altitude is obtained by querying the standard atmospheric data table; Based on the airspeed and standard atmospheric density in the aircraft flight information, calculate the dynamic pressure for the current flight phase; The aerodynamic load index for the current flight phase is determined by comparing the dynamic pressure with the aircraft's wing reference area.

[0024] It should be noted that, in this application, the aerodynamic load index is a dimensionless index that quantifies the relative magnitude of the aerodynamic load borne by the aircraft wing during the current flight phase; the standard atmospheric data table is a pre-set data comparison table describing the changes in atmospheric physical parameters with flight altitude following standard laws, including atmospheric density, atmospheric pressure, and atmospheric temperature; the standard atmospheric density is a physical parameter characterizing the mass of air per unit volume at a specified flight altitude under the international standard atmospheric model; dynamic pressure is a scalar parameter characterizing the hydrodynamic pressure generated by relative airflow motion of the aircraft under specified airspeed and atmospheric density conditions; and the wing reference area is a fixed geometric parameter characterizing the projected area of ​​the wing on a specified plane.

[0025] In practice, firstly, the flight altitude parameter value is obtained from the aircraft flight information. Using this flight altitude parameter value as an index, an interpolation query is performed in a pre-stored standard atmospheric data table to obtain the standard atmospheric density value that precisely corresponds to the current altitude. Then, the airspeed parameter value is obtained from the aircraft flight information. Based on the principles of fluid dynamics, the square of the airspeed value is multiplied by the standard atmospheric density value, and the product is multiplied by a proportionality factor of half. The calculated result is used as the dynamic pressure value for the current flight phase. Finally, a fixed value of the wing reference area is retrieved from the aircraft's inherent parameter database. The dynamic pressure value is multiplied by the wing reference area, and the product is compared with a preset reference load value. The result of the ratio calculation is used as the aerodynamic load index for the current flight phase.

[0026] In some embodiments, determining the current thermal state index of the engine using the engine speed and intake air temperature from the aircraft flight information can be achieved through the following steps: The engine speed percentage is calculated using the engine speed and the maximum permissible engine speed from the aircraft flight information. The engine's temperature ratio parameters are calculated using the intake air temperature and standard sea-level atmospheric temperature from the aircraft's flight information. The thermodynamic state of the aircraft engine is interpolated and mapped based on the speed percentage and the temperature ratio parameter, and the current thermodynamic state index of the engine is output.

[0027] It should be noted that, in this application, the thermodynamic state index is a single index that quantifies the load and thermal stress level corresponding to the current thermodynamic state of the engine; the maximum permissible speed is a fixed limit parameter characterizing the highest rotor speed at which the aero-engine can operate safely for a short period of time under structural strength and safety constraints; the speed percentage is a dimensionless parameter used to represent the relative proportion of the engine's current speed to its maximum permissible speed relative to the load level; the standard sea-level atmospheric temperature is a reference value of static air temperature at sea level used as the benchmark for aero-engine thermodynamic calculations; the temperature ratio parameter is a dimensionless thermodynamic parameter characterizing the degree of deviation of the engine's intake air temperature from the standard sea-level atmospheric temperature; and the thermodynamic state represents the physical condition of the energy level and stress characteristics of the internal working medium of the engine under the combined conditions of the current speed and intake air temperature, wherein the internal working medium includes air and fuel gas.

[0028] In practice, firstly, real-time engine speed measurements are obtained from aircraft flight information. This measured value is then compared with a pre-stored maximum permissible speed value from the engine performance database. The ratio is then multiplied by 100%, and the result is used as the engine speed percentage representing the relative load. Secondly, real-time intake air temperature measurements are obtained from aircraft flight information. This measured value is then compared with a standard sea-level atmospheric temperature value used as a reference, and the result is used as the temperature ratio parameter representing the thermodynamic characteristics of the intake conditions. Finally, the engine speed percentage and temperature ratio parameter are used as two-dimensional inputs and bilinear interpolation is performed in a pre-stored engine thermodynamic state mapping table established using engine bench test data. This mapping table establishes a correspondence between the combination of engine speed and temperature ratio inputs and the quantified output of the thermodynamic state. The result of the interpolation mapping calculation is then output as the engine's current thermodynamic state index.

