Active throttle stand thrust control method and system

Abstract

The application discloses a method and system for thrust control of a throttle, comprising determining a thrust reduction level of a soft card of a thrust reduction take-off, the thrust reduction level being one of a plurality of thrust reduction levels, each of the plurality of thrust reduction levels being associated with a different rated thrust reduction; determining a first thrust curve of a first stroke and a second thrust curve of a second stroke of the throttle based on the rated thrust reduction associated with the thrust reduction level. Embodiments of the application can adapt to take-off / rejection in different working conditions in multiple environments, and can implement different thrust control strategies in different scenarios.

Description

Technical Field

[0001] This application relates to the field of aircraft, and more particularly to an active throttle thrust control method and system. Background Technology

[0002] Aircraft throttle consoles are mainly divided into two types: passive and active. The core principle of both is to control engine thrust through the mechanical displacement or electrical signal of the throttle lever. For passive throttle consoles, when the pilot pushes or pulls the throttle lever, a position signal is sent to the engine control system (EEC) via internal gears, linkages, or fly-by-wire sensors. Active throttle consoles integrate servo drives and clutch mechanisms. In manual mode, the pilot operates the throttle and provides force feedback; in automatic mode, the servo motor actively drives the throttle lever according to automatic thrust commands, synchronously reflecting the actual thrust status of the engine.

[0003] To indicate critical thrust settings such as idle and takeoff / go-around (TOGA), mechanical hard or soft latches can be set for specific travels to provide physical tactile feedback to the pilot. Existing active throttle consoles lack flexibility in thrust setting, making it difficult to meet the refined control requirements of different environments or operating conditions.

[0004] Therefore, there is a need in this field to improve active throttle thrust control methods and systems. Summary of the Invention

[0005] This application discloses an active throttle thrust control method and system, including determining the thrust reduction level of a thrust-reduced takeoff soft-lock position, and determining a first thrust curve for the first segment of the active throttle's stroke and a second thrust curve for the second segment of the stroke based on the rated thrust reduction associated with the thrust reduction level. The embodiments of this application can adapt to takeoff / go-around conditions in various environments and can implement different thrust control strategies in different scenarios.

[0006] In one embodiment of this application, an active throttle thrust control method is provided, comprising: determining the thrust reduction level of a thrust-reduced takeoff soft mount, wherein the thrust reduction level is one of a plurality of thrust reduction levels, each of the plurality of thrust reduction levels being associated with a different rated thrust reduction; and determining a first thrust curve for a first segment of the active throttle travel and a second thrust curve for a second segment of the travel based on the rated thrust reduction associated with the thrust reduction level of the thrust-reduced takeoff soft mount, wherein the first segment of the travel is from idle mount to the thrust-reduced takeoff soft mount, and the second segment of the travel is from the thrust-reduced takeoff soft mount to takeoff / go-around mount.

[0007] In one alternative implementation, the slope of the first thrust curve for the first segment of the stroke is determined based on the rated idle thrust of the idle position and the rated reduced thrust of the reduced-thrust takeoff soft position, and the slope of the second thrust curve for the second segment of the stroke is determined based on the rated reduced thrust of the reduced-thrust takeoff soft position and the rated thrust of the takeoff / go-around position.

[0008] In one optional implementation, determining the thrust reduction level of the thrust-reduced takeoff soft mount includes: receiving an input command corresponding to the thrust reduction level of the thrust-reduced takeoff soft mount; and determining the thrust reduction level of the thrust-reduced takeoff soft mount based on the input command.

[0009] In one optional implementation, the active throttle thrust control method further includes: selecting a flexible temperature superimposed on the rated thrust reduction based on at least one of airport environment, aircraft status, and runway conditions to generate a superimposed thrust reduction, wherein the superimposed thrust reduction is less than the rated thrust reduction.

[0010] In an optional implementation, the active throttle thrust control method further includes, in manual throttle mode, in response to the actuation of the throttle lever of the active throttle platform: based on the throttle lever angle of the active throttle platform being in the first stroke, generating a thrust control command corresponding to the throttle lever angle according to the first thrust curve; or, based on the throttle lever angle of the active throttle platform being in the second stroke, generating a thrust control command corresponding to the throttle lever angle according to the second thrust curve, wherein the thrust control command is used to control the engine.

[0011] In an optional implementation, the active throttle thrust control method further includes, in automatic throttle mode: acquiring the target thrust of the engine; determining the target throttle lever angle corresponding to the target thrust based on the first thrust curve of the first segment of the stroke or the second thrust curve of the second segment of the stroke; generating a throttle lever control command based on the target throttle lever angle, the throttle lever control command being used to automatically control the throttle lever of the active throttle platform to switch to the target throttle lever angle.

[0012] In an optional implementation, the active throttle thrust control method further includes, in the automatic throttle mode: in response to selecting the rated thrust reduction as the target thrust, automatically controlling the throttle lever of the active throttle to switch to the thrust reduction takeoff soft latch, and in response to detecting that the throttle lever is in the thrust reduction takeoff soft latch, generating a thrust control command for controlling the engine based on the rated thrust reduction; or in response to selecting superimposed thrust reduction as the target thrust, automatically controlling the throttle lever of the active throttle to switch to the throttle lever target angle, and in response to detecting that the throttle lever angle is within a preset error range of the throttle lever target angle, determining that the thrust has been set and generating a thrust control command for controlling the engine based on the superimposed thrust reduction.

[0013] In an optional embodiment, the active throttle thrust control method further includes: issuing an incorrect throttle lever angle alarm or an automatic throttle disconnection alarm in response to an automatic throttle malfunction; generating a thrust control command for controlling the engine based on the rated thrust reduction corresponding to the thrust reduction takeoff soft latch position in response to detecting that the throttle lever angle is in the thrust reduction takeoff soft latch position; and disconnecting the automatic throttle if the automatic throttle is not disconnected.

[0014] In one optional implementation, the active throttle thrust control method further includes, in response to a single engine failure or encountering wind shear, automatically switching the throttle lever of the active throttle platform to the reduced thrust takeoff soft lock position, generating a thrust control command for controlling the engine based on the rated reduced thrust corresponding to the reduced thrust takeoff soft lock position, and issuing a prompt message allowing the throttle lever to be increased to the takeoff / go-around lock position based on the aircraft speed being greater than the minimum control speed.

