CN115247606A - Engine fault processing method, control equipment and storage medium - Google Patents
Engine fault processing method, control equipment and storage medium Download PDFInfo
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- CN115247606A CN115247606A CN202210468932.3A CN202210468932A CN115247606A CN 115247606 A CN115247606 A CN 115247606A CN 202210468932 A CN202210468932 A CN 202210468932A CN 115247606 A CN115247606 A CN 115247606A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/08—Safety, indicating, or supervising devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M25/0809—Judging failure of purge control system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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Abstract
The application is applicable to the technical field of aviation, and provides a method for processing engine faults, control equipment and a computer readable storage medium, wherein the method comprises the following steps: when the engine is detected to be out of order, acquiring input parameters of the engine; determining the fault category of the engine according to the input parameters; and executing the preset processing action corresponding to the fault category. According to the engine fault processing method, the processing action corresponding to the fault type can be flexibly executed according to the fault type of the engine, the processing efficiency of the engine fault is improved, and the safety of the airplane is improved.
Description
Technical Field
The present application relates to the field of aeronautics, and in particular, to a method and an apparatus for processing engine faults, a control device, and a computer-readable storage medium.
Background
The piston type aircraft engine refers to a reciprocating internal combustion engine for providing aircraft flight power, and the occurrence of abnormity (such as fire) in the air of the piston type aircraft engine is a very serious problem, and the abnormity of the aircraft is caused by slight abnormality, and the flight accident is caused by serious abnormality. Therefore, after the fire accident of the piston type aircraft engine is monitored, corresponding fault treatment needs to be carried out, damage to the engine caused by the fire can be reduced, and the risk of aircraft accidents is further reduced.
However, in the prior art, the fuel injection reduction mode is directly adopted after the engine abnormality is detected, namely, the treatment mode in the prior art is fixed and single, and the treatment efficiency of the engine fault is reduced.
Disclosure of Invention
The embodiment of the application provides a method and a device for processing engine faults, control equipment and a computer readable storage medium, and can solve the problem that the processing efficiency of the engine faults in the prior art is low.
In a first aspect, an embodiment of the present application provides a method for processing an engine fault, including:
when detecting that an engine has a fault, acquiring input parameters of the engine;
determining a fault category of the engine according to the input parameters;
and executing a preset processing action corresponding to the fault category.
Optionally, the input parameters include gas path parameters, fire path parameters, and oil path parameters of the engine, and determining the fault category of the engine according to the input parameters includes:
if the gas path parameters meet the set gas path fault judgment conditions, determining the fault type of the engine as a gas path fault;
if the fire path parameters meet the set fire path fault judgment conditions, determining the fault category of the engine as a fire path fault;
and if the oil path parameters meet the set oil path fault judgment conditions, determining the fault type of the engine as an oil path fault.
Optionally, the gas circuit parameters include an actual position of the variable valve timing device, a carbon canister load, and an air leakage, the gas circuit fault includes an abnormal control of the variable valve timing device, an abnormal control of the carbon canister, and an abnormal air leakage, and if the gas circuit parameters meet a set gas circuit fault determination condition, it is determined that the fault category of the engine is a gas circuit fault, including:
determining the fault type of the engine as abnormal control of the variable valve timing device if the difference between the actual position and the set position of the variable valve timing device is greater than a first threshold value;
if the carbon tank load is larger than a second threshold value, determining that the fault type of the engine is the carbon tank control abnormity;
and if the air leakage is larger than a third threshold value, determining that the fault type of the engine is abnormal in air leakage.
Optionally, the executing a preset processing action corresponding to the fault category includes:
if the fault type of the engine is detected to be that the variable valve timing device is abnormally controlled, adjusting the actual position of the variable valve timing device to a first target position;
if the fault type of the engine is detected to be that the carbon tank control is abnormal, adjusting a carbon tank valve of the engine to a second target position;
and if the detected fault type of the engine is that the air leakage is abnormal, increasing the oil injection quantity of the engine according to the target air leakage.
Optionally, the fire path parameters include an ignition angle, ignition energy, and an actual voltage value of an ignition coil; the fire path faults comprise abnormal ignition angle, abnormal ignition energy and abnormal ignition coil; if the fire path parameters meet the set fire path fault determination conditions, determining the fault category of the engine as the fire path fault, including:
if the ignition angle is smaller than a fourth threshold value, determining that the fault type of the engine is abnormal;
if the ignition energy is smaller than a fifth threshold value, determining that the fault type of the engine is the ignition energy abnormality;
and if the difference between the actual voltage value of the ignition coil and the set first voltage value is larger than a sixth threshold value, determining the fault type of the engine as the abnormal condition of the ignition coil.
Optionally, the executing a preset processing action corresponding to the fault category includes:
if the detected fault type of the engine is the abnormal ignition angle and/or the abnormal ignition energy, adjusting the ignition angle to a target angle;
and if the detected fault type of the engine is that the ignition coil is abnormal, controlling the fuel injection quantity of the engine to be kept unchanged.
Optionally, the oil path parameters include rail pressure, oil injection time, oil injection pulse width and actual voltage value of the oil injector; the oil circuit faults comprise rail pressure abnormity, oil injection time abnormity, oil injection pulse width abnormity and oil injector abnormity; if the oil path parameter meets the set oil path fault judgment condition, determining the fault type of the engine as an oil path fault, including:
if the rail pressure is larger than a seventh threshold value, determining that the fault type of the engine is the rail pressure abnormity;
if the oil injection time is larger than an eighth threshold value, determining that the fault type of the engine is the abnormal oil injection time;
if the oil injection pulse width is larger than a ninth threshold value, determining that the fault type of the engine is the oil injection pulse width abnormity;
and if the difference between the actual voltage value of the oil injector and the set second voltage value is larger than a tenth threshold, determining that the fault type of the engine is the abnormal condition of the oil injector.
