A method and device for identifying and controlling the starting of a shipborne engine under crosswind conditions

Abstract

This application belongs to the field of engine control technology, and particularly relates to a method and device for identifying and controlling the start-up of a shipborne engine under crosswind conditions. The method includes: Step S1, when the engine is in the start-up stage before ignition, calculate the total pressure at the inlet of the engine fan; Step S2, determine the measured converted pressure at the inlet of the combustion chamber; Step S3, based on the correspondence table between the relative converted speed of the high-pressure rotor of the engine under given no-wind conditions and the standard converted pressure at the inlet of the combustion chamber, determine the standard converted pressure at the inlet of the combustion chamber; Step S4, determine the ratio of the measured converted pressure at the inlet of the combustion chamber to the standard converted pressure at the inlet of the combustion chamber; Step S5, through a preset correspondence table between the ratio and the correction parameter, determine the corresponding correction parameter, and correct the parameters of the engine start-up control based on the correction parameter. This application can be compatible with the meteorological conditions of changes in shipboard wind direction and wind speed, improve the engine start-up success rate, and reduce the commissioning workload.

Description

Technical Field

[0001] This application belongs to the technical field of engine control, and particularly relates to a method and device for identifying and controlling the start-up of a shipborne engine in a crosswind state. Background Art

[0002] Shipborne aircraft operate on the ship's deck. The meteorological conditions in the marine working environment are complex, facing strong sea winds or even typhoons, and may encounter the influence of wind shear at various angles with the engine center line at any time.

[0003] When the engine operates under the crosswind condition on the ship's deck, the influence of the crosswind will cause air intake separation or distortion in the intake duct. At the same time, the crosswind increases the resistance of the engine nozzle. The above influences will reduce the available stable working range of the compressor and fan during engine start-up, deteriorate the working stability performance, cause the fan or compressor to surge, and in severe cases, lead to engine start-up failure, the engine cannot work, and thus the flight mission cannot be executed.

[0004] Currently, the control of the start-up process corrects the fuel supply law according to the engine's own working speed, working altitude, and temperature, Wf = f(P H , T1, n2). In this formula, Wf is the main fuel flow of the engine, P H is the cabin pressure of the aircraft engine compartment, T1 is the total inlet temperature of the engine, and n2 is the relative speed of the high-pressure rotor of the engine. Through this correction formula, the upwind start-up requirements during land-based use can be met.

[0005] However, shipborne aircraft operate on ships, and the waiting-to-fly state is often in an environment with changing wind directions and speeds. The conventional start-up control strategy cannot meet the reliability and success rate of shipboard start-up. The main reasons are:

[0006] 1) The existing technical solutions cannot identify the working state in a crosswind environment;

[0007] 2) The existing technical solutions are designed to achieve the optimal start-up time of land-based engines. Therefore, the start-up fuel supply is designed according to the upper limit of the engine's stable working ability. When working under crosswind meteorological conditions, the total pressure loss in the intake duct increases, the total intake pressure of the engine decreases, and at the same time, the exhaust resistance of the nozzle increases. The changes in the intake and exhaust pressures of the engine are incompatible with the original start-up control law, resulting in stalling, overheating, or even failure during start-up under the same control law, and unable to meet the requirement of stable acceleration to idle speed. Summary of the Invention

[0008] To solve one of the above problems, this application provides a method and device for identifying and controlling the start-up of a shipborne engine in a crosswind state, to identify the crosswind working state, perform adaptive correction control on the start-up control law under the crosswind working state, and achieve stable operation during start-up in the crosswind working state.