[0015] In one embodiment of this application, an active throttle thrust control system is provided, comprising: a thrust reduction level determination module configured to determine the thrust reduction level of a thrust reduction takeoff soft mount, wherein the thrust reduction level is one of a plurality of thrust reduction levels, each of the plurality of thrust reduction levels being associated with a different rated thrust reduction; and a thrust curve determination module configured to determine a first thrust curve for a first segment of the active throttle travel and a second thrust curve for a second segment of the travel based on the rated thrust reduction associated with the thrust reduction level of the thrust reduction takeoff soft mount, wherein the first segment of the travel is from idle mount to the thrust reduction takeoff soft mount, and the second segment of the travel is from the thrust reduction takeoff soft mount to takeoff / go-around mount.

[0016] In one alternative implementation, the slope of the first thrust curve for the first segment of the stroke is determined based on the rated idle thrust of the idle position and the rated reduced thrust of the reduced-thrust takeoff soft position, and the slope of the second thrust curve for the second segment of the stroke is determined based on the rated reduced thrust of the reduced-thrust takeoff soft position and the rated thrust of the takeoff / go-around position.

[0017] In one optional implementation, the thrust reduction level determination module is configured to: receive an input command corresponding to the thrust reduction level of the thrust reduction takeoff soft mount; and determine the thrust reduction level of the thrust reduction takeoff soft mount based on the input command.

[0018] In one optional implementation, the active throttle thrust control system further includes a superimposed thrust reduction generation module, which is configured to: select a flexible temperature to superimpose the rated thrust reduction based on at least one of airport environment, aircraft status, and runway conditions to generate a superimposed thrust reduction, wherein the superimposed thrust reduction is less than the rated thrust reduction.

[0019] In one optional embodiment, the active throttle thrust control system further includes a manual throttle control module configured to, in manual throttle mode, in response to actuation of the throttle lever of the active throttle platform: based on the throttle lever angle of the active throttle platform being in the first stroke, generate a thrust control command corresponding to the throttle lever angle according to the first thrust curve; or, based on the throttle lever angle of the active throttle platform being in the second stroke, generate a thrust control command corresponding to the throttle lever angle according to the second thrust curve, wherein the thrust control command is used to control the engine.

[0020] In one optional embodiment, the active throttle thrust control system further includes an automatic throttle control module, which is configured to, in automatic throttle mode: acquire the target thrust of the engine; determine the target throttle lever angle corresponding to the target thrust based on a first thrust curve of the first segment of the stroke or a second thrust curve of the second segment of the stroke; and generate a throttle lever control command based on the target throttle lever angle, the throttle lever control command being used to automatically control the throttle lever of the active throttle platform to switch to the target throttle lever angle.

[0021] In one optional implementation, the automatic throttle control module is configured to, in automatic throttle mode: in response to selecting the rated thrust reduction as the target thrust, automatically control the throttle lever of the active throttle console to switch to the thrust reduction takeoff soft latch, and in response to detecting that the throttle lever is in the thrust reduction takeoff soft latch, generate a thrust control command for controlling the engine based on the rated thrust reduction; or in response to selecting superimposed thrust reduction as the target thrust, automatically control the throttle lever of the active throttle console to switch to the throttle lever target angle, and in response to detecting that the throttle lever angle is within a preset error range of the throttle lever target angle, determine that the thrust has been set and generate a thrust control command for controlling the engine based on the superimposed thrust reduction.

[0022] In one optional embodiment, the active throttle thrust control system further includes a fault handling module configured to: in response to an autothrottle malfunction, issue an incorrect throttle lever angle alarm or an autothrottle disconnection alarm; in response to detecting that the throttle lever angle is in the reduced thrust takeoff soft lock position, generate a thrust control command for controlling the engine based on the rated reduced thrust corresponding to the reduced thrust takeoff soft lock position, and disconnect the autothrottle if it is not disconnected; or, in response to a single engine failure or encountering wind shear, automatically switch the throttle lever of the active throttle console to the reduced thrust takeoff soft lock position, generate a thrust control command for controlling the engine based on the rated reduced thrust corresponding to the reduced thrust takeoff soft lock position, and issue a prompt message allowing the throttle lever to be increased to the takeoff / go-around lock position based on the aircraft speed being greater than the minimum control speed.

[0023] In another embodiment of this application, an aircraft is provided, including an active throttle thrust control system as described in any of the preceding claims.

[0024] In another embodiment of this application, an active throttle thrust control system is provided, comprising: a memory and a processor, wherein the memory stores a computer program that, when executed by the processor, implements the active throttle thrust control method as described in any of the preceding claims.

[0025] In another embodiment of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the active throttle thrust control method as described in any of the preceding claims.

[0026] The embodiments of this application can adapt to takeoff / go-around under various environmental conditions and can implement different thrust control strategies in different scenarios. Preferably, the embodiments of this application can meet the stringent precision requirements for thrust control during takeoff / go-around, and can also adjust thrust in a timely and accurate manner while maintaining the aircraft's heading in sudden situations such as single-engine failure, wind shear, or autothrottle malfunction, thereby improving the reliability and safety of thrust control during flight. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the active throttle console according to an embodiment of this application.

[0028] Figure 2 This is a flowchart of an active throttle thrust control method according to an embodiment of this application.

[0029] Figure 3 This is a schematic diagram of the active throttle thrust control according to an embodiment of this application.

[0030] Figure 4 This is a schematic diagram of the active throttle thrust control according to an embodiment of this application.

[0031] Figure 5 This is a schematic diagram of the active throttle thrust setting according to an embodiment of this application.

[0032] Figure 6 This is a schematic diagram of an automatic throttle control error according to an embodiment of this application.

[0033] Figure 7 This is a schematic diagram of single-engine failure thrust control according to an embodiment of this application.

[0034] Figure 8 This is a schematic diagram of the interconnection of an automatic flight control system according to an embodiment of this application.

[0035] Figure 9 This is a structural block diagram of the active throttle thrust control system according to an embodiment of this application. Detailed Implementation

[0036] The present invention will be further described below with reference to specific embodiments and accompanying drawings, but this should not be construed as limiting the scope of protection of the present invention.