Optionally, the executing a preset processing action corresponding to the fault category includes:
if the fault type of the engine is detected to be the rail pressure abnormity, adjusting the rail pressure to be a target threshold value;
if the fault type of the engine is detected to be the abnormal oil injection time, adjusting the oil injection time to be the target time;
if the fault type of the engine is detected to be the abnormal oil injection pulse width, adjusting the oil injection pulse width to be a target pulse width;
and if the detected fault type of the engine is that the oil injector is abnormal, controlling the oil injector to keep unchanged.
In a second aspect, an embodiment of the present application provides an apparatus for processing an engine fault, including:
the device comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring input parameters of an engine when the engine is detected to be in fault;
the fault type determining unit is used for determining the fault type of the engine according to the input parameters;
and the execution unit is used for executing preset processing actions corresponding to the fault categories.
In a third aspect, an embodiment of the present application provides a control apparatus, including: a memory, a processor and a computer program stored in said memory and executable on said processor, said processor implementing the steps of the method of handling an engine fault as defined in any one of the above first aspects when executing said computer program.
In a fourth aspect, the present application provides a computer readable storage medium, which stores a computer program, and when the computer program is executed by a processor, the computer program implements the steps of the method for processing the engine fault according to any one of the first aspect.
In a fifth aspect, the present application provides a computer program product, when running on a control device, for causing the control device to execute the method for handling an engine fault according to any one of the first aspect.
Compared with the prior art, the embodiment of the application has the advantages that:
according to the method for processing the engine fault, when the engine fault is detected, the input parameters of the engine are obtained; determining the fault category of the engine according to the input parameters; the preset processing action corresponding to the fault category is executed, that is, the processing action of the engine is not fixed and can be changed according to the fault category, so that the processing method for the engine fault provided by the embodiment of the application can flexibly determine the corresponding processing action according to the fault category of the engine, the processing efficiency of the engine abnormity is improved, and the safety of the airplane is improved.
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In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a flow chart of an implementation of a method for handling engine faults provided by an embodiment of the present application;
fig. 2 is a flowchart illustrating an implementation of S102 in the method for processing an engine fault according to an embodiment of the present application;
FIG. 3 is a flow chart of an implementation of a method for handling engine faults provided by another embodiment of the present application;
FIG. 4 is a flow chart of an implementation of a method for handling engine faults provided by yet another embodiment of the present application;
FIG. 5 is a flow chart illustrating an implementation of a method for handling engine faults according to yet another embodiment of the present application;
FIG. 6 is a flow chart of an implementation of a method for handling engine faults provided by yet another embodiment of the present application;
FIG. 7 is a flowchart illustrating an implementation of a method for handling engine faults according to yet another embodiment of the present application;
FIG. 8 is a flow chart of an implementation of a method for handling engine faults according to yet another embodiment of the present application;
FIG. 9 is a schematic structural diagram of an engine fault handling device according to an embodiment of the present application;
fig. 10 is a schematic structural diagram of a control device according to an embodiment of the present application.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It should also be understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.
As used in this specification and the appended claims, the term "if" may be interpreted contextually as "when", "upon" or "in response to a determination" or "in response to a detection". Similarly, the phrase "if it is determined" or "if a [ described condition or event ] is detected" may be interpreted contextually to mean "upon determining" or "in response to determining" or "upon detecting [ described condition or event ]" or "in response to detecting [ described condition or event ]".
Furthermore, in the description of the present application and the appended claims, the terms "first," "second," "third," and the like are used for distinguishing between descriptions and not necessarily for describing or implying relative importance.
Reference throughout this specification to "one embodiment" or "some embodiments," or the like, means that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the present application. Thus, appearances of the phrases "in one embodiment," "in some embodiments," "in other embodiments," or the like, in various places throughout this specification are not necessarily all referring to the same embodiment, but rather "one or more but not all embodiments" unless specifically stated otherwise. The terms "comprising," "including," "having," and variations thereof mean "including, but not limited to," unless expressly specified otherwise.
Referring to fig. 1, fig. 1 is a flowchart illustrating an implementation of a method for processing an engine fault according to an embodiment of the present disclosure. In the embodiment of the application, the main execution body of the engine fault processing method is a control device. The control device may be an engine controller, among others.
As shown in fig. 1, a method for processing an engine fault according to an embodiment of the present application may include steps S101 to S103, which are described in detail as follows:
in S101, the control apparatus acquires an input parameter of an engine when a failure of the engine is detected.
In practical applications, when the control device encounters a condition where the mixture is insufficiently combusted or is not combusted in one or more cylinders of the engine (i.e., the engine is out of cylinders), indicating an engine transmission fault (i.e., a misfire), the control device may obtain input parameters of the engine.
In the embodiment of the present application, since the engine includes, but is not limited to, an ignition system, an oil supply system, and an air path system, the output parameters of the engine may include, but are not limited to, a fire path parameter corresponding to the ignition system, an oil path parameter corresponding to the oil supply system, and an air path parameter corresponding to the air path system.
The ignition system includes, but is not limited to, an ignition switch, an ignition coil, etc., and is used for igniting the compressed combustible mixture in the combustion chamber at a predetermined time according to the operation requirement of the engine, so that the engine operates normally.
Oil supply systems, also referred to as fuel supply systems, including but not limited to injectors, are used to provide clean fuel to the engine in a timely manner.