[0009] The first aspect of the present application provides a method for identifying and controlling the starting of a shipborne engine under crosswind conditions, mainly including:

[0010] Step S1: Determine whether the engine is in the starting stage before ignition. When the engine is in the starting stage before ignition, based on the cabin pressure P of the aircraft engine nacelle H and the characteristics σ of the aircraft inlet duct 进气道 calculate the total pressure P2 at the inlet of the engine fan;

[0011] Step S2: Obtain the relative converted speed n of the high-pressure rotor of the engine in each control cycle 2R and the measured converted pressure P6 / P2 at the inlet of the combustion chamber corresponding thereto, where P6 is the total pressure at the nozzle section of the engine;

[0012] Step S3: Based on the given correspondence table between the relative converted speed n of the high-pressure rotor of the engine obtained from the engine bench test under windless conditions 2R and the standard converted pressure (P6 / P2) at the inlet of the combustion chamber JZ determine the standard converted pressure (P6 / P2) corresponding to each measured relative converted speed n of the high-pressure rotor of the engine 2R ; JZ

[0013] Step S4: Calculate the ratio Δ(P6 / P2) of the measured converted pressure P6 / P2 at the inlet of the combustion chamber to the standard converted pressure (P6 / P2) at the inlet of the combustion chamber under each measured relative converted speed n of the high-pressure rotor of the engine 2R ; JZ

[0014] Step S5: When the ratio is greater than the set value A and lasts for n control cycles, it is determined that the shipborne engine is starting under crosswind conditions. At this time, through the preset correspondence table between the ratio Δ(P6 / P2) and the correction parameters, determine the corresponding correction parameters, and correct the parameters of the engine starting control based on the correction parameters.

[0015] Preferably, in step S1, determining whether the engine is in the starting stage before ignition includes:

[0016] Obtain the relative speed n2 of the high-pressure rotor of the engine and the engine starting time. When the relative speed n2 of the high-pressure rotor of the engine is less than the set engine starting ignition fuel supply speed n 2ig and the engine starting time is less than the set ignition fuel supply time t ig , it is determined that the engine is in the starting stage before ignition.

[0017] ​​Preferably, step S3 further includes: for each measured relative converted speed n of the high-pressure rotor of the engine 2R perform interpolation in the corresponding relationship table to determine the corresponding standard converted pressure at the combustor inlet (P6 / P2) JZ .

[0018] Preferably, in step S5, determining the corresponding correction parameter includes:

[0019] determine the average value of multiple ratios Δ(P6 / P2) greater than the set value A;

[0020] interpolate the corresponding correction parameter in the comparison table based on the average value.

[0021] Preferably, in step S5, parameter correction of the engine starting control based on the correction parameter includes:

[0022] correct the parameter n based on the control law X for the original starting control law (dn / dt) dem perform correction to obtain the corrected starting control law dn / dt = (dn / dt) dem *n X ;

[0023] correct the original compressor guide vane angle control law α based on the guide vane angle correction parameter α 2X to obtain the corrected compressor guide vane angle control law α2 = α 2dem *α 2dem ; 2X ;

[0024] When the engine has a starting bleed device, correct the original bleed air volume control law m based on the bleed correction parameter W 引气 to obtain the corrected bleed air volume control law m = m dem *W dem ; 引气 ;

[0025] When the starting nozzle is not in the mechanical maximum position, correct the original nozzle area control law A based on the nozzle area correction parameter A 8X to obtain the corrected nozzle area control law A8 = A 8dem *A 8dem ; 8X .

[0026] The second aspect of the present application provides a starting recognition and control device for a shipboard engine in a crosswind state, mainly including:

[0027] An engine fan inlet total pressure calculation module is used to determine whether the engine is in the starting stage before ignition. When the engine is in the starting stage before ignition, based on the cabin pressure P of the aircraft engine nacelle H and the characteristics σ of the aircraft inlet 进气道 calculate the total pressure P2 at the engine fan inlet;

[0028] A measured parameter acquisition module is used to acquire the relative converted speed n of the high-pressure rotor of the engine in each control cycle 2R and the measured converted pressure P6 / P2 at the inlet of the combustion chamber corresponding thereto, where P6 is the total pressure at the engine nozzle section;