[0037] In the aviation field, current mainstream aircraft models typically employ either active throttle consoles or fixed-position passive throttle consoles. Active throttle consoles use a return-drive motor to replace manual throttle lever adjustments by the crew to achieve the required thrust control. Their advantage is a one-to-one correspondence between throttle lever angle and thrust, allowing the crew to intuitively judge thrust conditions based on the throttle lever angle, resulting in strong situational awareness. Disadvantages of active throttle consoles include: 1) The thrust setting of existing active throttle consoles lacks flexibility, making it difficult to meet the refined control requirements of different environments or operating conditions. 2) Active throttle consoles rely on a return-drive motor to operate the throttle lever, resulting in relatively lower integrity of the automatic throttle control system and relatively larger control errors. To improve thrust control accuracy, an N1 trim function is usually required for thrust fine-tuning, which increases the complexity of inter-system interface interaction and functions. There is a lack of indication of whether the N1 trim is working properly; 3) In case of emergencies such as single engine or wind shear, thrust cannot be automatically compensated, and the unit relies on subjective judgment of speed to control the throttle; 4) When the automatic throttle fails, the fine adjustment of thrust can only rely on the engine parameter indication on the EICAS page. There is a lack of fixed targets / indicators on the throttle panel, which greatly increases the workload in critical stages.

[0038] The passive throttle console improves integrity by replacing the reverse drive device with a fixed locking position. However, since all thrust scenarios correspond to one or more fixed locking positions, the relationship between throttle lever angle and thrust is no longer one-to-one, making the unit prone to losing situational awareness. Furthermore, in the event of a single-engine failure or other malfunction, the unit can only rely on manual judgment and over-control of the throttle lever, increasing the unit's workload.

[0039] This application provides an active throttle thrust control method and system, applicable to takeoff / go-around in various environments and operating conditions (e.g., different airports, temperatures, weights, runway conditions, etc.), and capable of implementing different thrust control strategies in different scenarios. Preferably, this application can meet the stringent precision requirements for thrust control during takeoff / go-around, and can also adjust thrust promptly and accurately in sudden situations such as single-engine failure, wind shear, or autothrottle malfunction while maintaining aircraft heading, thus improving the reliability and safety of thrust control during flight.

[0040] Figure 1 This is a schematic diagram of the active throttle console according to an embodiment of this application.

[0041] The aircraft's active throttle console, through its built-in servo drive, force feedback mechanism, and position sensing system, provides stick force and locking feel that match the thrust level and flight phase when the pilot manually controls it. At the same time, in automatic thrust mode, it can drive the throttle stick to move dynamically with the actual thrust of the engine, intuitively reflecting the thrust status.

[0042] The lowest position of the active throttle forward thrust control travel is the idle (IDLE) lock, and the highest position is the takeoff / go around (TOGA) lock. Between these two positions is a de-rated takeoff (D-TO) soft lock and its pre-installed touch switch. When the pilot pushes the throttle lever to this soft lock, it triggers the built-in touch switch, sending an electrical signal to the Full Authority Digital Engine Control (FADEC) to execute the preset thrust reduction setting. This D-TO soft lock divides the forward thrust control travel into two segments: the first segment from the IDLE lock to the D-TO soft lock, and the second segment from the D-TO soft lock to the TOGA lock. Within the normal forward thrust range (from IDLE to TOGA), the greater the throttle lever angle, the greater the engine thrust.

[0043] The active throttle console may also feature a maximum thrust reverser (MAX REV) latch. When the throttle lever is pulled back from the IDLE position, the initial travel reduces thrust. As the lever continues to move back past the dedicated thrust reverser unlock / latch, it enters the thrust reverser zone and gradually delivers thrust reverser force. When the throttle lever is pulled back to the end of the thrust reverser zone, i.e., the MAX REV latch, a distinct tactile step and travel stop are formed, indicating to the pilot that the maximum thrust reverser limit has been reached, preventing over-operation beyond the engine's permissible thrust reverser range.

[0044] Figure 2 This is a flowchart of an active throttle thrust control method according to an embodiment of this application. The active throttle thrust control method can be implemented by a flight management system, a flight management computer, an automatic flight control system, an engine thrust control system, a processor, a server, etc. This active throttle thrust control method is applicable to the takeoff or go-around phases, and is applicable to both automatic throttle mode and manual throttle mode of the active throttle platform.

[0045] In step 202, the thrust reduction level of the thrust reduction takeoff (D-TO) position is determined, wherein the thrust reduction level is one of a plurality of thrust reduction levels, each of which is associated with a different rated thrust reduction.

[0046] According to an embodiment of the present invention, the D-TO soft slot can be associated with multiple thrust reduction levels such as TO1, TO2, TO3, etc. Each thrust reduction level represents a rated thrust reduction of the engine, where TO1 is the maximum thrust reduction level, and the thrust of TO2 and TO3 decreases sequentially.

[0047] Different thrust reduction levels can be set for D-TO soft bays under different environmental or operating conditions. Specifically, based on operating parameters such as airport elevation, ambient temperature, runway length, aircraft takeoff weight, and flap position, a thrust reduction level can be automatically selected or manually selected by the crew and bound to the D-TO soft bay for the current takeoff trip. For example, before takeoff, the crew can select the thrust reduction level of the D-TO soft bay, such as TO1, TO2, or TO3, through the Flight Management System (FMS) or Control Display Unit (CDU). Correspondingly, the Flight Management System can receive input commands (e.g., crew selection input) corresponding to the thrust reduction level of the D-TO soft bay and determine the thrust reduction level of the selected D-TO soft bay based on the input commands.

[0048] Different thrust reduction levels can be set under different operating conditions. The D-TO soft bay can correspond to different thrust reduction levels such as TO1, TO2 or TO3 under different flights and different takeoff conditions, so that a single bay can be adapted to multiple levels of thrust reduction takeoff control without changing the mechanical structure of the throttle console to meet the thrust reduction requirements of multiple scenarios.

[0049] In step 204, based on the rated thrust reduction associated with the thrust reduction level of the thrust reduction takeoff soft mount, the first thrust curve of the first segment of the active throttle platform and the second thrust curve of the second segment of the active throttle platform are determined, wherein the first segment of the active throttle platform is from the idle mount to the thrust reduction takeoff soft mount, and the second segment of the active throttle platform is from the thrust reduction takeoff soft mount to the takeoff / go-around mount.

[0050] See Figure 3 The diagram shows an active throttle thrust control according to an embodiment of the present application, where the horizontal axis TRA represents the throttle lever angle and the vertical axis N1 represents the thrust value.