[0029] In some embodiments, the current operating state of the aircraft engine is jointly evaluated based on the aerodynamic load index and the thermodynamic state index to obtain the state deviation index of the engine power output, which can be achieved by the following steps: Query the ideal range of aerodynamic load index and thermodynamic state index for the current flight phase; The aerodynamic load deviation is calculated using the aerodynamic load index and the ideal range of the aerodynamic load index. The thermal state deviation is calculated using the thermal state index and the ideal range of the thermal state index; The state deviation index of engine power output is determined based on the aerodynamic load deviation and the thermodynamic state deviation.

[0030] It should be noted that, in this application, the state deviation index is a comprehensive evaluation value characterizing the severity of the overall deviation of the aerodynamic load and thermodynamic state from the ideal operating state; the ideal range of the aerodynamic load index is used to define the upper and lower boundary values ​​of the aerodynamic load index fluctuation allowed to maintain optimal flight performance and aerodynamic efficiency within a specified flight phase; the ideal range of the thermodynamic state index is used to define the upper and lower boundary values ​​of the thermodynamic state index fluctuation allowed to ensure efficient and stable engine operation and structural life within a specific flight phase; the aerodynamic load deviation is a non-negative scalar parameter used to quantify the degree to which the current actual aerodynamic load index deviates from its corresponding ideal range; and the thermodynamic state deviation is a non-negative scalar parameter used to quantify the degree to which the current actual thermodynamic state index deviates from its corresponding ideal range.

[0031] In practice, firstly, based on the current flight phase signal provided by the flight management computer, the ideal ranges of the aerodynamic load index and the thermodynamic state index corresponding to the flight phase are retrieved from the pre-stored flight phase-performance envelope correspondence in the database. Both ideal ranges are defined by a lower limit and an upper limit. Secondly, the current aerodynamic load index is compared with the retrieved ideal ranges. If the current aerodynamic load index is within the ideal range, the aerodynamic load deviation is set to zero. If it exceeds the ideal range, the absolute distance between the current aerodynamic load index and the nearest boundary value (upper or lower limit) of the ideal range is calculated and set as the absolute distance. The absolute distance is used as the aerodynamic load deviation. Then, the current thermodynamic state index is compared with the ideal range of the thermodynamic state index. If the current thermodynamic state index is within the ideal range, the thermodynamic state deviation is set to zero. If it exceeds the ideal range of the thermodynamic state index, the absolute distance between the current thermodynamic state index and the nearest boundary value (upper or lower limit) of the ideal range of the thermodynamic state is calculated, and this absolute distance is used as the thermodynamic state deviation. Finally, the aerodynamic load deviation and the thermodynamic state deviation are multiplied by their respective preset weighting coefficients. The two weighted deviation values ​​are summed in squares, and the square root of the sum of squares is taken as the state deviation index of the engine power output.

[0032] In step 103, a target power output curve is generated by combining the aircraft's flight mission type and current flight phase with the engine life loss threshold and flight safety envelope. Then, boundary constraints are applied to the target power output curve to obtain the power parameter range required to achieve the flight mission in the current phase.

[0033] In some embodiments, generating a target power output curve by combining the aircraft's flight mission type and current flight phase with engine life loss thresholds and flight safety envelope can be achieved through the following steps: Based on the aircraft's flight mission type and current flight phase, the corresponding baseline power curve is retrieved from the pre-stored baseline power curve database; Using the flight safety envelope as a hard constraint, the reference power curve is corrected to ensure that all flight state parameters derived from it are within the range defined by the flight safety envelope, thus obtaining a preliminary safety power curve. Using the engine life loss threshold as a soft constraint, the preliminary safe power curve is smoothed and optimized so that the predicted cumulative fatigue loss of the engine during the mission cycle is lower than the preset life loss threshold, thereby generating the target power output curve.

