A delivery start air control system and control method

Abstract

A cross-start bleed air regulation system and method are disclosed for regulating bleed air pressure during cross-starting of an engine to be started using bleed air supplied by a gas-supplying engine. The system includes: a starter branch that branches off from the environmental control line connecting the gas-supplying engine and the engine to be started, and connects to the starter of the engine to be started; a pressure sensor located in the starter branch for detecting the actual pipe pressure of the bleed air flowing into the starter from the gas-supplying engine; a starter control unit that receives the actual pipe pressure detected by the pressure sensor and generates a control command based on a comparison between the actual pipe pressure and a target pipe pressure; and a throttle control unit that receives the control command from the starter control unit and drives the throttle lever of the gas-supplying engine to move based on the control command. This enables fully automated and precise control of the aircraft engine cross-starting process.

Description

Technical Field

[0001] This application belongs to the field of civil aviation power plants, specifically relating to an AC start-up bleed air regulation system and regulation method. Background Technology

[0002] In the starting process of civil aircraft engines, cross-feed bleed air starting is a common starting method. This involves one running engine (the supplying engine) providing air to another engine (the waiting engine) via an environmental control bleed air system to drive its starter. To ensure a successful cross-feed start for the waiting engine, the supplying engine typically needs to provide bleed air at sufficient pressure.

[0003] However, modern high-bypass turbofan engines, in order to reduce ground idle thrust, typically provide insufficient bleed air pressure to meet the starter requirements of the other engine. Therefore, before AC start-up, the unit usually needs to push the throttle lever of the bleed air supply engine forward to increase its speed until the pipe pressure of the starter installed on the engine to be started reaches the pressure requirement value in the start-up manual.

[0004] However, manual adjustment inevitably brings burdens and risks. First, the AC start-up process requires high precision in pipe pressure control. The unit needs to monitor the pipe pressure in real time and manually control the throttle lever. If the operation is not timely or is misoperated, it may lead to start-up failure. Second, compared to cold start, hot start requires cold running before ignition to eliminate the unbalanced effect of the bow-shaped rotor. However, during cold running, the starter pressure must not be too high. If the pressure is too high, the starter valve will automatically close, thus terminating the operation.

[0005] Therefore, controlling the starter pipe pressure by manually adjusting the throttle is obviously very difficult. Not only is it difficult to ensure precise control of the starter pipe pressure throughout the AC starting process, but it is also complex to operate and has a heavy workload, especially in the case of hot engine starting. Summary of the Invention

[0006] The technical problem that the invention aims to solve

[0007] This application was developed to solve the aforementioned technical problems, and its purpose is to provide an AC starting bleed air regulation system and regulation method that can automatically regulate the power of the air-supplying engine and achieve automatic and precise control of the bleed air pressure.

[0008] Technical solutions adopted to solve technical problems

[0009] This application provides an AC start bleed air regulation system for regulating bleed air pressure during AC start-up, in which bleed air supplied by a gas supply engine drives an engine to be started. The system includes: a starter branch that branches off from an environmental control line connecting the gas supply engine and the engine to be started, and connects to the starter of the engine to be started; a pressure sensor disposed in the starter branch for detecting the actual pipe pressure flowing from the gas supply engine into the starter of the engine to be started; a start control unit that receives the actual pipe pressure detected by the pressure sensor and generates a control command based on a comparison between the actual pipe pressure and a target pipe pressure; and a throttle control unit that receives the control command from the start control unit and drives the throttle lever of the gas supply engine to move based on the control command.

[0010] Preferably, the starting control unit is connected to the engine controller to receive signals related to the air supply engine and the engine to be started; the starting control unit is connected to the environmental control system controller to receive signals related to the bleed air; and the starting control unit is connected to the landing gear controller to receive wheel load signals.

[0011] Preferably, the starting control unit calculates the minimum starting pipe pressure required to start the engine to be started based on the air pressure altitude and ambient temperature, and uses this as the target pipe pressure.

[0012] Preferably, the starting control unit generates the control command in such a way that the actual pipe pressure reaches the target pipe pressure, and sends it to the throttle control unit.