[0051] As an example, the rated thrust value corresponding to the IDLE position is N1_Idle_Ref; the rated thrust value corresponding to the D-TO soft position is N1_TO / 1 / 2 / 3_Ref, which represents the rated thrust value corresponding to one of TO1, TO2, or TO3; the rated thrust value corresponding to the TOGA position is N1_TOGA_Ref. The stroke from the IDLE position to the D-TO soft position is the first segment, and its corresponding first thrust curve 301 is a straight line segment connecting N1_Idle_Ref to N1_TO / 1 / 2 / 3_Ref. The stroke from the D-TO soft position to the TOGA position is the second segment, and its corresponding second thrust curve 302 is a straight line segment connecting N1_TO / 1 / 2 / 3_Ref to N1_TOGA_Ref.

[0052] According to an embodiment of the present invention, since the thrust value corresponding to the D-TO soft mount can be selected from one of TO1, TO2 or TO3, the rated thrust value of the D-TO soft mount can be changed accordingly, so that the first thrust curve 301 and the second thrust curve 302 are shifted accordingly, thereby enabling the adaptive implementation of different thrust control strategies in different scenarios.

[0053] In optional step 206, a superimposed thrust reduction is generated based on the rated thrust reduction of the flexible temperature and the D-TO soft slot, wherein the superimposed thrust reduction is less than the rated thrust reduction.

[0054] In one embodiment, the automatic flight control system, flight management system, or engine thrust control system can select a flexible temperature based on at least one of the following: airport environment, aircraft status, and runway conditions. For example, the automatic flight control system or flight management system obtains airport elevation, ambient temperature, air pressure, runway length, runway slope, and runway contamination status from an atmospheric data system and a navigation database, and calculates the flexible temperature (Flex Temp) for the current takeoff conditions based on the aircraft's takeoff weight, flap configuration, and engine rated thrust level, according to airworthiness standards and engine performance algorithms. In another embodiment, the pilot can also select or set the flexible temperature via the flight control panel. This flexible temperature is a virtual high-temperature parameter used to further reduce thrust within the engine's safety margin.

[0055] The flight management system or engine thrust control system couples the aforementioned flexible temperature with the rated thrust reduction (TO1, TO2, or TO3) of the selected D-TO soft mount to generate a superimposed thrust reduction, which is less than the rated thrust reduction corresponding to the D-TO soft mount. For example, using the flexible temperature Flex Temp as a virtual high-temperature input, the superimposed thrust reduction value N1_TO / 1 / 2 / 3_Flex_Ref can be calculated according to the flexible temperature thrust mapping model. The constraint boundary of the rated thrust reduction of the D-TO soft mount is integrated into the flexible temperature thrust mapping model, and the superimposed thrust reduction can be calculated based on the flexible temperature.

[0056] See Figure 4 Based on the flexible temperature and the rated thrust reduction N1_TO / 1 / 2 / 3_Ref of the D-TO soft mount, a superimposed thrust reduction N1_TO / 1 / 2 / 3_Flex_Ref is generated. The superimposed thrust reduction N1_TO / 1 / 2 / 3_Flex_Ref is less than the rated thrust reduction N1_TO / 1 / 2 / 3_Ref of the D-TO soft mount.

[0057] In optional step 208, in manual throttle mode, a thrust control command corresponding to the throttle lever angle is generated based on the first thrust curve or the second thrust curve.

[0058] In manual throttle mode, the pilot manually operates the throttle lever. Specifically, to select rated thrust reduction, the throttle lever is manually operated to the soft stop; to select superimposed thrust reduction, the throttle lever is manually operated to an appropriate position below the soft stop; or, depending on the situation, the throttle lever is operated beyond the soft stop. An angle sensor integrated within the active throttle console converts the mechanical angular displacement of the throttle lever into an electrical signal in real time. The aircraft avionics system (e.g., the avionics discrete interface / throttle signal processing unit) acquires, filters, and calculates this electrical signal to obtain the real-time throttle lever angle TRA, and then sends TRA to the FADEC.

[0059] FADEC, based on the throttle lever angle of the active throttle platform being in the first stroke segment, calls the first thrust curve to generate a thrust control command corresponding to the throttle lever angle; or, based on the throttle lever angle of the active throttle platform being in the second stroke segment, calls the second thrust curve to generate a thrust control command corresponding to the throttle lever angle. The thrust control command represents the engine's target thrust, and FADEC adjusts the fuel flow according to the thrust control command to control the engine's output thrust accordingly.

[0060] In one alternative implementation, FADEC compares the TRA with the TRA threshold corresponding to the D-TO soft latch to determine the current travel segment of the throttle lever.

[0061] When the throttle lever is in the first travel segment (between IDLE and D-TO soft latch), it is determined that the throttle lever is currently in the thrust reduction control range. The first thrust curve is invoked, and the real-time TRA is substituted into the curve equation to calculate the corresponding engine thrust target value. The corresponding thrust control command is then generated to control the engine thrust.

[0062] When the throttle lever is in the second travel phase (between the D-TO soft latch and the TOGA latch), it is determined that the engine is currently in the full thrust control range. The second thrust curve is invoked, and the real-time TRA is substituted into the curve equation to calculate the corresponding engine thrust target value. The corresponding thrust control command is then generated to control the engine thrust.

[0063] When the throttle lever is in the D-TO soft latch position, it will trigger the built-in pre-embedded touch switch, which will send an electrical signal to FADEC to execute the thrust reduction setting corresponding to the D-TO soft latch position.

[0064] In optional step 210, in automatic throttle mode, the target thrust of the engine is obtained, and the target angle of the throttle lever corresponding to the target thrust is determined based on the first thrust curve of the first segment of the stroke or the second thrust curve of the second segment of the stroke. A throttle lever control command is generated based on the target angle of the throttle lever, and the throttle lever control command is used to automatically control the throttle lever to switch to the target angle of the throttle lever.

[0065] In autothrottle mode, the Flight Management System (FMS), Autothrottle (A / T) computer, or Automatic Flight Control System (AFCS) obtains the engine's target thrust based on flight commands (such as target speed) and current flight status (such as actual airspeed and altitude). According to one embodiment of the invention, the FMS, A / T computer, or AFCS can determine the throttle lever target angle corresponding to the target thrust according to a first thrust curve of the first segment of the stroke or a second thrust curve of the second segment of the stroke. Based on the throttle lever target angle, a throttle lever control command is generated and sent to the active throttle servo system to drive the throttle lever to the corresponding position to achieve visual and tactile synchronization.