The gas circuit system, also called a Valve train, includes, but is not limited to, valves, variable Valve Timing (VVT) devices, canister valves, etc. for injecting combustible mixture or air into the cylinder as required by the engine operation and discharging exhaust gas generated by the combustion in the cylinder.
The VVT device adjusts the phase position or the valve stroke of an engine cam through a control and execution system, thereby achieving the purpose of optimizing the valve distribution process of the engine.
In an implementation manner of the embodiment of the application, the control device may obtain the input parameters of the engine in real time through a server connected with the control device in a wireless communication manner. The server may be a desktop computer or a computer.
In S102, the control apparatus determines a fault category of the engine based on the input parameter.
It should be noted that different input parameters may correspond to different fault categories. The failure categories include, but are not limited to: gas circuit faults, fire circuit faults and oil circuit faults. The gas circuit fault refers to the occurrence of abnormity of gas circuit parameters of the engine (the gas circuit fault judgment condition is met), the fire circuit fault refers to the occurrence of abnormity of fire circuit parameters of the engine (the fire circuit fault judgment condition is met), and the oil circuit fault refers to the occurrence of abnormity of oil circuit parameters of the engine (the oil circuit fault judgment condition is met). Therefore, when the gas path parameters in the input parameters are abnormal, the fault type of the engine can be determined to be a gas path fault, when the fire path parameters in the input parameters are abnormal, the fault type of the engine can be determined to be a fire path fault, and when the oil path parameters in the input parameters are abnormal, the fault type of the engine can be determined to be an oil path fault. The control device may store the correspondence between the different input parameters and the different fault categories in an associated manner.
Based on this, in an embodiment of the present application, the control device may specifically determine the fault category through S201 to S203 shown in fig. 2, which are detailed as follows:
in S201, if the gas path parameter meets a set gas path fault determination condition, it is determined that the fault type of the engine is a gas path fault.
In practical applications, the gas path parameters include, but are not limited to: actual position of the variable valve timing device, canister load, and amount of blow-by. The carbon canister is a canister filled with activated carbon, and is also called a fuel evaporative emission control device. The air leakage amount is used to describe the difference between the set intake air amount and the intake air amount of the final combustion.
Depending on the gas path parameters, the gas path faults include, but are not limited to: the variable valve timing apparatus control abnormality, the canister control abnormality, and the air leakage abnormality.
In this embodiment, the gas circuit fault determination condition may be set according to actual needs, and is not limited herein.
In an embodiment of the present application, the gas path fault determination condition may be: the gas path parameter is greater than the corresponding parameter threshold value. The parameter threshold corresponding to the gas circuit parameter may be set according to actual needs, and is not limited here. It should be noted that, different gas path parameters have different corresponding parameter thresholds.
In the present embodiment, the control apparatus may calculate the difference between the actual position of the variable valve timing device and the set position of the variable valve timing device after obtaining the actual position of the variable valve timing device, and compare the difference between the actual position and the set position of the variable valve timing device with the first threshold value. The set position and the first threshold may be set according to actual needs, and are not limited herein.
The control apparatus may execute step S301 shown in fig. 3 upon detecting that the difference between the actual position and the set position of the variable valve timing device is larger than the first threshold value.
In this embodiment, after obtaining the canister load, the control device may compare the canister load with the second threshold. The second threshold may be set according to actual needs, and is not limited herein.
The control apparatus may perform step S302 shown in fig. 3 when detecting that the canister load is greater than the second threshold value.
In this embodiment, after obtaining the air leakage amount, the control device may compare the air leakage amount with a third threshold. The third threshold may be set according to actual needs, and is not limited here.
The control apparatus may perform step S303 shown in fig. 3 when detecting that the amount of air leakage is greater than the third threshold value.
Based on this, in one embodiment of the present application, the control device may specifically determine the fault category of the engine through S301 to S303 as shown in fig. 3, which is detailed as follows:
in S301, if the difference between the actual position and the set position of the variable valve timing device is greater than a first threshold value, the type of the failure of the engine is determined as the control abnormality of the variable valve timing device.
In S302, if the canister load is greater than a second threshold, it is determined that the fault type of the engine is the canister control abnormality.
In S303, if the air leakage is greater than a third threshold, it is determined that the fault type of the engine is the air leakage abnormality.
In the present embodiment, the control apparatus indicates that a large deviation occurs in the actual position of the variable valve timing device when detecting that the difference between the actual position and the set position of the variable valve timing device is larger than the first threshold value, that is, that the variable valve timing device control is abnormal, and therefore, the control apparatus can determine the type of the failure of the engine as the variable valve timing device control abnormality.
When the control device detects that the load of the carbon tank is greater than the second threshold value, the carbon tank load of the engine exceeds the standard, namely the carbon tank control is abnormal, and therefore the control device can determine the fault type of the engine to be the carbon tank control abnormality.
The control apparatus indicates that the difference between the intake air amount set by the engine and the intake air amount finally burned is excessively large, i.e., that the air leakage of the engine is abnormal, when it is detected that the air leakage is larger than the third threshold value, and therefore, the control apparatus may determine that the failure category of the engine is the air leakage abnormality.
In S202, if the fire path parameter meets a set fire path fault determination condition, it is determined that the fault category of the engine is a fire path fault.
In practical applications, the fire parameters include, but are not limited to: ignition angle, ignition energy and actual voltage value of ignition coil.
Depending on the fire path parameters, fire path faults include, but are not limited to: ignition angle abnormality, ignition energy abnormality, and ignition coil abnormality. The ignition angle is also referred to as ignition angle.
In this embodiment, the fire fault determination condition may be set according to actual needs, and is not limited here.