[0029] A standard parameter acquisition module is used to determine the relative converted speed n of the high-pressure rotor of the engine under windless conditions obtained from the engine bench test based on the given 2R and the standard converted pressure (P6 / P2) at the inlet of the combustion chamber JZ in the corresponding relationship table, and determine the standard converted pressure (P6 / P2) corresponding to each relative converted speed n of the high-pressure rotor of the engine 2R measured; JZ ;

[0030] A ratio module is used to calculate the ratio Δ(P6 / P2) of the measured converted pressure P6 / P2 at the inlet of the combustion chamber to the standard converted pressure (P6 / P2) at the inlet of the combustion chamber 2R at each relative converted speed n of the high-pressure rotor of the engine measured; JZ ;

[0031] A control law correction module is used to determine that the shipborne engine is in the starting state under crosswind when the ratio is greater than the set value A and lasts for n control cycles. At this time, through the preset correspondence table of the ratio Δ(P6 / P2) and the correction parameters, determine the corresponding correction parameters, and correct the parameters of the engine starting control based on the correction parameters.

[0032] Preferably, the engine fan inlet total pressure calculation module includes:

[0033] A starting stage determination unit is used to acquire the relative speed n2 of the high-pressure rotor of the engine and the engine starting time. When the relative speed n2 of the high-pressure rotor of the engine is less than the set engine starting ignition fuel supply speed n 2ig , and the engine starting time is less than the set ignition fuel supply time t ig , it is determined that the engine is in the starting stage before ignition.

[0034] Preferably, the standard parameter acquisition module includes:

[0035] A first interpolation unit is used to interpolate each relative converted speed n of the high-pressure rotor of the engine measured2R Interpolate in the said correspondence table to determine the corresponding standard converted pressure at the inlet of the combustion chamber (P6 / P2). JZ .

[0036] Preferably, the control law correction module includes:

[0037] A ratio average value calculation unit for determining the average value of a plurality of ratios Δ(P6 / P2) greater than the set value A;

[0038] A second interpolation unit for interpolating the corresponding correction parameter in the said comparison table based on the said average value.

[0039] Preferably, the control law correction module includes:

[0040] A starting control law correction unit for correcting the original starting control law (dn / dt) based on the control law correction parameter n X to obtain the corrected starting control law dn / dt = (dn / dt) dem *n dem ; X ;

[0041] A guide vane angle control law correction unit for correcting the original compressor guide vane angle control law α based on the guide vane angle correction parameter α 2X to obtain the corrected compressor guide vane angle control law α2 = α 2dem *α 2dem ; 2X ;

[0042] A bleed air quantity control law correction unit for correcting the original bleed air quantity control law m based on the bleed correction parameter W when the engine has a starting bleed air device 引气 to obtain the corrected bleed air quantity control law m = m dem *W dem ; 引气 ;

[0043] A nozzle area control law correction unit for correcting the original nozzle area control law A based on the nozzle area correction parameter A when the starting nozzle is not in the mechanical maximum position 8X to obtain the corrected nozzle area control law A8 = A 8dem *A 8dem ; 8X .

[0044] This application is based on the reference relationship n 2R ~(P6 / P2) JZBy comparison, the change in the air pressure at the cross-section of the engine flow path is obtained, and then the starting control law is corrected. By making corrections on the basis of the existing starting control strategy, the requirement of starting working stability is met. The method for identifying and controlling the crosswind starting state can be compatible with the meteorological conditions of the wind direction and speed changes on the shipboard, improve the starting success rate of the engine, reduce the debugging workload caused by starting failures due to the wind environment, and ensure that the carrier-based aircraft can have good adaptability to the shipboard working conditions and all-weather flight combat capabilities. Description of the Drawings

[0045] Figure 1 The figure is a flowchart of a preferred embodiment of the method for identifying and controlling the crosswind starting state of the shipboard engine of the present application. Detailed Embodiment

[0046] To make the purpose, technical solutions and advantages of the implementation of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of the present application. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present application, and should not be construed as limiting the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts fall within the scope of protection of the present application. The embodiments of the present application will be described in detail below with reference to the drawings.