[0013] This application provides an AC start-up bleed air regulation method. In the aforementioned AC start-up bleed air regulation system, after receiving an AC start command, the start control unit enters automatic start control when all automatic start control conditions are met. In the automatic start control, the start control unit acquires the actual pipe pressure detected by the pressure sensor in real time, and calculates the target pipe pressure based on the real-time acquired air pressure altitude and ambient temperature. When the actual pipe pressure is less than the target pipe pressure, the throttle control unit adjusts the angle or position of the throttle lever of the air supply engine to bring the actual pipe pressure to the target pipe pressure. When the actual pipe pressure reaches the target pipe pressure, the engine to be started is started. After the engine to be started is successfully started, the throttle control unit adjusts the angle or position of the throttle lever of the air supply engine to bring the air supply engine into idle state. After the air supply engine enters idle state, the automatic start control is exited.

[0014] Preferably, the automatic start control conditions include: the fuel control switch of the engine to be started is turned on; the speed of the engine to be started is lower than the idle speed; the bleed air valve of the gas supply engine is open; the cross-flow bleed air valve of the environmental control pipeline is open; and the aircraft is on the ground.

[0015] Preferably, the starting control unit exits automatic starting control when the engine to be started fails to start.

[0016] Preferably, when the starting control unit receives a termination command for AC start during the starting process of the engine to be started, it adjusts the angle or position of the throttle lever of the air supply engine through the throttle control unit in a way that puts the air supply engine into an idle state, and exits the automatic start control after the air supply engine enters the idle state.

[0017] Preferably, if any of the automatic start control conditions are not met, the start control unit switches to manual control mode, and the pilot manually starts the engine to be started.

[0018] Preferably, when the engine to be started successfully starts, the pilot manually controls the air supply engine to idle.

[0019] According to this application, it is possible to achieve fully automated and precise control of the aircraft engine hand start-up process, thereby improving the start-up success rate while reducing operational risks. Attached Figure Description

[0020] Figure 1 A schematic diagram of the structure of an automatic adjustment system according to an embodiment of this application is shown.

[0021] Figure 2 A flowchart illustrating an automatic adjustment method according to an embodiment of this application is shown.

[0022] Figure 3 The flowchart shows the automatic start control decision made by the start control unit.

[0023] Symbol explanation: 10 Engine ready to start; 11 Starter motor; 12 HP bleed air port; 13 IP bleed air port; 20 Air-supplying engine; 21 Starter; 22 HP bleed air port; 23 IP bleed air port; 33 Transfer bleed air valve; 34 Upstream precooler; 35 Downstream precooler; 310 Starter branch; 361 Bleed air branch on the waiting side; 362 Bleed air branch on the supply side; 360 Main pipeline; 311 Pressure sensor; 40 Starting control unit; 50 Throttle control unit. Detailed Implementation

[0024] The present application is further described below with reference to the following embodiments. It should be understood that the following embodiments are for illustrative purposes only and are not intended to limit the scope of the present application. The same or corresponding reference numerals in the figures denote the same components, and repeated descriptions are omitted. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0025] The automatic adjustment system of one embodiment of this application is used in the scenario of alternating start of an aircraft engine, and will be described in detail below with reference to the accompanying drawings.

[0026] like Figure 1 As shown, aircraft engine alternating start refers to starting another engine 10 that is in a standby state, driven by high-pressure bleed air provided by an already running air-supplying engine 20. Specifically, during alternating start, the air-supplying engine 20 is in operation, generating high-pressure bleed air through its own high-pressure compressor as a power source to provide air driving force to the standby engine 10. The standby engine 10 is initially in a standby state, and is gradually accelerated to its self-sustaining speed by external power, achieving independent operation, i.e., being started by the air-supplying engine 20.