In one embodiment of the present application, the fire fault determination condition may be: the fire path parameter is less than the corresponding parameter threshold. The parameter threshold corresponding to the fire path parameter may be set according to actual needs, and is not limited here. It should be noted that, different fire path parameters have different corresponding parameter thresholds.
In the present embodiment, the control device may compare the ignition angle with the fourth threshold value after obtaining the ignition angle. The fourth threshold may be set according to actual needs, and is not limited here.
The control apparatus may execute step S401 shown in fig. 4 when detecting that the ignition angle is smaller than the fourth threshold value.
In this embodiment, the control device may compare the ignition energy with a fifth threshold value after obtaining the ignition energy. The fifth threshold may be set according to actual needs, and is not limited herein.
The control apparatus may perform step S402 shown in fig. 4 when detecting that the ignition energy is less than the fifth threshold value.
In this embodiment, the control device may calculate a difference between the actual voltage value of the ignition coil and the set first voltage value after obtaining the actual voltage value of the ignition coil, and compare the difference between the actual voltage value of the ignition coil and the set first voltage value with the sixth threshold value. The set first voltage value and the set sixth threshold may be set according to actual needs, and are not limited herein.
The control device may perform step S403 as shown in fig. 4 when detecting that the difference between the actual voltage value of the ignition coil and the set first voltage value is greater than the sixth threshold value.
Based on this, in one embodiment of the present application, the control device may specifically determine the fault category of the engine through S401 to S403 as shown in fig. 4, which are detailed as follows:
in S401, if the ignition angle is smaller than a fourth threshold, it is determined that the type of the engine failure is the ignition angle abnormality.
In S402, if the ignition energy is smaller than a fifth threshold, it is determined that the fault type of the engine is the ignition energy abnormality.
In S403, if the difference between the actual voltage value of the ignition coil and the set first voltage value is greater than a sixth threshold value, it is determined that the engine failure type is the ignition coil abnormality.
In the present embodiment, the control device may specify that the ignition angle is deviated, that is, the ignition angle is abnormal, when detecting that the ignition angle is smaller than the fourth threshold value, and therefore, the control device may determine that the failure category of the engine is the ignition angle abnormality.
The control apparatus, when detecting that the ignition energy is less than the fifth threshold, indicates that the ignition energy of the engine is insufficient (does not meet the standard), i.e., the ignition energy is abnormal, and therefore, the control apparatus may determine that the failure category of the engine is the ignition energy abnormality.
The control device may specify that the ignition coil abnormality of the engine (ignition coil failure) is a failure type of the engine, because the control device indicates that a large deviation of the actual voltage value of the ignition coil occurs when detecting that the difference between the actual voltage value of the ignition coil and the set first voltage value is greater than the sixth threshold value.
In S203, if the oil passage parameter meets the set oil passage failure determination condition, the failure type of the engine is determined to be an oil passage failure.
In practical applications, the oil path parameters include, but are not limited to: rail pressure (i.e. oil rail pressure value), oil injection time, oil injection pulse width and actual voltage value of the oil injector.
Oil circuit faults include, but are not limited to, according to oil circuit parameters: rail pressure is abnormal, oil injection time is abnormal, oil injection pulse width is abnormal, and an oil injector is abnormal.
In this embodiment, the oil passage fault determination condition may be set according to actual needs, and is not limited here.
In one embodiment of the present application, the oil passage failure determination condition may be: the oil circuit parameter is smaller than the corresponding parameter threshold value. The parameter threshold corresponding to the oil circuit parameter can be set according to actual needs, and is not limited here. It should be noted that, for different oil path parameters, the corresponding parameter thresholds are also different.
In this embodiment, the control apparatus may compare the rail pressure of the engine with the seventh threshold value after obtaining the rail pressure. The seventh threshold may be set according to practical requirements, and is not limited herein.
The control apparatus may perform step S501 shown in fig. 5 when detecting that the rail pressure is greater than the seventh threshold value.
In this embodiment, the control device may compare the injection time with the eighth threshold value after obtaining the injection time. The eighth threshold may be set according to actual needs, and is not limited herein.
The control apparatus may perform step S502 shown in fig. 5 when detecting that the fuel injection time is greater than the eighth threshold value.
In this embodiment, after obtaining the injection pulse width, the control device may compare the injection pulse width with a ninth threshold. The ninth threshold value may be set according to actual needs, and is not limited here.
The control apparatus may perform step S503 shown in fig. 5 when detecting that the pulse width of injection is greater than the ninth threshold value.
In this embodiment, after obtaining the actual voltage value of the injector, the control device may calculate a difference between the actual voltage value of the injector and the set second voltage value, and compare the difference between the actual voltage value of the injector and the set second voltage value with the tenth threshold. The set second voltage value and the tenth threshold may be set according to actual needs, and are not limited herein.
The control apparatus may execute step S504 shown in fig. 5 when detecting that the difference between the actual voltage value of the injector and the set second voltage value is larger than the tenth threshold value.
Based on this, in one embodiment of the present application, the control apparatus may specifically determine the fault category of the engine through S501 to S504 as shown in fig. 5, which are detailed as follows:
in S501, if the rail pressure is greater than a seventh threshold, it is determined that the fault type of the engine is the rail pressure abnormality.
In S502, if the injection time is greater than an eighth threshold, it is determined that the fault type of the engine is the injection time abnormality.
In S503, if the injection pulse width is greater than a ninth threshold, it is determined that the fault type of the engine is the injection pulse width abnormality.
In S504, if the difference between the actual voltage value of the injector and the set second voltage value is greater than a tenth threshold, it is determined that the fault type of the engine is the injector abnormality.