[0047] The first aspect of the present application provides a method for identifying and controlling the crosswind starting state of a shipboard engine, as Figure 1 shown, mainly including:

[0048] Step S1: Determine whether the engine is in the starting stage before ignition. When the engine is in the starting stage before ignition, based on the cabin pressure P of the aircraft engine compartment H and the characteristics σ of the aircraft inlet 进气道 calculate the total pressure P2 at the inlet of the engine fan;

[0049] Step S2: Obtain the relative converted speed n of the high-pressure rotor of the engine in each control cycle 2R and the corresponding measured converted pressure P6 / P2 at the inlet of the combustion chamber, where P6 is the total pressure at the cross-section of the engine nozzle;

[0050] Step S3: Based on the given relative converted speed n of the high-pressure rotor of the engine obtained from the engine bench test under windless conditions 2R and the standard converted pressure (P6 / P2) at the inlet of the combustion chamber JZBased on the correspondence table, determine the relative converted speed n of each measured engine high-pressure rotor 2R corresponding to the standard converted pressure at the combustion chamber inlet (P6 / P2) JZ ;

[0051] Step S4: Calculate the relative converted speed n of each measured engine high-pressure rotor 2R Under this condition, calculate the ratio Δ(P6 / P2) of the measured converted pressure at the combustion chamber inlet P6 / P2 to the standard converted pressure at the combustion chamber inlet (P6 / P2) JZ ;

[0052] Step S5: When the ratio is greater than the set value A and lasts for n control cycles, determine that the shipborne engine is in the crosswind start state. At this time, through the preset correspondence table of the ratio Δ(P6 / P2) and the correction parameters, determine the corresponding correction parameters, and correct the engine start control parameters based on the correction parameters

[0053] The engine start process is divided into three stages. The first stage is the starting by the starter to the ignition speed (cold operation stage). The second stage is ignition and fuel supply, and the engine and the starter work together to drive the engine to accelerate. The third stage is that the starter disengages from the engine, and the engine accelerates to idle speed by its own work to complete the engine start and acceleration

[0054] Among them, the first stage is the cold operation stage. The total pressure at each section of the engine is only related to the ambient pressure and the low-speed characteristics of the engine components. The engine has not been ignited, and other control mechanisms have not yet acted. Therefore, the relationship between the pressure performance and other mechanisms is very small and can be ignored. Based on this feature, the crosswind working condition is identified by using the relationship between the cold operation speed and the pressure at the combustion chamber inlet of the engine, and the relationship between the speed and the pressure at the engine nozzle as characteristic parameters. The above-mentioned pressure at the combustion chamber inlet and the pressure at the engine nozzle are both conventional test parameters for engine installation and use, and no additional test equipment is required

[0055] In some alternative embodiments, in step S1, determining whether the engine is in the starting stage before ignition includes

[0056] Obtain the relative speed n2 of the engine high-pressure rotor and the engine start time. When the relative speed n2 of the engine high-pressure rotor is less than the set engine start ignition and fuel supply speed n 2ig , and the engine start time is less than the set ignition and fuel supply time t ig , then it is determined that the engine is in the starting stage before ignition

[0057] In step S1, under the engine installation conditions, determine whether the above conditions are met. If they are met, execute the crosswind working condition judgment logic; if not, execute the conventional start control. Among them, n 2igSet parameters for engine starting control; t ig Set parameters for engine starting control.

[0058] In step S1, σ 进气道 is the characteristic parameter of the aircraft inlet duct, generally provided by the inlet duct design specialty. This value is related to the Mach number Ma. Under the condition of the aircraft being stationary and with wind, the Mach number Ma is obtained according to the aircraft test parameters.

[0059] According to the above description, in step S2, obtain the relationship between the relative converted speed n of the high-pressure rotor of the engine 2R and the converted pressure P6 / P2 at the inlet of the combustion chamber. Actually, it is n under the actual installed conditions 2R ~P6 / (P H *σ 进气道 ). Finally, form the actual test comparison table shown in Table 1.