[0034] It should be noted that, in this application, the target power output curve is a control target used to simultaneously satisfy both flight safety hard constraints and engine life soft constraints, resulting in an optimized engine power output change trajectory; the flight mission type is a category identifier used to distinguish the overall objectives of the mission performed by the aircraft, including cruise, climb, maneuver, and landing; the basic power curve database is a preset data set used to store the relationship between the baseline engine power and time or flight state changes associated with different flight mission types and flight phase combinations; the baseline power curve is an engine power output change trajectory planned under standard conditions to complete a specified flight mission phase, serving as the initial target for power adjustment; the flight safety envelope is a set of absolute allowable boundaries for various flight state parameters that ensure safe flight in terms of structural strength, aerodynamic characteristics, and handling characteristics, including airspeed, overload, and altitude; the preliminary safe power curve is the power output change trajectory obtained after the baseline power curve is first corrected under conditions that satisfy all hard constraints of the flight safety envelope; and the engine life loss threshold is a preset threshold used to limit the maximum allowable cumulative fatigue damage of key engine components within a single mission or a specific time interval.

[0035] In practice, the process begins by receiving the flight mission type and current flight phase signal from the flight management system. This signal serves as the joint query key, retrieving and calling a corresponding baseline power curve from the baseline power curve database stored in non-volatile memory. Then, based on the aircraft dynamics model, the system forward-engineers all key flight state parameters that would result from executing this baseline power curve. These predicted parameters are then compared one by one with the parameter boundaries specified by the flight safety envelope loaded from the flight manual data. Any segment of the baseline power curve that would cause the predicted parameters to exceed the flight safety envelope is subject to power limiting correction, resulting in a preliminary safe power curve for the entire flight. Finally, an engine life prediction model based on Miner's linear cumulative damage theory is integrated. This model calculates the cumulative engine fatigue loss within the mission cycle based on the preliminary safe power curve and the corresponding engine state sequence. Existing optimization algorithms are used to adjust the power change rate of the curve to smooth power jumps, reduce low-cycle fatigue damage, and ensure that the predicted cumulative loss is below a preset engine life loss threshold. The optimized result is then used as the target power output curve.

[0036] In some embodiments, boundary constraints are applied to the target power output curve to obtain the power parameter range required to maintain the current stage of the flight mission, with reference to... Figure 2 The diagram is a flowchart illustrating the determination of power parameter ranges in some embodiments of this application. In this embodiment, the determination of power parameter ranges can be achieved using the following steps: In step 1031, the power range of the target power output curve within the current control cycle is obtained; In step 1032, the upper and lower limits of the current available power are determined based on the engine's current speed, intake conditions, and engine stable combustion boundary, thus obtaining the engine's available power range. In step 1033, the power range is compared and merged with the available power range to obtain the power parameter range required to achieve the flight mission in the current stage.

[0037] It should be noted that, in this application, the power parameter range is the allowable fluctuation range of engine power output determined after taking into account both the mission objective and the engine's real-time capability; the control cycle is a time parameter used to define the fixed time interval between two consecutive calculations and output commands of the digital control system; the power range is a range of power values ​​consisting of the engine power target value planned by the target power output curve and its allowable upper and lower fluctuation limits within the current control cycle; the intake conditions are a set of parameters characterizing the physical state of the air flowing into the engine, including intake pressure and intake temperature; the engine stable combustion boundary is the physical boundary used to define the lean and rich limits of the main combustion chamber of the aero-engine that can maintain stable and continuous combustion without flameout or violent oscillation; and the usable power range is the range consisting of the upper and lower limits of the power output that the engine can actually safely provide under the premise of satisfying its own structural strength and operational stability.

[0038] In practice, firstly, a small segment of the curve corresponding to the current control cycle time point (within 5 seconds by default) is extracted from the target power output curve, and the maximum and minimum power values ​​on this small segment are extracted to form the power range within the current control cycle. Then, based on the current speed and intake conditions (including intake pressure and intake temperature) provided in real time by the engine electronic controller, the engine performance model is queried to obtain the maximum available power of the engine under the current state. The minimum available power to ensure no engine shutdown is selected based on the engine stable combustion boundary model. The range from the minimum available power to the maximum available power is taken as the available power range of the engine. Finally, the power range and the available power range are logically compared. The common overlapping part of the two ranges is taken, that is, the smaller value of the upper limit of the two ranges is taken as the upper limit of the merged range, and the larger value of the lower limit of the two ranges is taken as the lower limit of the merged range. If the two ranges do not overlap, the safety of the available power range is prioritized. The range obtained after this comparison and merging is taken as the power parameter range required to achieve the flight mission in the current stage.