In this embodiment, when the control device detects that the rail pressure is greater than the seventh threshold, it is indicated that the rail pressure exceeds the standard, that is, the rail pressure is abnormal, and therefore, the control device may determine that the fault type of the engine is the rail pressure abnormality.
When detecting that the oil injection time is larger than the eighth threshold value, the control device indicates that the oil injection time of the engine is too long and exceeds the set time, namely the oil injection time is abnormal, and therefore the control device can determine that the fault type of the engine is the abnormal oil injection time.
When the control equipment detects that the oil injection pulse width is larger than the ninth threshold value, the oil injection pulse width of the engine is too large and exceeds a set value, namely the oil injection pulse width is abnormal, and therefore the control equipment can determine that the fault type of the engine is the abnormal oil injection pulse width.
When the control device detects that the difference between the actual voltage value of the oil injector and the set second voltage value is larger than the tenth threshold, the fact that the actual voltage value of the oil injector has a large deviation is indicated, namely the oil injector is abnormal (the oil injector has a fault), and therefore the control device can determine that the fault type of the engine is the oil injector abnormality.
In another embodiment of the application, the control device is further provided with a fault prompting device, so that the control device can control the fault prompting device to output prompting information for prompting the fault type after determining the fault type of the engine.
In this embodiment, the fault notification device may be an instrument fault lamp, and each fault category may be configured with an instrument fault lamp corresponding to the fault category. Based on this, the control device may control the meter trouble lamp corresponding to the trouble category to turn on after determining the trouble category of the engine.
In S103, the control device executes a preset processing action corresponding to the failure category.
In the embodiment of the present application, the control device stores the correspondence between each failure type and each processing action in advance, and therefore, after the control device determines the failure type of the engine, the control device can determine the processing action of the failure type pair of the engine from the correspondence stored in advance between each failure type and each processing action, and execute the processing action.
In one embodiment of the present application, the processing action may be: and adjusting the input parameters corresponding to the fault category to preset values. The preset value can be set according to actual needs, and is not limited herein. It should be noted that the preset values corresponding to different input parameters are different.
Based on this, in another embodiment of the present application, in combination with S301 to S303, since the input parameters include gas path parameters including an actual position of the variable valve timing device, a canister load, and an air leakage amount, the control device may specifically execute preset processing actions corresponding to engine failure types through S601 to S603 shown in fig. 6, which are described in detail as follows:
in S601, if it is detected that the type of the engine failure is the variable valve timing apparatus control abnormality, the actual position of the variable valve timing apparatus is adjusted to a first target position.
In S602, if it is detected that the type of the failure of the engine is the canister control abnormality, a canister valve of the engine is adjusted to a second target position.
In S603, if it is detected that the fault type of the engine is the abnormal air leakage, the fuel injection amount of the engine is increased according to the target air leakage.
In the present embodiment, the control apparatus may adjust the actual position of the variable valve timing device to the first target position in order to secure sufficient intake air to secure the performance of the engine when it is detected that the failure type of the engine is the variable valve timing device control abnormality. The first target position may be set according to actual needs, and is not limited herein.
When the control device detects that the fault type of the engine is carbon tank control abnormity, in order to ensure the performance of the engine and avoid the continuous standard exceeding of the carbon tank load, the control device can adjust the position of a carbon tank valve of the engine to a second target position. The second target position may be set according to actual needs, and is not limited herein.
When the control device detects that the fault category of the engine is the air leakage abnormality, in order to ensure that the difference between the set air inflow and the final combustion air inflow of the engine is smaller than a third threshold value, the control device can increase the fuel injection quantity of the engine according to the target air leakage so as to increase the fuel injection, and therefore the performance of the engine is ensured. The target air leakage amount may be set according to a difference between an intake air amount set by the engine and a final combustion intake air amount, and is not limited herein.
In another embodiment of the present application, in combination with S401 to S403, since the input parameters include a fire path parameter, which includes an ignition angle, an ignition energy and an actual voltage value of an ignition coil, the control device may specifically execute preset processing actions corresponding to engine fault categories through S701 to S702 as shown in fig. 7, which are detailed as follows:
in S701, if it is detected that the type of the engine failure is the ignition angle abnormality and/or the ignition energy abnormality, the ignition angle is adjusted to a target angle.
In S702, if it is detected that the failure type of the engine is the ignition coil abnormality, the fuel injection amount of the engine is controlled to be kept unchanged.
In the present embodiment, since the ignition energy can be controlled by the increase or decrease of the ignition angle, the control device can adjust the ignition angle to the target angle when detecting that the failure category of the engine is the ignition angle and/or the ignition energy is abnormal. The target angle may be set according to actual needs, and is not limited herein.
The control device may control the fuel injection amount of the engine to be kept constant when it is detected that the failure category of the engine is ignition coil abnormality (i.e., ignition coil failure).
In an embodiment of the present application, in combination with S501 to S504, since the input parameters include oil path parameters, and the oil path parameters include rail pressure, oil injection time, oil injection pulse width, and actual voltage value of the oil injector, the control device may specifically execute preset processing actions corresponding to engine fault categories through S801 to S804 shown in fig. 8, which are detailed as follows:
in S801, if it is detected that the type of the fault of the engine is the rail pressure abnormality, the rail pressure is adjusted to a target threshold value.
In S802, if it is detected that the type of the fault of the engine is the abnormality of the injection time, the injection time is adjusted to a target time.
In S803, if it is detected that the type of the engine failure is the injection pulse width abnormality, the injection pulse width is adjusted to a target pulse width.
In S804, if it is detected that the fault type of the engine is the injector abnormality, the injector is controlled to remain unchanged.