[0027] Both the air-supplying engine 20 and the engine 10 to be started are equipped with starters 21 and 11, respectively. Starters 21 and 11 are connected to a high-pressure shaft (not shown) via a gearbox, for example. In this embodiment, starters 21 and 11 are small air turbines that provide initial rotational energy to the engine when it is below its self-sustaining speed. During cross-starting, starter 21 of the air-supplying engine 20 is only used during the starting phase of the air-supplying engine 20 itself, and does not operate during the cross-starting phase. Starter 11 of the engine 10 to be started is driven by the high-pressure air output from the air-supplying engine 20 during the cross-starting phase.

[0028] Furthermore, in this embodiment, both the supply engine 20 and the engine 10 to be started are equipped with bleed air ports. Specifically, HP (high pressure) bleed air port 12 and IP (medium pressure) bleed air port 13 are respectively provided on the high-pressure compressor and the intermediate-pressure compressor of the engine 10 to be started, and HP bleed air port 22 and IP bleed air port 23 are respectively provided on the high-pressure compressor and the intermediate-pressure compressor of the supply engine 20. High-energy compressed air from the compressor is drawn out through these bleed air ports 12, 13, 22, and 23 for use in external systems of the engine, such as driving the starter of another engine, i.e., AC starting. Among them, the gas pressure and temperature through HP bleed air ports 12 and 22 are high, which are often used in the idle starting stage to ensure that the ECS (environmental control system) and the starter have sufficient air source pressure. The gas pressure and temperature through IP bleed air ports 13 and 23 are medium, which are often used in high-power operations such as cruising to avoid excessive temperature, reduce load, and improve reliability.

[0029] like Figure 1 As shown, in this embodiment, the gas supply engine 20 and the engine to be started 10 are connected via an environmental control pipeline (i.e., an environmental control bleed air pipeline, which is part of the environmental control system). Specifically, the environmental control pipeline includes: a bleed air pipeline connecting the bleed air ports of the gas supply engine 20 and the engine to be started 10; a starter branch 310 branching from the bleed air pipeline and connected to the starter 11; and a cross-flow bleed air valve (CBV) 33 installed in the bleed air pipeline. More specifically, during cross-flow starting, the cross-flow bleed air valve 33 opens, and the bleed air from the gas supply engine 20 is delivered to the starter 11 of the engine to be started 10 via the bleed air pipeline and the starter branch 310 to provide pipeline pressure. That is, the bleed air from the gas supply engine 20 drives the starter 11 of the engine to be started 10 via the environmental control pipeline. Furthermore, in this embodiment, the gas supply engine 20 is equivalent to the upstream of the gas flow, and the engine to be started 10 is equivalent to the downstream of the gas flow.

[0030] Furthermore, in this embodiment, the bleed air pipeline includes: a bleed air branch 361 on the start-up side connected to the HP bleed air port 12 and the IP bleed air port 13 of the engine to be started 10, respectively; a bleed air branch 362 on the supply side connected to the HP bleed air port 22 and the IP bleed air port 23 of the gas supply engine 20, respectively; and a main pipeline 360 ​​connecting the bleed air branch 361 on the start-up side and the bleed air branch 362 on the supply side.

[0031] Furthermore, in the bleed air branch 361 to be started, a valve (not shown) for controlling the opening and closing of the HP bleed air port 12 can be installed on the pipeline between the HP bleed air port 12 and the main pipeline 360 ​​(i.e., one of the bleed air branches 361 to be started), and a valve (not shown) for controlling the opening and closing of the IP bleed air port 13 can be installed on the pipeline between the IP bleed air port 13 and the main pipeline 360 ​​(i.e., one of the bleed air branches 361 to be started). Similarly, in the bleed air branch 362 to be supplied, a valve (not shown) for controlling the opening and closing of the HP bleed air port 22 can be installed on the pipeline between the HP bleed air port 22 and the main pipeline 360 ​​(i.e., one of the bleed air branches 362 to be supplied), and a valve (not shown) for controlling the opening and closing of the IP bleed air port 23 can be installed on the pipeline between the IP bleed air port 23 and the main pipeline 360 ​​(i.e., one of the bleed air branches 362 to be supplied). Therefore, the bleed air from HP bleed port 22 or IP bleed port 23 is selected according to the required temperature and pressure before entering the main pipeline 360. However, it can also be adjusted by the precooler described later.