[0039] In step 104, the output power parameters of the aircraft throttle lever are adjusted based on the state deviation index to keep the actual power output of the engine within the power parameter range until the mission objective of the current flight phase is achieved.

[0040] In some embodiments, feedback adjustment of the aircraft throttle lever output power parameters based on the state deviation index can be achieved using the following steps: The state deviation index is mapped to a basic adjustment amount for the throttle lever angle; The rate and amplitude of the basic adjustment amount are limited to ensure that the change is smooth and does not exceed the physical limits of the throttle actuator, thereby obtaining a feasible throttle lever angle adjustment command. Based on the current throttle lever angle and the throttle lever angle adjustment command, a new target throttle lever angle is calculated and output, driving the throttle actuator to perform, thereby adjusting the actual power output of the engine.

[0041] It should be noted that in this application, the basic adjustment amount is the theoretical change value of the throttle lever angle without physical limitation; the rate limit is used to limit the maximum permissible change of the throttle lever angle command per unit time; the amplitude limit is used to limit the maximum permissible range of change of a single adjustment of the throttle lever angle command; the physical limit of the throttle actuator is used to describe the inherent capability boundary of the throttle lever control mechanism in terms of mechanical structure, drive power, and response speed; the throttle lever angle adjustment command is the throttle lever angle change value used to drive the throttle actuator; the current throttle lever angle is used to represent the actual throttle lever angle position measured by the throttle lever position sensor at the moment before the new command is issued; and the target throttle lever angle is the throttle lever angle position used as the target of the throttle actuator motion control.

[0042] In practice, firstly, the state deviation index is input into a preset proportional mapping function, which converts the value of the state deviation index into an unrestricted base adjustment amount proportionally. Then, rate and amplitude limits are sequentially applied to the base adjustment amount. The rate limit is achieved by comparing whether the difference between the base adjustment amount and the command of the previous control cycle exceeds the product of the actuator's maximum angular velocity and the control cycle. The amplitude limit is achieved by comparing whether the absolute value of the base adjustment amount exceeds the actuator's maximum single-step stroke. Values ​​exceeding the limits are truncated, thereby generating a safe and feasible throttle lever angle adjustment command. Finally, the current throttle lever angle fed back by the throttle lever angle sensor is read, and it is algebraically added to the limited throttle lever angle adjustment command to calculate the new target throttle lever angle. This angle value is then sent to the throttle actuator through the servo drive circuit, driving it to move to the designated position, thereby completing the closed-loop regulation of the engine's actual power output.

[0043] Furthermore, in another aspect of this application, in some embodiments, this application provides an intelligent adjustment and control system for aircraft throttle lever power parameters. This intelligent adjustment and control system includes an adjustment unit, referencing... Figure 3 The figure is a schematic diagram of the structure of an adjustment unit according to some embodiments of this application. The adjustment unit includes a monitoring module 201, a processing module 202, and an execution module 203, which are described below: The monitoring module 201 in this application is mainly used to monitor the current flight status parameters of the aircraft, including flight altitude, airspeed, engine speed and intake air temperature, and to obtain aircraft flight information. Processing module 202, in this application, is used to calculate the aerodynamic load index of the current flight phase based on the flight altitude and airspeed in the aircraft flight information, determine the current thermal state index of the engine through the engine speed and intake air temperature in the aircraft flight information, and then jointly evaluate the current working state of the aircraft engine based on the aerodynamic load index and the thermal state index to obtain the state deviation index of engine power output. It should be noted that the processing module 202 is also used to generate a target power output curve by combining the aircraft's flight mission type and current flight phase with the engine life loss threshold and flight safety envelope, and then to perform boundary constraints on the target power output curve to obtain the power parameter range required to achieve the flight mission in the current phase. The execution module 203 in this application is mainly used to adjust the output power parameters of the aircraft throttle lever based on the state deviation index, so that the actual power output of the engine is continuously maintained within the power parameter range until the mission objective of the current flight phase is completed.

[0044] The foregoing has detailed examples of the intelligent adjustment control system and method for aircraft throttle power parameters provided in the embodiments of this application. It is understood that the corresponding device, in order to achieve the above functions, includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0045] In some embodiments, this application also provides a computer device, the computer device including a memory and a processor, the memory for storing a computer program, and the processor for calling and running the computer program from the memory, so that the computer device executes the above-described intelligent adjustment and control method for aircraft throttle lever power parameters.