In the present embodiment, when the control device detects that the failure type of the engine is the rail pressure abnormality, the control device may adjust the rail pressure to the target threshold value in order to ensure the performance of the engine. The target threshold may be set according to actual needs, and is not limited herein.
When the control device detects that the fault type of the engine is the abnormal fuel injection time, the control device can adjust the fuel injection time to the target time in order to ensure the performance of the engine. The target time may be set according to actual needs, and is not limited herein.
When the control device detects that the fault type of the engine is the injection pulse width abnormity, in order to ensure the performance of the engine, the control device can adjust the injection pulse width to be the target pulse width. The target pulse width may be set according to actual needs, and is not limited herein.
When the control device detects that the fault type of the engine is the abnormal condition of the oil injector, in order to ensure the safety of the airplane and avoid the further deterioration of the fault of the engine, the control device needs to control the oil injector to keep unchanged.
In another embodiment of the present application, when the control device detects that a plurality of faults occur to the engine, and the fault category corresponding to each fault is different, the control device may sequentially process each fault in the order from high to low in fault priority, that is, sequentially execute the preset processing action corresponding to each fault category.
It should be noted that, since the engine failure in the air is a very serious problem, the failure may cause the aircraft to be unstable, and the failure may cause a flight accident. Therefore, when the control apparatus detects that there is any one of the above-described failure categories of the engine, or there is a failure other than the above-described failure categories, the control apparatus needs to control the engine not to perform the process of fuel cut or fuel reduction.
It can be seen from the above that, according to the method for processing the engine fault provided by the embodiment of the application, when the engine fault is detected, the input parameters of the engine are obtained; determining the fault category of the engine according to the input parameters; the preset processing action corresponding to the fault category is executed, that is, the processing action of the engine is not fixed and can be changed according to the fault category, so that the processing method for the engine fault provided by the embodiment of the application can flexibly determine the corresponding processing action according to the fault category of the engine, the processing efficiency of the engine abnormity is improved, and the safety of the airplane is improved.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.
Fig. 9 shows a block diagram of a processing apparatus for engine faults according to the embodiment of the present application, and for convenience of explanation, only the relevant parts of the embodiment of the present application are shown. Referring to fig. 9, the engine failure processing apparatus 900 includes: an acquisition unit 91, a failure type determination unit 92, and an execution unit 93. Wherein:
the acquisition unit 91 is configured to acquire an input parameter of the engine when a failure of the engine is detected.
The fault category determination unit 92 is configured to determine a fault category of the engine according to the input parameter.
The execution unit 93 is configured to execute a preset processing action corresponding to the fault category.
In an embodiment of the present application, the input parameters include an air path parameter, a fire path parameter, and an oil path parameter of the engine, and the fault category determining unit 92 specifically includes: the device comprises an air path fault determining unit, a fire path fault determining unit and an oil path fault determining unit. Wherein:
and the gas circuit fault determining unit is used for determining the fault type of the engine as a gas circuit fault if the gas circuit parameters meet the set gas circuit fault determination conditions.
And the fire path fault determining unit is used for determining the fault type of the engine as a fire path fault if the fire path parameters meet the set fire path fault determination conditions.
And the oil path fault determining unit is used for determining the fault type of the engine as an oil path fault if the oil path parameters meet the set oil path fault determination conditions.
In one embodiment of the application, the gas path parameters include an actual position of the variable valve timing device, a carbon canister load and an air leakage, and the gas path faults include a variable valve timing device control abnormality, a carbon canister control abnormality and an air leakage abnormality; the gas circuit fault determination unit specifically includes: a first gas circuit failure determination subunit, a second gas circuit failure determination subunit, and a third gas circuit failure determination subunit. Wherein:
the first air passage failure determination subunit is configured to determine the type of failure of the engine as the variable valve timing apparatus control abnormality if a difference between an actual position and a set position of the variable valve timing apparatus is greater than a first threshold value.
And the second gas circuit fault determining subunit is used for determining that the fault type of the engine is the carbon tank control abnormality if the carbon tank load is greater than a second threshold value.
And the third gas circuit fault determining subunit is used for determining that the fault type of the engine is the air leakage abnormity if the air leakage is larger than a third threshold value.
In an embodiment of the present application, the executing unit 93 specifically includes: the device comprises a first adjusting unit, a second adjusting unit and an increasing unit. Wherein:
the first adjustment means is configured to adjust an actual position of the variable valve timing device to a first target position if it is detected that the type of failure of the engine is the control abnormality of the variable valve timing device.
The second adjusting unit is used for adjusting a carbon tank valve of the engine to a second target position if the fault type of the engine is detected to be the carbon tank control abnormity.
The increasing unit is used for increasing the fuel injection quantity of the engine according to the target air leakage quantity if the fault type of the engine is detected to be the abnormal air leakage quantity.
In one embodiment of the present application, the fire path parameters include an ignition angle, an ignition energy, and an actual voltage value of an ignition coil; the fire path faults comprise abnormal ignition angle, abnormal ignition energy and abnormal ignition coil; the fire path fault determination unit specifically includes: the fire circuit fault determination sub-unit comprises a first fire circuit fault determination sub-unit, a second fire circuit fault determination sub-unit and a third fire circuit fault determination sub-unit. Wherein:
the first fire path fault determination subunit is configured to determine that the fault category of the engine is the ignition angle abnormality if the ignition angle is smaller than a fourth threshold.
And the second fire path fault determining subunit is used for determining that the fault type of the engine is the ignition energy abnormity if the ignition energy is smaller than a fifth threshold value.
And the third fire circuit fault determining subunit is used for determining that the fault type of the engine is the ignition coil abnormity if the difference between the actual voltage value of the ignition coil and the set first voltage value is greater than a sixth threshold value.