[0032] Furthermore, in this embodiment, an alternating bleed air valve 33 is provided on the main pipeline 360, and an upstream precooler 34 and a downstream precooler 35 are respectively provided on the upstream and downstream sides of the alternating bleed air valve 33. Specifically, the alternating bleed air valve 33 can be completely closed at times other than alternating start-up to ensure complete isolation of the bleed air systems of the two engines and ensure the stability of the engine 10 to be started. In addition, the temperature and pressure of the bleed air (air) from the air supply engine 20 may be very high, far exceeding the range that the starter can withstand. Therefore, the bleed air is initially cooled by the upstream precooler 34 before entering the alternating bleed air valve 33, thereby preventing the high-temperature gas from causing aging and failure of the internal seals, high-temperature sensitive materials, lubricants, etc. of the alternating bleed air valve 33. After passing through the alternating bleed air valve 33, the bleed air is further cooled by the downstream precooler 35 to ensure that the bleed air temperature is reduced to the range that the starter 11 can withstand, thereby ensuring that the high-temperature sensitive components and seals inside the starter 11 operate at a safe temperature. However, this is not the only option. One or two of the precoolers mentioned above can be omitted, and the bleed pressure can be adjusted by the valve installed on the bleed branch 362 on the gas supply side.

[0033] Furthermore, in this embodiment, the starter branch 310 branches off from the main pipeline 360 ​​and connects to the starter 11 of the engine 10 to be started. Specifically, it branches off from the main pipeline 360 ​​closer to the downstream side than the downstream precooler 35. A pressure sensor 311 for detecting the pipe pressure of the starter 11 is provided on the starter branch 310. Further, the pressure sensor 311 is connected to the starter control unit (STCU) 40, which is connected to the throttle control unit 50, which is connected to the throttle mechanism (specifically, the throttle lever) of the air-supply engine 20. The throttle control unit 50 can control the position of the throttle lever either manually or automatically by the starter control unit 40, thereby controlling the rotational speed (N) of the air-supply engine 20 and, consequently, the pressure of the bleed air.

[0034] In this embodiment, during the bleed air start-up process, the start control unit 40 controls the throttle control unit 50 to automatically adjust the throttle lever (i.e., engine speed) of the air-supply engine 20, thereby achieving automatic adjustment of the bleed air pressure. Specifically, when the automatic start-up control conditions are met, the start control unit 40 automatically takes over the throttle (i.e., speed) control of the air-supply engine 20, realizing closed-loop pressure control of the starter motor 11, and automatically returns to the idle state and exits control after the engine 10 is successfully started.

[0035] The following, combined with Figure 2 , 3 The AC start-up bleed air regulation method of this application is described in detail.

[0036] In step S1, the start control unit 40 receives the start command, or cross-start command, from the pilot for the engine 10 to be started. In this embodiment, the pilot may issue the start command for the engine to be started via the control panel.

[0037] Next, in step S2, the start control unit 40 determines whether the automatic start control conditions are met. If they are met (shown as "yes" in the figure), the process proceeds to step S3. In this embodiment, during the determination of whether the automatic start control conditions are met, the start control unit 40 obtains signals reflecting the status of the engine, environmental control system, landing gear, and aircraft from different systems. Only when all signals meet the predetermined conditions is the start control unit 40 allowed to enter automatic start control. If any one of these conditions is not met, the start control unit 40 is not allowed to enter automatic start control to avoid potential risks.

[0038] like Figure 3 As shown, in this embodiment, for example, the determination can be based on the following signals.

[0039] The start control unit 40 receives a signal from the engine controller (EEC / FADEC) indicating the fuel control switch of the engine 10 to be started. If the signal confirms that the fuel control switch of the engine 10 to be started is open, it means that the fuel system of the engine 10 to be started is in a startable state (capable of fuel supply and ignition). Conversely, if the fuel switch of the engine 10 to be started is not open and air is supplied for ignition blindly, normal combustion cannot be established in the combustion chamber. Therefore, confirming that the fuel control switch of the engine 10 to be started is open is one of the conditions for meeting the automatic start control. However, it is not limited to the above signal; any signal that can confirm that the engine to be started is in a startable state is acceptable.