[0066] In one embodiment, if the rated thrust reduction is selected as the target thrust, the throttle control command controls the throttle lever to switch to the D-TO soft latch position, triggering the pre-embedded touch switch associated with the D-TO soft latch, thereby sending an electrical signal to FADEC to execute the thrust reduction setting corresponding to the D-TO soft latch.

[0067] In one implementation, if the superimposed thrust reduction is selected, the throttle control command controls the throttle lever to switch to the target throttle lever angle, and in response to detecting that the throttle lever angle is at the target throttle lever angle, it determines that the thrust has been set and generates a thrust control command for controlling the engine based on the superimposed thrust reduction.

[0068] Although Figure 2 Step 208 is shown before step 210, but it should be understood that step 210 may also precede step 208. Furthermore, steps 208 and 210 may be performed, either one or both, or neither.

[0069] According to one embodiment of this application, since mechanical errors of the active throttle lever are unavoidable, this application employs a precision improvement method to determine that the thrust has been set in response to detecting that the throttle lever angle is within a preset error range of the throttle lever target angle (e.g., throttle lever target angle ± X°).

[0070] like Figure 4 As shown, assuming a takeoff mode with rated rating and flexible temperature is selected, N1_TO1 / 2 / 3_Flex_Ref represents the target thrust, the two black vertical dashed lines represent the maximum control error range of the throttle stick, and the solid line between the dashed lines represents the target angle of the throttle stick. When the autothrottle is working normally, if the throttle stick angle is within the error range of the dashed lines, the throttle stick is considered to be within the normal error range, and the Flight Mode Sign (FMA) displays "THRUST SET" (thrust set). See [link / reference]. Figure 5This prompts the unit to adjust the throttle, which can avoid throttle lever control errors and improve thrust control accuracy. In response to the set thrust, a thrust control command is generated based on the superimposed subtracted thrust. This thrust control command is used to control the engine. For example, the thrust control command is sent to the engine's FADEC / EEC to control the engine to output the corresponding thrust.

[0071] According to one embodiment of this application, the active throttle thrust control method further includes: in response to an automatic throttle malfunction, issuing a throttle lever angle incorrect alarm (Throttle Lever Incorrect) or an automatic throttle disconnection alarm (ATDisc); in response to detecting that the throttle lever angle is in the thrust reduction takeoff soft latch position, generating a thrust control command for controlling the engine based on the rated thrust reduction corresponding to the thrust reduction takeoff soft latch position; and actively disconnecting the automatic throttle if the automatic throttle is not disconnected.

[0072] refer to Figure 6 Taking the TO1-Flex temperature-dependent thrust reduction superposition mode as an example, if an autothrottle control error / loss occurs, the crew can push the overthrottle stick forward to the D-TO soft position through the Throttle Lever Incorrect / AT Disc alarm. After the pre-embedded switch detects that the throttle stick is in the D-TO soft position, the flight management system will automatically switch the thrust level from TO1-Flex to TO1, and the autothrottle will be disengaged. The relevant alarm indications are shown in the figure.

[0073] According to another embodiment of this application, the active throttle thrust control method further includes: in response to a single engine failure or encountering wind shear, automatically switching the throttle lever from the target angle of the throttle lever to the thrust-reduced takeoff soft lock position, generating a thrust control command for controlling the engine based on the rated thrust reduction corresponding to the thrust-reduced takeoff soft lock position, and issuing a prompt message allowing the throttle lever to be increased to the takeoff / go-around lock position based on the aircraft speed being greater than the minimum control speed.

[0074] refer to Figure 7 Taking a takeoff using the TO1-Flex temperature-dependent thrust reduction superposition mode as an example, if a single engine is involved or wind shear is encountered, the thrust level will automatically switch from TO1-Flex to TO1, and the autothrottle will automatically increase the throttle to the D-TO soft position to obtain the corresponding maximum rated thrust reduction. After the speed exceeds the minimum control speed, a TOGA Allowed FMA (Flight Notice for Allowing TOGA Thrust) message will be given, at which point the crew can choose to increase the throttle to the TOGA position to obtain maximum thrust.

[0075] This application provides an active throttle thrust control method and system, applicable to takeoff / go-around using an active throttle. In this embodiment, the active throttle thrust stroke is divided into two segments, separated by a soft latch and a pre-embedded touch switch. The first segment is used for thrust reduction control, and the second segment is used for full thrust control. This embodiment can adapt to takeoff / go-around conditions in various environments and can implement different thrust control strategies in different scenarios.

[0076] In this embodiment, in the event of an autothrottle failure, the generator set can manually adjust the thrust by using a soft-position indicator on the overdrive throttle lever. Furthermore, this embodiment addresses automated thrust control in single-engine and wind shear scenarios, increasing thrust while maintaining a controllable course. Through thrust setting and automatic thrust increase design, the control accuracy of the active throttle console can be improved. Combined with FMA and Throttle Lever Incorrect alarm design, it avoids the problems of weak situational awareness and low automation levels associated with passive throttle consoles, while simultaneously improving the thrust control accuracy of the active throttle console. In the event of a failure, automatic control or overdrive adjustment by the generator set based on the positioning indicator reduces the generator load during critical phases, improving the accuracy and reliability of thrust control during critical phases.

[0077] Figure 8 This is a schematic diagram of the interconnection of an automatic flight control system according to an embodiment of this application.

[0078] The automatic flight control system is implemented by an automatic flight control computer (AFCC) or a flight control computer (FCC). This computer receives multi-source operating condition and status parameters from the flight management system, power system, atmospheric data and radio navigation system through the airborne data bus, and performs calculations such as segmented thrust curve generation, thrust target value calculation and special operating condition logic determination.

[0079] For example, the flight management system and power system output the following parameters to the automatic flight control system in real time: minimum control speed (VMC), real-time engine status parameters, and D-TO soft-lock switch status signals. The air data and radio navigation systems output flight parameters such as airspeed and ground speed to the automatic flight control system in real time, while also providing environmental parameters such as airport elevation, ambient temperature, and air pressure.