[0060] Table 1 Actual test comparison table

[0061] <![CDATA[n 2R (r / min)]]> 0 5 10 … <![CDATA[(P6 / P2)(Pa)]]> 101.325 … … …

[0062] In some alternative embodiments, step S3 further includes: interpolating each measured relative converted speed n of the high-pressure rotor of the engine 2R in the corresponding relationship table to determine the corresponding standard converted pressure (P6 / P2) at the inlet of the combustion chamber JZ .

[0063] In this embodiment, first, under the conditions of sea level, standard atmosphere and no wind, based on the relationship between the converted speed of the high-pressure rotor of the engine and the converted pressure at the inlet of the combustion chamber under the cold running condition of the engine bench test, obtain n 2R ~(P6 / P2) JZ benchmark characteristics and record them according to the corresponding relationship table in Table 2.

[0064] Table 2 Corresponding relationship table

[0065] <![CDATA[n 2R (r / min)]]> 0 5 10 … <![CDATA[(P6 / P2) JZ (Pa)]]> 101.325 … … …

[0066] Since the table obtained from the above test cannot cover all the converted speeds of the high-pressure rotor of the engine, resulting in that the measured converted speed of the high-pressure rotor of the engine obtained in step S2 cannot correspond one by one with the converted speed of the high-pressure rotor of the engine in Table 2. Therefore, in this embodiment, by interpolation, calculate the standard converted pressure (P6 / P2) corresponding to the measured converted speed of the high-pressure rotor of the engine in Table 2 JZ .

[0067] After that, in step S4, d) real-time judge the same n in each control cycle 2RThe corresponding measured relative converted speed n of the engine's high-pressure rotor 2R and the standard converted pressure at the combustion chamber inlet (P6 / P2) JZ The ratio Δ(P6 / P2)=(P6 / P2) / (P6 / P2) JZ . Finally, a ratio comparison table as shown in Table 3 is formed.

[0068] Table 3 Ratio Comparison Table

[0069] <![CDATA[n 2R (r / min)]]> 0 5 10 … <![CDATA[Δ(P6 / P2)]]> … … … …

[0070] In step S5, A is an adjustable parameter, and the specific numerical value needs to be determined by each type of engine based on its own working characteristics through a crosswind start-up test and given; n is set according to the engine control ability. For example, 10 cycles can be given in a control period of 25 ms for judgment and confirmation.

[0071] In some alternative embodiments, in step S5, determining the corresponding correction parameter includes:

[0072] Determining the average value of multiple ratios Δ(P6 / P2) greater than the set value A;

[0073] Interpolating the corresponding correction parameter in the comparison table based on the average value.

[0074] In an alternative embodiment, when Δ(P6 / P2)>A and continues to the nth control cycle, and it can be determined that crosswind state start-up correction is required, the correction parameter can be determined according to Δ(P6 / P2) in the last control cycle. At this time, the corresponding correction parameter can be adjusted in real time according to the continuously changing Δ(P6 / P2).

[0075] In some alternative embodiments, in step S5, parameter correction of the engine start control based on the correction parameter includes:

[0076] Correcting the parameter n based on the control law X Correcting the original start control law (dn / dt) dem to obtain the corrected start control law dn / dt=(dn / dt) dem *n X ; as shown in Table 4.

[0077] Table 4 Start Control Law Correction Table

[0078] <![CDATA[Δ(P6 / P2)]]> 1 1.05 1.1 … <![CDATA[n X > 1 … … …

[0079] Correcting the parameter α of the guide vane angle 2X Correcting the original control law α of the compressor guide vane angle 2demMake corrections to obtain the corrected control law for the compressor guide vane angle α2 = α 2dem *α 2X ; as shown in Table 5.

[0080] Table 5 Revised Starting Control Law

[0081] <![CDATA[Δ(P6 / P2)]]> 1 1.05 1.1 … <![CDATA[α 2X > 1 … … …

[0082] When the engine has a starting bleed device, based on the bleed correction parameter W 引气 Make corrections to the original bleed air volume control law m dem to obtain the corrected bleed air volume control law m = m dem *W 引气 ; as shown in Table 6.