[0046] In some embodiments, reference Figure 4 The dashed lines in the figure indicate that the unit or module is optional. This figure is a structural schematic diagram of a computer device for implementing an intelligent adjustment and control method for aircraft throttle power parameters according to an embodiment of this application. The intelligent adjustment and control method for aircraft throttle power parameters described in the above embodiments can... Figure 4The computer device shown is used to implement this, and the computer device includes at least one processor 301, a memory 302 and at least one communication unit 305. The computer device may be a terminal device, a server or a chip.

[0047] Processor 301 can be a general-purpose processor or a special-purpose processor. For example, processor 301 can be a central processing unit (CPU), which can be used to control computer devices, execute software programs, and process data from software programs. The computer device may also include a communication unit 305 for inputting (receiving) and outputting (transmitting) signals.

[0048] For example, the computer device may be a chip, and the communication unit 305 may be the input and / or output circuit of the chip, or the communication unit 305 may be the communication interface of the chip, which may be a component of a terminal device, network device or other device.

[0049] For example, the computer device may be a terminal device or a server, and the communication unit 305 may be a transceiver of the terminal device or the server, or the communication unit 305 may be a transceiver circuit of the terminal device or the server.

[0050] The computer device may include one or more memories 302 storing a program 304. The program 304 can be executed by a processor 301 to generate instructions 303, causing the processor 301 to execute the method described in the above method embodiments according to the instructions 303. Optionally, the memory 302 may also store data (such as a target audit model). Optionally, the processor 301 may also read data stored in the memory 302, which may be stored at the same storage address as the program 304, or it may be stored at a different storage address than the program 304.

[0051] The processor 301 and memory 302 can be configured separately or integrated together, for example, integrated on the system on chip (SOC) of the terminal device.

[0052] It should be understood that each step of the above method embodiment can be completed by hardware logic circuits or software instructions in the processor 301. The processor 301 can be a CPU, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0053] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0054] For example, in some embodiments, this application also provides a computer-readable storage medium storing instructions or code that, when executed on a computer, cause the computer to implement the above-described intelligent adjustment and control method for aircraft throttle power parameters.

[0055] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0056] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. An intelligent adjustment control method for power parameters of an aircraft throttle lever, characterized in that, The method comprises the following steps: monitoring current flight state parameters of the aircraft, including flight altitude, airspeed, engine speed and intake temperature, to obtain aircraft flight information; calculating an aerodynamic load index of the current flight phase according to the flight altitude and airspeed in the aircraft flight information, determining an engine current thermodynamic state index through the engine speed and intake temperature in the aircraft flight information, and then jointly evaluating the current working state of the aircraft engine according to the aerodynamic load index and the thermodynamic state index to obtain a state deviation index of engine power output; generating a target power output curve by combining the flight mission type and the current flight phase of the aircraft with the engine life consumption threshold and the flight safety envelope, and then performing boundary constraint on the target power output curve to obtain a power parameter interval required to maintain the current phase flight mission; feedback adjusting the output power parameter of the aircraft throttle lever based on the state deviation index, so that the actual power output of the engine is continuously maintained within the power parameter interval until the task target of the current flight phase is completed.

2. The method of claim 1, wherein, The calculation of the aerodynamic load index of the current flight phase according to the flight altitude and airspeed in the aircraft flight information specifically comprises: obtaining the standard atmospheric density at the current altitude by querying the standard atmospheric data table according to the flight altitude in the aircraft flight information; calculating the dynamic pressure of the current flight phase based on the airspeed in the aircraft flight information and the standard atmospheric density; determining the aerodynamic load index of the current flight phase by the dynamic pressure and the wing reference area of the aircraft.

3. The method of claim 1, wherein, The determination of the engine current thermodynamic state index through the engine speed and intake temperature in the aircraft flight information specifically comprises: calculating the engine speed percentage through the engine speed in the aircraft flight information and the maximum allowable speed of the engine; calculating the temperature ratio parameter of the engine through the intake temperature in the aircraft flight information and the standard sea level atmospheric temperature; interpolating and mapping the thermodynamic state of the aircraft engine according to the speed percentage and the temperature ratio parameter to output the engine current thermodynamic state index.