[0080] In one alternative implementation, the automatic flight control system divides the active throttle thrust stroke into a first segment (reduced thrust control range) from IDLE to D-TO and a second segment (full thrust control range) from D-TO to TOGA, based on the fixed position of the D-TO soft mount on the TRA, generating segmented first and second thrust curves.

[0081] In one alternative implementation, the automatic flight control system can compare the aircraft speed (airspeed or low speed) with the minimum control speed (VMC). In single-engine or wind shear conditions, if the aircraft speed is greater than the VMC, a TOGA Allowed status prompt is triggered.

[0082] In one alternative implementation, the engine thrust control system can combine the thrust reduction levels (TO1 / TO2 / TO3) associated with the D-TO soft slot with environmental parameters provided by the air data system, select flexible temperatures according to civil aviation airworthiness standards and engine performance algorithms, generate superimposed thrust reductions (TO1-Flex / TO2-Flex / TO3-Flex), and determine the corresponding target thrust value.

[0083] In one optional implementation, the automatic flight control system monitors the engine status, throttle lever angle, and flight speed in real time, and determines special conditions such as automatic throttle failure, single engine failure, and wind shear, triggering corresponding automatic thrust switching, alarm logic, and TOGA clearance determination.

[0084] In one optional implementation, the automatic flight control system outputs thrust setting alarms and thrust levels and other control and indication information to the lower-level throttle console and display system, thereby realizing the linkage between thrust control and status display and achieving full-process automated control of the active throttle console's segmented takeoff and go-around thrust.

[0085] The throttle console and display system serve as the human-machine interface and execution terminal, receiving output commands from the automatic flight control system to complete the final thrust control and status presentation. Specifically, the active throttle console drives the return motor to adjust the throttle lever angle according to the thrust control command, and the stroke segment recognition is achieved through the pre-embedded touch switch in the D-TO soft-lock position.

[0086] The display system can present thrust status prompts on the FMA (Flight Mode Announcement), including THRUSTSET (thrust set) and TOGA Allowed (TOGA thrust allowed), while triggering alarm messages such as ThrottleLeverIncorrect (throttle lever angle incorrect) and ATDisc (automatic throttle disconnection), providing the crew with complete situational awareness and ensuring operational safety during critical flight phases.

[0087] Although Figure 8 A schematic diagram of the interconnections of an automatic flight control system is shown; however, it should be understood that some or all of the functions of the automatic flight control system can be integrated with other systems. For example, the functions of the automatic flight control system can be integrated into a flight management system.

[0088] Figure 9This is a structural block diagram of an active throttle thrust control system according to an embodiment of this application. The active throttle thrust control system 900 can be implemented by a flight management system, an automatic flight control system, a flight management computer, etc.

[0089] The active throttle thrust control system 900 includes a thrust reduction level determination module, a thrust curve determination module, a superimposed thrust reduction generation module, a manual throttle control module, an automatic throttle control module, and a fault handling module.

[0090] The thrust reduction level determination module is configured to determine the thrust reduction level of the thrust reduction takeoff soft mount, wherein the thrust reduction level is one of a plurality of thrust reduction levels, each of which is associated with a different rated thrust reduction.

[0091] The thrust curve determination module is configured to determine the first thrust curve of the first segment of the active throttle position and the second thrust curve of the second segment of the active throttle position based on the rated thrust reduction associated with the thrust reduction level of the thrust reduction takeoff soft position, wherein the first segment of the active throttle position is from the idle position to the thrust reduction takeoff soft position, and the second segment of the active throttle position is from the thrust reduction takeoff soft position to the takeoff / go-around position.

[0092] In one alternative implementation, the slope of the first thrust curve for the first segment of the stroke is determined based on the rated idle thrust of the idle position and the rated reduced thrust of the reduced-thrust takeoff soft position, and the slope of the second thrust curve for the second segment of the stroke is determined based on the rated reduced thrust of the reduced-thrust takeoff soft position and the rated thrust of the takeoff / go-around position.

[0093] In one optional implementation, the thrust reduction level determination module is configured to: receive an input command corresponding to the thrust reduction level of the thrust reduction takeoff soft mount; and determine the thrust reduction level of the thrust reduction takeoff soft mount based on the input command.

[0094] In one alternative implementation, the superimposed thrust reduction generation module is configured to select a flexible temperature to superimpose the rated thrust reduction based on at least one of airport environment, aircraft status, and runway conditions to generate a superimposed thrust reduction, wherein the superimposed thrust reduction is less than the rated thrust reduction.

[0095] In one alternative implementation, the manual throttle control module is configured, in manual throttle mode, in response to actuation of the throttle lever of the active throttle platform: generating a thrust control command corresponding to the throttle lever angle based on the first thrust curve, based on the throttle lever angle of the active throttle platform being in the first stroke; or, generating a thrust control command corresponding to the throttle lever angle based on the second thrust curve, based on the throttle lever angle of the active throttle platform being in the second stroke, wherein the thrust control command is used to control the engine.

[0096] In one optional implementation, the automatic throttle control module is configured to, in automatic throttle mode: acquire the target thrust of the engine; determine the target throttle lever angle corresponding to the target thrust based on a first thrust curve of the first segment of the stroke or a second thrust curve of the second segment of the stroke; and generate a throttle lever control command based on the target throttle lever angle, the throttle lever control command being used to automatically control the throttle lever of the active throttle platform to switch to the target throttle lever angle.

[0097] In one optional implementation, the automatic throttle control module is configured to, in automatic throttle mode: in response to selecting the rated thrust reduction as the target thrust, automatically control the throttle lever of the active throttle console to switch to the thrust reduction takeoff soft latch, and in response to detecting that the throttle lever is in the thrust reduction takeoff soft latch, generate a thrust control command for controlling the engine based on the rated thrust reduction; or, in response to selecting superimposed thrust reduction as the target thrust, automatically control the throttle lever of the active throttle console to switch to the throttle lever target angle, and in response to detecting that the throttle lever angle is within a preset error range of the throttle lever target angle, determine that the thrust has been set and generate a thrust control command for controlling the engine based on the superimposed thrust reduction.