[0083] Table 6 Revised Starting Control Law

[0084] <![CDATA[Δ(P6 / P2)]]> 1 1.05 1.1 … <![CDATA[W 引气 > … … …

[0085] When the starting nozzle is not at the mechanical maximum position, based on the nozzle area correction parameter A 8X Make corrections to the original nozzle area control law A 8dem to obtain the corrected nozzle area control law A8 = A 8dem *A 8X . As shown in Table 7.

[0086] Table 7 Revised Starting Control Law

[0087] <![CDATA[Δ(P6 / P2)]]> 1 1.05 1.1 … <![CDATA[A 8X > 1 … … …

[0088] In this embodiment, the specific values of the correction coefficients can be determined through preliminary crosswind tests. For the method of identifying the crosswind starting state proposed above, when the crosswind condition is met, corrections are made to the starting control law; for the flow field with intake pressure loss and intake distortion in the crosswind environment, starting acceleration fuel supply corrections and compressor stability control or bleed corrections are performed; for the increased exhaust resistance of the nozzle, nozzle stability control is performed.

[0089] In addition, it should be noted that when any of the following conditions is met, the above crosswind starting control can be exited:

[0090] a) Starting is successful and the idle speed is reached;

[0091] b) The crosswind starting condition judgment condition is not met, that is, Δ(P6 / P2) > A value is no longer satisfied and this lasts for n control cycles;

[0092] c) Starting is abnormal. For example, after starting stall or starting surge occurs, the disposal logic for abnormal situations is preferentially executed.

[0093] This application can be compatible with the meteorological conditions of the wind direction and speed changes on the ship deck, improve the starting success rate of the engine, reduce the debugging workload caused by starting failures due to the wind environment, and ensure that the carrier-based aircraft can have good adaptability to the ship deck working conditions and all-weather flight combat capabilities.

[0094] The second aspect of this application provides a starting recognition and control device for the side wind state of a carrier-based engine corresponding to the above method, mainly including:

[0095] An engine fan inlet total pressure calculation module, used to determine whether the engine is in the starting stage before ignition. When the engine is in the starting stage before ignition, based on the cabin pressure P of the aircraft engine compartment H and the aircraft inlet duct characteristic σ 进气道 calculate the total pressure P2 at the engine fan inlet;

[0096] An actual measurement parameter acquisition module, used to acquire the relative converted speed n of the high-pressure rotor of the engine in each control cycle 2R and the corresponding measured converted pressure P6 / P2 at the inlet of the combustion chamber, where P6 is the total pressure at the engine nozzle section;

[0097] A standard parameter acquisition module, used to determine the relative converted speed n of the high-pressure rotor of the engine under the given no-wind condition obtained from the engine bench test 2R and the standard converted pressure (P6 / P2) at the inlet of the combustion chamber JZ between the corresponding relationship table, determine the standard converted pressure (P6 / P2) corresponding to each relative converted speed n of the high-pressure rotor of the engine 2R ; JZ ;

[0098] A ratio module, used to calculate the ratio Δ(P6 / P2) of the measured converted pressure P6 / P2 at the inlet of the combustion chamber to the standard converted pressure (P6 / P2) at each relative converted speed n of the high-pressure rotor of the engine 2R ; JZ ;

[0099] A control law correction module, used to determine that the carrier-based engine is in the starting state under side wind when the ratio is greater than the set value A and lasts for n control cycles. At this time, through the preset ratio Δ(P6 / P2) and the correction parameter comparison table, determine the corresponding correction parameter, and perform parameter correction on the engine starting control based on the correction parameter.

[0100] In some alternative embodiments, the engine fan inlet total pressure calculation module includes:

[0101] A starting phase determination unit for obtaining the relative speed n2 of the high-pressure rotor of the engine and the engine starting time, and determining that the engine is in the starting phase before ignition when the relative speed n2 of the high-pressure rotor of the engine is less than the set engine starting ignition fuel supply speed n 2ig , and the engine starting time is less than the set ignition fuel supply time t ig .