In an embodiment of the present application, the executing unit 93 specifically includes: a third adjusting unit and a first control unit. Wherein:
and the third adjusting unit is used for adjusting the ignition angle to a target angle if the fault type of the engine is detected to be the abnormal ignition angle and/or the abnormal ignition energy.
The first control unit is used for controlling the fuel injection quantity of the engine to be kept unchanged if the fact that the fault type of the engine is the ignition coil abnormity is detected.
In one embodiment of the application, the oil path parameters comprise rail pressure, oil injection time, oil injection pulse width and actual voltage value of an oil injector; the oil circuit faults comprise rail pressure abnormity, oil injection time abnormity, oil injection pulse width abnormity and oil injector abnormity; the oil circuit fault determination unit specifically includes: the oil passage fault determination device comprises a first oil passage fault determination subunit, a second oil passage fault determination subunit, a third oil passage fault determination subunit and a fourth oil passage fault determination subunit. Wherein:
and the first oil way fault determining subunit is used for determining that the fault type of the engine is the rail pressure abnormity if the rail pressure is greater than a seventh threshold value.
And the second oil path fault determining subunit is used for determining that the fault type of the engine is the abnormal oil injection time if the oil injection time is greater than an eighth threshold value.
And the third oil path fault determining subunit is used for determining that the fault type of the engine is the oil injection pulse width abnormity if the oil injection pulse width is larger than a ninth threshold value.
And the fourth oil path fault determining subunit is used for determining that the fault type of the engine is the abnormal condition of the oil injector if the difference between the actual voltage value of the oil injector and the set second voltage value is greater than a tenth threshold value.
In an embodiment of the present application, the executing unit 93 specifically includes: a fourth adjusting unit, a fifth adjusting unit, a sixth adjusting unit and a second control unit. Wherein:
and the fourth adjusting unit is used for adjusting the rail pressure to a target threshold value if the fault type of the engine is detected to be the rail pressure abnormity.
And the fifth adjusting unit is used for adjusting the oil injection time to be the target time if the fault type of the engine is detected to be the abnormal oil injection time.
And the sixth adjusting unit is used for adjusting the oil injection pulse width to be the target pulse width if the fault type of the engine is detected to be the abnormal oil injection pulse width.
And the second control unit is used for controlling the oil injector to keep unchanged if the fault type of the engine is detected to be the abnormal state of the oil injector.
As can be seen from the above, according to the processing device for engine faults provided in the embodiment of the present application, when an engine fault is detected, the input parameters of the engine are obtained; determining the fault category of the engine according to the input parameters; the preset processing action corresponding to the fault category is executed, that is, the processing action of the engine is not fixed but changes according to the fault category, so that the processing action corresponding to the engine fault can be flexibly determined according to the fault category of the engine by the engine fault processing method provided by the embodiment of the application, the processing efficiency of the engine abnormity is improved, and the safety of the airplane is improved.
It should be noted that, for the information interaction, execution process, and other contents between the above-mentioned devices/units, the specific functions and technical effects thereof are based on the same concept as those of the embodiment of the method of the present application, and specific reference may be made to the part of the embodiment of the method, which is not described herein again.
It should be clear to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional units and modules is only used for illustration, and in practical applications, the above function distribution may be performed by different functional units and modules as needed, that is, the internal structure of the apparatus may be divided into different functional units or modules to perform all or part of the above described functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only used for distinguishing one functional unit from another, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
Fig. 10 is a schematic structural diagram of a control device according to an embodiment of the present application. As shown in fig. 10, the control apparatus 1 of this embodiment includes: at least one processor 10 (only one shown in fig. 10), a memory 11, and a computer program 12 stored in the memory 11 and operable on the at least one processor 10, the processor 10 implementing the steps in the method embodiments of handling any of the various engine faults described above when executing the computer program 12.
The control device may include, but is not limited to, a processor 10, a memory 11. Those skilled in the art will appreciate that fig. 10 is merely an example of the control device 1, and does not constitute a limitation of the control device 1, and may include more or less components than those shown, or combine some components, or different components, such as an input-output device, a network access device, and the like.
The Processor 10 may be a Central Processing Unit (CPU), and the Processor 10 may be other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, a discrete Gate or transistor logic device, a discrete hardware component, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 11 may in some embodiments be an internal storage unit of the control device 1, such as a memory of the control device 1. The memory 11 may also be an external storage device of the control device 1 in other embodiments, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like provided on the control device 1. Further, the memory 11 may also include both an internal storage unit and an external storage device of the control device 1. The memory 11 is used for storing an operating system, an application program, a BootLoader (BootLoader), data, and other programs, such as program codes of the computer programs. The memory 11 may also be used to temporarily store data that has been output or is to be output.
The embodiments of the present application further provide a computer-readable storage medium, where a computer program is stored, and when the computer program is executed by a processor, the computer program implements the steps in the above-mentioned method embodiments.
The embodiments of the present application provide a computer program product, which when run on a control device, enables the control device to implement the steps in the above method embodiments when executed.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, all or part of the flow in the method of the embodiments described above can be implemented by a computer program, which can be stored in a computer readable storage medium and can implement the steps of the embodiments of the methods described above when the computer program is executed by a processor. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer readable medium may include at least: any entity or apparatus capable of carrying computer program code to a control device, a recording medium, computer Memory, read-Only Memory (ROM), random-Access Memory (RAM), an electrical carrier signal, a telecommunications signal, and a software distribution medium. Such as a usb-drive, a removable hard drive, a magnetic or optical disk, etc. In certain jurisdictions, computer-readable media may not be an electrical carrier signal or a telecommunications signal in accordance with legislative and patent practice.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the technical solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the embodiments provided in the present application, it should be understood that the disclosed device and method for processing engine failure may be implemented in other ways. For example, the above-described engine fault handling device/control apparatus embodiments are merely illustrative, and for example, the modules or units may be divided into only one logical functional division, and may be implemented in other ways, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not implemented. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the embodiments of the present application, and they should be construed as being included in the present application.