[0040] In addition, the start control unit 40 also receives a signal from the engine controller (EEC / FADEC) reflecting the rotational speed of the engine 10 to be started. If the signal confirms that the rotational speed is lower than the idle speed (minimum power state), it indicates that the engine 10 to be started is not running or has just started running, and the engine speed is within the range allowed for the starter motor to turn. Conversely, if the starter motor 11 engages when the engine is rotating at high speed, it may cause mechanical shock and damage to the starter motor. Therefore, confirming that the rotational speed of the engine 10 to be started is lower than the idle speed becomes the second condition for satisfying the automatic start control. However, it is not limited to the above-mentioned signal; any signal that can confirm the current operating status of the engine to be started is acceptable.

[0041] Furthermore, the start control unit 40 receives a signal from the environmental control system controller (IASC) reflecting the valve at the bleed air inlet of the air-supplying engine 20. If the signal confirms that the valve at the bleed air inlet of the air-supplying engine 20 is open, it indicates that the air supply line is unobstructed and can provide bleed air to the engine 10 to be started. Conversely, if the valve is not open, the air source is unavailable, which will cause the starter motor 11 to not receive actual driving force, and starting will not proceed normally. Therefore, confirming that the valve at the bleed air inlet of the air-supplying engine 20 is open is the third condition for satisfying the automatic start control. However, it is not limited to the above signal; any signal that confirms that the bleed air line on the air-supplying engine side is unobstructed is acceptable.

[0042] In addition, the start control unit 40 also receives a signal from the environmental control system controller (IASC) reflecting the bleed air supply valve 33. If the signal confirms that the bleed air supply valve 33 is open, it means that bleed air from the supply engine 20 can be delivered to the engine 10 to be started through the environmental control line. Conversely, if the environmental control line is blocked, the starter 11 of the engine 10 to be started cannot start. Therefore, confirming that the bleed air supply valve 33 is open is the fourth condition for satisfying the automatic start control. However, it is not limited to the above signal; any signal that confirms the unobstructed flow of the environmental control line between engines is acceptable.

[0043] In addition, the start control unit 40 receives wheel-mounted signals from the landing gear controller (LGCU). If the wheel-mounted signal is true, it indicates that the aircraft is on the ground. Conversely, triggering automatic start in the air could interfere with the throttle control required for automatic flight, posing a safety hazard. Therefore, confirming that the wheel-mounted signal is true is the fifth condition for satisfying automatic start control. However, it is not limited to the signals mentioned above; any signal that confirms the aircraft is on the ground is acceptable.

[0044] Therefore, automatic start control is a cross-system linkage control. The aforementioned signals constitute a closed-loop control from multiple dimensions, considering not only the engine's own state but also the air supply path and overall aircraft safety. The comprehensive judgment of these signals is to ensure the safety and reliability of the entire automatic start process. The start control unit 40 will only begin automatic start control (i.e., proceed to step S3) when all of the above conditions are met. Failure to meet any signal may lead to start-up failure or a serious safety accident; therefore, all conditions must be met for the start control unit 40 to be allowed to control automatically. However, the number, type, source, and judgment criteria of the signals used for judgment are not limited to the specific examples mentioned above. As long as safety and stability standards are met, they can be changed according to specific needs. Furthermore, judgments can be made simultaneously or sequentially, and the order of judgment when judging sequentially is not limited. Figure 3 As shown.