[0102] In some alternative embodiments, the standard parameter acquisition module includes:

[0103] A first interpolation unit for interpolating the measured relative conversion speed n of each high-pressure rotor of the engine 2R in the corresponding relationship table to determine the corresponding standard conversion pressure at the inlet of the combustion chamber (P6 / P2) JZ .

[0104] In some alternative embodiments, the control law correction module includes:

[0105] A ratio average value calculation unit for determining the average value of a plurality of ratios Δ(P6 / P2) greater than the set value A;

[0106] A second interpolation unit for interpolating the corresponding correction parameter in the comparison table based on the average value.

[0107] In some alternative embodiments, the control law correction module includes:

[0108] A starting control law correction unit for correcting the original starting control law (dn / dt) X based on the control law correction parameter n dem to obtain the corrected starting control law dn / dt = (dn / dt) dem *n X ;

[0109] A guide vane angle control law correction unit for correcting the original compressor guide vane angle control law α 2X based on the guide vane angle correction parameter α 2dem to obtain the corrected compressor guide vane angle control law α2 = α 2dem *α 2X ;

[0110] An air bleed control law correction unit for, when the engine has a starting air bleed device, correcting the original air bleed control law m 引气 based on the air bleed correction parameter W dem to obtain the corrected air bleed control law m = m dem *W 引气 ;

[0111] The nozzle area control law correction unit is used to, when the starting nozzle is not in the mechanical maximum position, based on the nozzle area correction parameter A 8X correct the original nozzle area control law A 8dem to obtain the corrected nozzle area control law A8 = A 8dem *A 8X .

[0112] Although the present application has been described in detail above with general descriptions and specific implementation manners, on the basis of the present application, some modifications or improvements can be made thereto, which are obvious to those skilled in the art. Therefore, these modifications or improvements made without departing from the spirit of the present application all fall within the scope claimed by the present application.

Claims

1. A method for identifying and controlling the starting of a shipborne engine under crosswind conditions, characterized in that, Including: Step S1, determine whether the engine is in the starting phase before ignition. When the engine is in the starting phase before ignition, calculate the total pressure P2 at the fan inlet of the engine based on the cabin pressure P of the aircraft engine nacelle H and the characteristics σ of the aircraft inlet 进气道 ; Step S2: Obtain the relative converted speed n of the high-pressure rotor of the engine within each control cycle 2R and the corresponding measured converted pressure P6 / P2 at the inlet of the combustion chamber, where P6 is the total pressure at the nozzle section of the engine; Step S3: Based on the given correspondence table between the relative converted speed n of the high-pressure rotor of the engine under windless conditions obtained from engine bench tests 2R and the standard converted pressure at the combustor inlet (P6 / P2) JZ , determine the standard converted pressure at the combustor inlet (P6 / P2) corresponding to each measured relative converted speed n of the high-pressure rotor of the engine 2R ; JZ ; Step S4: Calculate the relative converted speed n of each engine high-pressure rotor measured 2R Under 2R , calculate the ratio Δ(P6 / P2) of the measured converted pressure P6 / P2 at the combustor inlet to the standard converted pressure (P6 / P2) at the combustor inlet JZ ; Step S5: When the ratio is greater than the set value A and lasts for n control cycles, it is determined that the shipborne engine starts under crosswind conditions. At this time, the corresponding correction parameter is determined through a preset comparison table of the ratio Δ(P6 / P2) and the correction parameter, and the engine start control is corrected based on the correction parameter.

2. The method for identifying and controlling the starting of a shipborne engine under a crosswind condition according to claim 1, wherein In step S1, determining whether the engine is in the starting stage before ignition includes: Obtain the relative speed n2 of the engine's high-pressure rotor and the engine start time. When the relative speed n2 of the engine's high-pressure rotor is less than the set engine start ignition fuel supply speed n 2ig , and the engine start time is less than the set ignition fuel supply time t ig , it is determined that the engine is in the starting stage before ignition.