[0098] In one optional implementation, the fault handling module is configured to: in response to an autothrottle malfunction, issue an alarm for incorrect throttle lever angle or an autothrottle disconnection alarm; in response to detecting that the throttle lever angle is in the reduced thrust takeoff soft lock position, generate a thrust control command for controlling the engine based on the rated reduced thrust corresponding to the reduced thrust takeoff soft lock position, and disconnect the autothrottle if it is not disconnected; or, in response to a single engine failure or encountering wind shear, automatically switch the throttle lever to the reduced thrust takeoff soft lock position, generate a thrust control command for controlling the engine based on the rated reduced thrust corresponding to the reduced thrust takeoff soft lock position, and issue a prompt message allowing the throttle lever to be increased to the takeoff / go-around lock position based on the aircraft speed being greater than the minimum control speed.

[0099] In one embodiment of the present invention, an aircraft is provided, including the active throttle thrust control system described above.

[0100] In one embodiment of the present invention, an active throttle thrust control system is provided, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the active throttle thrust control method described in this application.

[0101] In one embodiment of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the active throttle thrust control described in this application.

[0102] This application achieves full automation of segmented thrust control, taking into account both the situational awareness of the active throttle and the high integrity of the passive throttle, while also possessing the ability to automatically compensate thrust and provide alarms under special operating conditions. It significantly reduces the operational load of the crew during critical stages, and the redundant design of multi-system interconnection improves the reliability and safety of thrust control, meeting the stringent airworthiness requirements of civil aircraft takeoff / go-around phases.

[0103] The various steps and modules of the methods and apparatus described above can be implemented in hardware, software, or a combination thereof. If implemented in hardware, the various illustrative steps, modules, and circuits described in connection with this disclosure can be implemented or executed using a general-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or other programmable logic components, hardware components, or any combination thereof. A general-purpose processor can be a processor, microprocessor, controller, microcontroller, or state machine, etc. If implemented in software, the various illustrative steps and modules described in connection with this disclosure can be stored as one or more instructions or codes on a computer-readable medium or transmitted. Software modules implementing the various operations of this disclosure can reside in a storage medium, such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, removable disk, CD-ROM, cloud storage, etc. The storage medium can be coupled to a processor so that the processor can read and write information from / to the storage medium and execute the corresponding program modules to implement the various steps of this disclosure.

[0104] The numerical values ​​given in the various embodiments are merely examples and are not intended to limit the scope of the invention. In practice, the specific parameters of each component and various thresholds can be appropriately set as needed, and are not limited to the specific values ​​given as examples herein. Furthermore, as a whole technical solution, there are other components or steps not listed in the claims or specification of this invention. Moreover, a single name for a component does not preclude other names for that component.

[0105] It should also be noted that these embodiments may be described as processes depicted as flowcharts, flow diagrams, structure diagrams, or block diagrams. Although a flowchart may describe the operations as a sequential process, many of these operations can be executed in parallel or concurrently. Furthermore, the order of these operations can be rearranged.

[0106] The directional terms used in the description of this application, such as "front, back, up, down, left, right", "horizontal, vertical, horizontal", "top, bottom", "inner, outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this application.

[0107] Furthermore, it should be noted that the use of sequential terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this application.

[0108] The disclosed methods, apparatuses, and systems should not be limited in any way. Rather, this disclosure covers all novel and non-obvious features and aspects of the various disclosed embodiments (individually and in various combinations and sub-combinations of each other). The disclosed methods, apparatuses, and systems are not limited to any particular aspect or feature or combination thereof, and no disclosed embodiment is required to have any one or more specific advantages or to solve any particular or all technical problems.

[0109] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the scope of protection of the present invention.

Claims

1. A method for controlling thrust on an active throttle platform, characterized in that, include: Determine the thrust reduction level of the soft takeoff position with reduced thrust, wherein the thrust reduction level is one of multiple thrust reduction levels, and each of the multiple thrust reduction levels is associated with a different rated thrust reduction; Based on the rated thrust reduction associated with the thrust reduction level of the thrust reduction takeoff soft mount, the first thrust curve of the first segment of the active throttle platform and the second thrust curve of the second segment are determined, wherein the first segment is from idle mount to the thrust reduction takeoff soft mount, and the second segment is from the thrust reduction takeoff soft mount to the takeoff / go-around mount.

2. The active throttle thrust control method according to claim 1, characterized in that: The slope of the first thrust curve for the first segment of the stroke is determined based on the rated idle thrust of the idle position and the rated reduced thrust of the reduced thrust takeoff soft position. The slope of the second thrust curve for the second segment of the stroke is determined based on the rated reduced thrust of the reduced thrust takeoff soft position and the rated thrust of the takeoff / go-around position.

3. The active throttle thrust control method according to claim 1, characterized in that, The thrust reduction level for determining the thrust reduction takeoff soft-lock position includes: Receive input commands corresponding to the thrust reduction level of the thrust reduction takeoff soft mount; Based on the input command, the thrust reduction level of the thrust-reduced takeoff soft mount is determined.

4. The active throttle thrust control method according to claim 1, characterized in that, Also includes: Based on at least one of the airport environment, aircraft status, and runway conditions, a flexible temperature is selected to superimpose the rated thrust reduction to generate a superimposed thrust reduction, which is less than the rated thrust reduction.

5. The active throttle thrust control method according to any one of claims 1 to 4, characterized in that, It also includes, in manual throttle mode, the throttle lever of the active throttle panel being actuated: Based on the throttle lever angle of the active throttle platform being in the first stroke segment, a thrust control command corresponding to the throttle lever angle is generated according to the first thrust curve; or... Based on the throttle lever angle of the active throttle platform being in the second stroke segment, a thrust control command corresponding to the throttle lever angle is generated according to the second thrust curve. The thrust control command is used to control the engine.

6. The active throttle thrust control method according to any one of claims 1 to 4, characterized in that, This also includes, in automatic throttle mode: Obtain the target thrust of the engine; Based on the first thrust curve of the first segment of the stroke or the second thrust curve of the second segment of the stroke, determine the target angle of the throttle lever corresponding to the target thrust; Based on the target throttle lever angle, a throttle lever control command is generated. The throttle lever control command is used to automatically control the throttle lever of the active throttle console to switch to the target throttle lever angle.