[0045] Next, in step S3, the starting control unit 40 acquires in real time the pipe pressure of the starter branch 310 detected by the pressure sensor 311, i.e., the bleed air pressure flowing into the starter 11 of the engine to be started 10. Simultaneously, the starting control unit 40 acquires signals of air pressure altitude and ambient temperature in real time and calculates the minimum starting pipe pressure, i.e., the target pipe pressure. In this embodiment, for example, a mapping relationship between air pressure altitude, ambient temperature, and minimum starting pipe pressure can be preset. When the starting control unit 40 knows the air pressure altitude and ambient temperature through sensors, it directly looks up the value in the mapping relationship. If necessary, engineering margin, hysteresis, and limiting can be added for stabilization, thereby obtaining the minimum starting pipe pressure. This minimum starting pipe pressure is equivalent to the threshold at which the starter 11 can start; therefore, this minimum starting pipe pressure is set as the target pipe pressure that the starting control unit 40 automatically adjusts to achieve. Furthermore, the starting control unit 40 can calculate different target pressures according to different starting scenarios.

[0046] Next, in step S4, the start control unit 40 compares the detected value of the pressure sensor 311 (i.e., the actual pipe pressure of the starter 11 of the engine 10 to be started) with the calculation result (i.e., the target pipe pressure of the starter 11 of the engine 10 to be started).

[0047] If the actual pipe pressure is less than the target pipe pressure (not shown in the figure), proceed to step S5.

[0048] In step S5, the start control unit 40 automatically adjusts the bleed air pressure and flow rate from the air supply engine 20. As mentioned earlier, the start control unit 40 itself does not directly control the opening degree of the cross-flow bleed air valve 33, but the opening and closing of the environmental control pipeline and its degree are controlled by the environmental control system controller (IASC). Therefore, in this embodiment, the start control unit 40 adjusts the throttle position of the air supply engine 20 through the throttle control unit 50, thereby adjusting the bleed air pressure and flow rate of the air supply engine 20.

[0049] Specifically, the starter control unit 40 calculates the target angle or position of the throttle lever of the air-supplying engine 20 based on the target pipe pressure, and then sends this angle or position signal (i.e., control command) to the throttle control unit 50. After receiving the angle signal, the throttle control unit 50 drives the throttle lever of the air-supplying engine 20 to move towards the target angle or position via the throttle servo motor, etc. As the throttle lever moves, the rotational speed (N) of the air-supplying engine 20 increases, and the pressure and flow rate of the bleed air from the compressor flowing through the HP bleed port 22 and IP bleed port 23 increase accordingly. The bleed air pressure and flow rate supplied to the engine 10 to be started will inevitably increase, and the detection value of the pressure sensor 311 will change accordingly. This process iterates step by step (i.e., repeats the above steps S3 to S5) until the actual pipe pressure of the starter 11 is above the target pipe pressure (step S6 described later). Thus, the starter control unit 40 indirectly achieves automatic and precise adjustment of the bleed air pressure and flow rate through throttle control. In addition, the amount of movement of the throttle lever can also be calculated based on the difference between the actual pipe pressure and the target pipe pressure.

[0050] If the actual pipe pressure is above the target pipe pressure, proceed to step S6.

[0051] In step S6, the start control unit 40 sends a start command to the engine controller (FADEC) of the engine to be started 10. The engine controller then starts the engine to be started 10, for example, by performing operations such as ignition and fuel supply to the engine to be started 10.

[0052] Next, in step S7, it is determined whether the engine 10 to be started has started successfully. In this embodiment, the start control unit 40 monitors the status signal of the engine 10 to be started in real time, which can be a signal from the engine controller, such as the engine speed reaching the self-holding speed, ignition completed, etc. If it is determined based on the status signal that the engine 10 to be started has started successfully (yes in the figure), then proceed to step S8. If it is determined that the engine 10 to be started has not started successfully (no in the figure), there may be other faults, so the automatic start can be terminated, or after a safety strategy, etc., the system can proceed to step S8, causing the air supply engine 20 to enter idle state and then exiting the automatic start control. In addition, the start control unit 40 can also receive signals from other systems or modules, such as signals from the pilot to manually terminate the start, and when such signals are received, it also proceeds to step S8.