4. The method of claim 1, wherein, The joint evaluation of the current working state of the aircraft engine according to the aerodynamic load index and the thermodynamic state index to obtain the state deviation index of engine power output specifically comprises: querying the ideal range of the aerodynamic load index and the ideal range of the thermodynamic state index of the current flight phase; calculating the aerodynamic load deviation through the aerodynamic load index and the ideal range of the aerodynamic load index; calculating the thermodynamic state deviation through the thermodynamic state index and the ideal range of the thermodynamic state index; determining the state deviation index of engine power output according to the aerodynamic load deviation and the thermodynamic state deviation.

5. The method of claim 1, wherein, The generation of the target power output curve by combining the flight mission type and the current flight phase of the aircraft with the engine life consumption threshold and the flight safety envelope specifically comprises: calling the corresponding reference power curve from the pre-stored basic power curve database according to the flight mission type and the current flight phase of the aircraft; The flight safety envelope is taken as a hard constraint to correct the reference power curve, to ensure that all flight state parameters output by the reference power curve are within the range defined by the flight safety envelope, and to obtain a preliminary safe power curve; The engine life consumption threshold is taken as a soft constraint to smooth and optimize the preliminary safe power curve, so that the predicted cumulative fatigue consumption of the engine in a mission cycle is lower than the preset life consumption threshold, and then a target power output curve is generated.

6. The method of claim 1, wherein, The target power output curve is subjected to boundary constraint to obtain a power parameter interval required to be maintained for the current stage flight mission, which specifically includes: obtaining a power interval of the target power output curve in the current control cycle; determining the upper limit and the lower limit of the current available power according to the current speed of the engine, the intake condition and the stable combustion boundary of the engine, to obtain an available power interval of the engine; comparing and merging the power interval and the available power interval to obtain the power parameter interval required to be maintained for the current stage flight mission.

7. The method of claim 1, wherein, The feedback adjustment of the output power parameter of the aircraft throttle lever based on the state deviation index specifically includes: mapping the state deviation index to a basic adjustment amount of the throttle lever angle; rate limiting and amplitude limiting the basic adjustment amount to ensure that the change is smooth and does not exceed the physical limit of the throttle actuator, to obtain a feasible throttle lever angle adjustment instruction; calculating and outputting a new target throttle lever angle according to the current throttle lever angle and the throttle lever angle adjustment instruction, to drive the throttle actuator to execute, so as to adjust the actual power output of the engine.

8. An aircraft throttle lever power parameter intelligent adjustment control system for performing the aircraft throttle lever power parameter intelligent adjustment control method according to any one of claims 1 to 7, comprising an adjustment unit, characterized in that, The adjustment unit includes: a monitoring module for monitoring the current flight state parameters of the aircraft, including the flight altitude, the airspeed, the engine speed and the intake temperature, to obtain the flight information of the aircraft; a processing module for calculating the aerodynamic load index of the current flight stage according to the flight altitude and the airspeed in the flight information of the aircraft, determining the thermal state index of the engine according to the engine speed and the intake temperature in the flight information of the aircraft, and then jointly evaluating the current working state of the aircraft engine according to the aerodynamic load index and the thermal state index, to obtain the state deviation index of the engine power output; the processing module is further configured to generate a target power output curve by combining the flight mission type and the current flight stage of the aircraft with the engine life consumption threshold and the flight safety envelope, and then to perform boundary constraint on the target power output curve to obtain the power parameter interval required to be maintained for the current stage flight mission; an execution module for feedback adjusting the output power parameter of the aircraft throttle lever based on the state deviation index, so that the actual power output of the engine is continuously maintained within the power parameter interval until the task target of the current flight stage is completed.

9. A computer device, comprising: The computer device includes a memory and a processor, the memory stores code, and the processor is configured to obtain the code and execute the aircraft throttle lever power parameter intelligent adjustment control method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, the computer program comprising instructions that, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 9. The computer program is executed by a processor to implement the intelligent adjustment control method of the power parameter of the aircraft throttle lever as claimed in any one of claims 1 to 7.

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