Claims (10)
1. A method of handling an engine fault, comprising:
when detecting that an engine has a fault, acquiring input parameters of the engine;
determining a fault category of the engine according to the input parameters;
and executing a preset processing action corresponding to the fault category.
2. The process of claim 1, wherein the input parameters include gas path parameters, fire path parameters, and oil path parameters of an engine, and wherein determining the fault category of the engine based on the input parameters comprises:
if the gas path parameters meet the set gas path fault judgment conditions, determining the fault type of the engine as a gas path fault;
if the fire path parameters meet the set fire path fault judgment conditions, determining the fault type of the engine as a fire path fault;
and if the oil way parameters meet the set oil way fault judgment conditions, determining the fault type of the engine as an oil way fault.
3. The process of claim 2, wherein the gas path parameters include an actual position of the variable valve timing device, a canister load, and an air leakage, and the gas path faults include a variable valve timing device control abnormality, a canister control abnormality, and an air leakage abnormality; if the gas circuit parameters meet the set gas circuit fault judgment conditions, determining the fault category of the engine as a gas circuit fault, wherein the method comprises the following steps of:
determining the fault type of the engine as abnormal control of the variable valve timing device if the difference between the actual position and the set position of the variable valve timing device is greater than a first threshold value;
if the carbon tank load is larger than a second threshold value, determining that the fault type of the engine is the carbon tank control abnormity;
and if the air leakage is larger than a third threshold value, determining that the fault type of the engine is abnormal air leakage.
4. The processing method according to claim 3, wherein said executing the preset processing action corresponding to the fault category comprises:
if the detected fault type of the engine is abnormal control of the variable valve timing device, adjusting the actual position of the variable valve timing device to a first target position;
if the fault type of the engine is detected to be that the carbon tank control is abnormal, adjusting a carbon tank valve of the engine to a second target position;
and if the detected fault type of the engine is that the air leakage is abnormal, increasing the oil injection quantity of the engine according to the target air leakage.
5. The process of claim 2 wherein said fire path parameters include ignition angle, ignition energy and actual voltage value of ignition coil; the fire path faults comprise abnormal ignition angle, abnormal ignition energy and abnormal ignition coil; if the fire path parameters meet the set fire path fault judgment conditions, determining the fault category of the engine as the fire path fault, wherein the method comprises the following steps:
if the ignition angle is smaller than a fourth threshold value, determining that the fault type of the engine is abnormal;
if the ignition energy is smaller than a fifth threshold value, determining that the fault type of the engine is the ignition energy abnormality;
and if the difference between the actual voltage value of the ignition coil and the set first voltage value is larger than a sixth threshold value, determining the fault type of the engine as the abnormal condition of the ignition coil.
6. The processing method according to claim 5, wherein said performing a preset processing action corresponding to said failure category comprises:
if the detected fault type of the engine is the abnormal ignition angle and/or the abnormal ignition energy, adjusting the ignition angle to a target angle;
and if the detected fault type of the engine is that the ignition coil is abnormal, controlling the fuel injection quantity of the engine to be kept unchanged.
7. The process of claim 2 wherein said oil path parameters include rail pressure, time of injection, pulse width of injection, and actual voltage value of the injector; the oil circuit faults comprise rail pressure abnormity, oil injection time abnormity, oil injection pulse width abnormity and oil injector abnormity; if the oil path parameter meets the set oil path fault judgment condition, determining the fault type of the engine as an oil path fault, including:
if the rail pressure is larger than a seventh threshold value, determining that the fault type of the engine is the rail pressure abnormity;
if the oil injection time is larger than an eighth threshold value, determining that the fault type of the engine is abnormal in the oil injection time;
if the oil injection pulse width is larger than a ninth threshold value, determining that the fault type of the engine is the oil injection pulse width abnormity;
and if the difference between the actual voltage value of the oil injector and the set second voltage value is larger than a tenth threshold value, determining that the fault type of the engine is the abnormality of the oil injector.
8. The processing method as claimed in claim 7, wherein said executing the preset processing action corresponding to the fault category comprises:
if the fault type of the engine is detected to be the rail pressure abnormity, adjusting the rail pressure to be a target threshold value;
if the fault type of the engine is detected to be the abnormal oil injection time, adjusting the oil injection time to be the target time;
if the fault type of the engine is detected to be the abnormal oil injection pulse width, adjusting the oil injection pulse width to be a target pulse width;
and if the detected fault type of the engine is that the oil injector is abnormal, controlling the oil injector to keep unchanged.
9. A control apparatus comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor, when executing the computer program, carries out the steps of a method of handling an engine fault according to any one of claims 1 to 8.
10. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the steps of a method of handling an engine fault according to any one of claims 1 to 8.
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| CN116756621A (en) * | 2023-08-11 | 2023-09-15 | 北京理工大学 | On-line diagnosis method for air inlet and outlet faults of engine |
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| CN112664319A (en) * | 2020-12-25 | 2021-04-16 | 航天时代飞鸿技术有限公司 | Control system and fault diagnosis method for aviation piston two-stroke supercharged engine |
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| CN116756621A (en) * | 2023-08-11 | 2023-09-15 | 北京理工大学 | On-line diagnosis method for air inlet and outlet faults of engine |
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