[0053] In step S8, the start control unit 40 controls the air supply engine 20 to enter the idle state. In this embodiment, in order to reduce the air supply pressure, the start control unit needs to reduce the air supply engine 20 to the minimum stable thrust level, i.e., the idle state, after the engine 10 to be started is started. Specifically, the start control unit 40 sends a command to the throttle control unit 50 to return the throttle of the air supply engine 20 to the idle state. After receiving the command signal, the throttle control unit 50 drives the throttle lever of the air supply engine 20 to move to the position or angle corresponding to the idle state through the throttle servo motor, etc. During the movement of the throttle lever, the speed of the air supply engine 20 gradually decreases, and the bleed air pressure and flow rate also gradually decrease. When the throttle lever is returned to the preset position or angle corresponding to the idle state, the start control unit 40 stops driving the throttle control unit 50 (e.g., disconnects) and exits the automatic start control. The air supply engine 20 maintains operation at the minimum stable speed, the air supply pressure drops to the normal range, and the engine start-up is completed.

[0054] In step S2, if it is determined that the automatic start control conditions are not met (not shown in the figure), then proceed to step S10.

[0055] In step S10, since the start control unit 40 cannot enter automatic start control, it switches to manual control mode, whereby the pilot manually operates the throttle console to move the throttle lever and control the air-supply engine speed to meet the starter pressure requirements. Alternatively, it can directly switch to a start-disabled mode, providing alarm prompts, etc.

[0056] In step S11, after the pilot manually starts the standby engine 10, he continues to manually operate the throttle to reduce the air supply engine 20 to idle, thus completing the engine start-up.

[0057] Based on the above, it can be seen that the AC start-up bleed air regulation system and method of one embodiment of this application can automatically and accurately regulate the pressure. Specifically, The starter control unit 40 collects the actual pipe pressure of the starter branch 310 in real time through the pressure sensor 311, compares it with the calculated target pipe pressure, and generates a control command to control the throttle control unit 50 to automatically adjust the throttle of the air supply engine 20, thereby realizing closed-loop control of the bleed air pressure, replacing manual stick operation, reducing the pilot's workload, achieving stable and precise pressure control, and improving the start success rate and reliability.

[0058] Furthermore, the starting process of this application is safer. Specifically, the starting control unit 40 makes a comprehensive judgment through multiple signals, including engine status, valve status, wheel load signals, etc., to ensure that automatic control is performed only under safe conditions, avoiding starting failure or system damage caused by misoperation.

[0059] Furthermore, this application helps reduce the risk of excessive pressure during hot engine startup. Specifically, the starter control unit 40 limits throttle advance by real-time pressure detection and, combined with stabilization measures such as engineering margin, hysteresis, and amplitude limiting, controls the bleed air pressure within a safe range during the cold start phase of the hot engine, thereby reducing the risk of excessive pressure causing the starter valve to automatically close or components to be damaged. This not only replaces traditional manual operation and reduces the risk of misoperation but also extends the lifespan of the starter and related components.

[0060] Furthermore, this application can automatically retract after starting. Specifically, after the engine 10 to be started successfully starts, the starting control unit 40 automatically returns the air supply engine 20 to idle state, ensuring that the bleed air pressure is restored to normal and reducing the additional load on the engine and pipelines.

[0061] In addition, this application also has a redundant design that allows for automatic and manual switching, switching to manual control when automatic start-up control is not possible, further ensuring the safe operation of civil aircraft.

[0062] It should be understood that the term "connection" as used in this application, unless otherwise specified, may include mechanical connections, fluid connections, electrical connections, and / or communication connections, as well as other connection methods that can achieve the corresponding functions.

[0063] It should also be understood that the components involved in this application, such as engines, throttle mechanisms, valves, precoolers, sensors, control units, and related pipelines, can be appropriately configured according to the existing system architecture of the aircraft; the signal acquisition, data transmission, command generation, and control execution between the components can be implemented by the corresponding controllers, processors, actuators, communication lines, and / or software programs in a manner known in the art, unless otherwise specified, this application does not limit their specific implementation forms.

[0064] Furthermore, the steps described in conjunction with the flowchart herein can be executed by a controller, processor, or other control device, or implemented by instructions stored in a computer-readable storage medium. Without departing from the technical concept of this application and provided there are no logical conflicts between the steps, some steps can be combined, split, executed in parallel, or executed in a manner different from that shown in the accompanying drawings.