7. The active throttle thrust control method according to claim 6, characterized in that, This also includes, in the automatic throttle mode: In response to selecting the rated thrust reduction as the target thrust, the throttle lever of the active throttle console is automatically switched to the thrust reduction takeoff soft latch position, and in response to detecting that the throttle lever is in the thrust reduction takeoff soft latch position, a thrust control command for controlling the engine is generated based on the rated thrust reduction; or In response to selecting the superimposed thrust reduction as the target thrust, the throttle lever of the active throttle platform is automatically switched to the target throttle lever angle. In response to detecting that the throttle lever angle is within the preset error range of the target throttle lever angle, the thrust is determined to be set and a thrust control command for controlling the engine is generated based on the superimposed thrust reduction.

8. The active throttle thrust control method according to any one of claims 1 to 4, characterized in that, Also includes: In response to an automatic throttle malfunction, issue an alarm for incorrect throttle lever angle or automatic throttle disconnection; In response to detecting that the throttle lever angle is in the thrust reduction takeoff soft latch position, a thrust control command for controlling the engine is generated based on the rated thrust reduction corresponding to the thrust reduction takeoff soft latch position, and the autothrottle is disengaged if the autothrottle is not disengaged.

9. The active throttle thrust control method according to any one of claims 1 to 4, characterized in that, Also includes: In response to a single engine failure or encountering wind shear, the throttle lever of the active throttle console is automatically switched to the thrust-reduced takeoff soft lock position. Based on the rated thrust reduction corresponding to the thrust-reduced takeoff soft lock position, a thrust control command for controlling the engine is generated. Furthermore, based on the aircraft speed being greater than the minimum control speed, a prompt message is issued allowing the throttle lever to be increased to the takeoff / go-around lock position.

10. An active throttle thrust control system, characterized in that, include: A thrust reduction level determination module is configured to determine the thrust reduction level of a thrust reduction takeoff soft mount, wherein the thrust reduction level is one of a plurality of thrust reduction levels, each of the plurality of thrust reduction levels being associated with a different rated thrust reduction. The thrust curve determination module is configured to determine the first thrust curve of the first segment of the active throttle position and the second thrust curve of the second segment of the active throttle position based on the rated thrust reduction associated with the thrust reduction level of the thrust reduction takeoff soft position, wherein the first segment of the active throttle position is from the idle position to the thrust reduction takeoff soft position, and the second segment of the active throttle position is from the thrust reduction takeoff soft position to the takeoff / go-around position.

11. The active throttle thrust control system according to claim 10, characterized in that: The slope of the first thrust curve for the first segment of the stroke is determined based on the rated idle thrust of the idle position and the rated reduced thrust of the reduced thrust takeoff soft position. The slope of the second thrust curve for the second segment of the stroke is determined based on the rated reduced thrust of the reduced thrust takeoff soft position and the rated thrust of the takeoff / go-around position.

12. The active throttle thrust control system according to claim 10, characterized in that, The thrust reduction level determination module is configured to: Receive input commands corresponding to the thrust reduction level of the thrust reduction takeoff soft mount; Based on the input command, the thrust reduction level of the thrust-reduced takeoff soft mount is determined.

13. The active throttle thrust control system according to claim 10, characterized in that, It also includes a superimposed thrust reduction generation module, which is configured to: Based on at least one of the airport environment, aircraft status, and runway conditions, a flexible temperature is selected to superimpose the rated thrust reduction to generate a superimposed thrust reduction, which is less than the rated thrust reduction.

14. The active throttle thrust control system according to any one of claims 10 to 13, characterized in that, It also includes a manual throttle control module, which is configured in manual throttle mode to respond to the throttle lever of the active throttle console being actuated: Based on the throttle lever angle of the active throttle platform being in the first stroke segment, a thrust control command corresponding to the throttle lever angle is generated according to the first thrust curve; or... Based on the throttle lever angle of the active throttle platform being in the second stroke segment, a thrust control command corresponding to the throttle lever angle is generated according to the second thrust curve. The thrust control command is used to control the engine.

15. The active throttle thrust control system according to any one of claims 10 to 13, characterized in that, It also includes an automatic throttle control module, which is configured to operate in automatic throttle mode: Obtain the target thrust of the engine; Based on the first thrust curve of the first segment of the stroke or the second thrust curve of the second segment of the stroke, determine the throttle target angle corresponding to the target thrust; Based on the target throttle lever angle, a throttle lever control command is generated. The throttle lever control command is used to automatically control the throttle lever of the active throttle console to switch to the target throttle lever angle.

16. The active throttle thrust control system according to claim 15, characterized in that, The automatic throttle control module is configured to, in automatic throttle mode: In response to selecting the rated thrust reduction as the target thrust, the throttle lever of the active throttle console is automatically switched to the thrust reduction takeoff soft latch position, and in response to detecting that the throttle lever is in the thrust reduction takeoff soft latch position, a thrust control command for controlling the engine is generated based on the rated thrust reduction; or In response to selecting the superimposed thrust reduction as the target thrust, the throttle lever of the active throttle platform is automatically switched to the target throttle lever angle. In response to detecting that the throttle lever angle is within the preset error range of the target throttle lever angle, the thrust is determined to be set and a thrust control command for controlling the engine is generated based on the superimposed thrust reduction.

17. The active throttle thrust control system according to any one of claims 10 to 13, characterized in that, It also includes a fault handling module, which is configured to: In response to an autothrottle malfunction, an incorrect throttle lever angle alarm or an autothrottle disengagement alarm is issued. In response to detecting that the throttle lever angle is in the thrust-reduced takeoff soft latch position, a thrust control command for controlling the engine is generated based on the rated thrust reduction corresponding to the thrust-reduced takeoff soft latch position, and the autothrottle is disengaged if it is not disengaged; or… In response to a single engine failure or encountering wind shear, the throttle lever of the active throttle console is automatically switched to the thrust-reduced takeoff soft lock position. Based on the rated thrust reduction corresponding to the thrust-reduced takeoff soft lock position, a thrust control command for controlling the engine is generated. Furthermore, based on the aircraft speed being greater than the minimum control speed, a prompt message is issued allowing the throttle lever to be increased to the takeoff / go-around lock position.

18. An aircraft comprising an active throttle thrust control system as claimed in any one of claims 10-17.

19. An active throttle thrust control system, comprising: A memory and a processor, the memory storing a computer program that, when executed by the processor, implements the active throttle thrust control method as described in any one of claims 1-9.

20. A computer-readable storage medium storing a computer program that, when executed by a processor, implements the active throttle thrust control method as described in any one of claims 1-9.

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