[0065] The above specific embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit the scope of protection of this application. Without departing from the technical concept of this application, those skilled in the art can make various modifications, substitutions or combinations to the above embodiments, and such modifications, substitutions or combinations should all fall within the scope of protection of this application.

Claims

1. An AC start bleed air regulation system, used to regulate bleed air pressure during AC start-up in which the engine to be started is driven by bleed air supplied by a gas-supplying engine, characterized in that, include: The starter branch branch branches off from the ring control line connecting the air supply engine and the engine to be started, and connects to the starter of the engine to be started. A pressure sensor, which is installed in the starter branch, is used to detect the actual pipe pressure of the starter motor flowing from the air supply engine into the engine to be started. The start control unit receives the actual pipe pressure detected by the pressure sensor and generates control commands based on the comparison between the actual pipe pressure and the target pipe pressure. as well as The throttle control unit receives the control command from the start control unit and drives the throttle lever of the gas-powered engine to move based on the control command.

2. The AC start-up bleed air regulation system according to claim 1, characterized in that, The starting control unit is connected to the engine controller and is used to receive signals related to the air-supplying engine and the engine to be started. The start-up control unit is connected to the environmental control system controller and is used to receive signals related to the bleed air. The starting control unit is connected to the landing gear controller and is used to receive wheel-mounted signals.

3. The AC start-up bleed air regulation system according to claim 1, characterized in that, The starting control unit calculates the minimum starting pipe pressure required to start the engine to be started based on the air pressure altitude and ambient temperature, and uses this as the target pipe pressure.

4. The AC start-up bleed air regulation system according to claim 1, characterized in that, The starting control unit generates the control command in such a way that the actual pipe pressure reaches the target pipe pressure, and sends it to the throttle control unit.

5. A method for regulating bleed air during AC transmission start-up, characterized in that, In any one of the AC start-up bleed air regulation systems according to claims 1 to 4, after receiving the AC start command, the start control unit enters automatic start control when all automatic start control conditions are met; The starting control unit is in the automatic start control. The actual pipe pressure detected by the pressure sensor is acquired in real time, and the target pipe pressure is calculated based on the real-time acquired air pressure altitude and ambient temperature. When the actual pipe pressure is less than the target pipe pressure, the angle or position of the throttle lever of the air supply engine is adjusted by the throttle control unit in a manner that brings the actual pipe pressure to the target pipe pressure. When the actual pipe pressure reaches the target pipe pressure, the engine to be started is activated. After the engine to be started successfully, the angle or position of the throttle lever of the air-supplying engine is adjusted by the throttle control unit in a manner that puts the air-supplying engine into an idle state. Automatic start control is disengaged after the gas-supply engine enters idle state.

6. The method for regulating bleed air during AC start-up according to claim 5, characterized in that, The automatic start control conditions include: the fuel control switch of the engine to be started is turned on; the speed of the engine to be started is lower than the idle speed; the bleed air valve of the gas supply engine is open; the cross-flow bleed air valve of the environmental control pipeline is open; and the aircraft is on the ground.

7. The method for regulating bleed air during AC start-up according to claim 5, characterized in that, The starting control unit exits automatic starting control when the engine to be started fails to start.

8. The AC start-up bleed air regulation method according to claim 5, characterized in that, When the starting control unit receives a termination command for AC start during the starting process of the engine to be started, it adjusts the angle or position of the throttle lever of the air supply engine through the throttle control unit in a way that puts the air supply engine into an idle state, and exits the automatic start control after the air supply engine enters the idle state.

9. The AC start-up bleed air regulation method according to claim 5, characterized in that, If any of the automatic start control conditions are not met, the start control unit switches to manual control mode, and the pilot manually starts the engine to be started.

10. The AC start-up bleed air regulation method according to claim 9, characterized in that, Once the engine is successfully started, the pilot manually controls the air supply engine to idle.

Images