3. The method for identifying and controlling the start of a shipborne engine under crosswind conditions according to claim 1, characterized in that, Step S3 further includes: for each measured relative converted speed n of the high-pressure rotor of the engine 2R perform interpolation in the said correspondence table to determine the corresponding standard converted pressure at the combustor inlet (P6 / P2) JZ .

4. The method for identifying and controlling the starting of a shipborne engine under crosswind conditions according to claim 1, wherein, In step S5, determining the corresponding correction parameter includes: Determining the average value of multiple ratios Δ(P6 / P2) greater than the set value A; Interpolating the corresponding correction parameter in the comparison table based on the average value.

5. The method for identifying and controlling the starting of a shipborne engine under crosswind conditions according to claim 1, wherein In step S5, correcting the engine start control parameters based on the correction parameter includes: Modify parameter n based on the control law X Modify the original starting control law (dn / dt) dem to obtain the modified starting control law dn / dt = (dn / dt) dem *n X ; Based on the guide vane angle correction parameter α 2X Correct the original control law of the compressor guide vane angle α 2dem to obtain the corrected control law of the compressor guide vane angle α2 = α 2dem *α 2X ; When the engine has a starting bleed device, based on the bleed correction parameter W 引气 correct the original bleed air volume control law m dem to obtain the corrected bleed air volume control law m = m dem *W 引气 ; When the starting nozzle is not at the mechanical maximum position, based on the nozzle area correction parameter A 8X Correct the original nozzle area control law A 8dem to obtain the corrected nozzle area control law A8 = A 8dem *A 8X .

6. A starting recognition and control device for a shipborne engine in a crosswind state, characterized in that, Including: An engine fan inlet total pressure calculation module is used to determine whether the engine is in the starting stage before ignition. When the engine is in the starting stage before ignition, based on the cabin pressure P of the aircraft engine nacelle H and the characteristics σ of the aircraft inlet 进气道 calculate the total pressure P2 at the engine fan inlet; Measured parameter acquisition module, used to obtain the relative converted speed n of the high-pressure rotor of the engine within each control cycle 2R and the corresponding measured converted pressure P6 / P2 at the inlet of the combustion chamber, where P6 is the total pressure at the engine nozzle section; A standard parameter acquisition module, which is used to determine the standard converted inlet pressure of the combustion chamber (P6 / P2) corresponding to each measured relative converted speed n of the high-pressure rotor of the engine based on the correspondence table between the relative converted speed n of the high-pressure rotor of the engine under windless conditions obtained from the engine bench test and the standard converted inlet pressure of the combustion chamber (P6 / P2). 2R and the standard converted inlet pressure of the combustion chamber (P6 / P2) JZ to determine the standard converted inlet pressure of the combustion chamber (P6 / P2) corresponding to each measured relative converted speed n of the high-pressure rotor of the engine 2R ; JZ ; A ratio module, configured to calculate the relative conversion speed n of each engine high-pressure rotor measured 2R under the condition of, the ratio Δ(P6 / P2) between the measured converted pressure P6 / P2 at the combustor inlet and the standard converted pressure (P6 / P2) at the combustor inlet JZ ; A control law correction module, which is used to determine that the shipborne engine starts under crosswind conditions when the ratio is greater than the set value A and lasts for n control cycles. At this time, the corresponding correction parameter is determined through a preset comparison table of the ratio Δ(P6 / P2) and the correction parameter, and the engine start control is corrected based on the correction parameter.

7. The shipborne engine crosswind state starting recognition and control device according to claim 6, characterized in that The engine fan inlet total pressure calculation module includes: A starting phase determination unit is configured to obtain the relative speed n2 of the high-pressure rotor of the engine and the engine starting time. When the relative speed n2 of the high-pressure rotor of the engine is less than the set engine starting ignition fuel supply speed n 2ig , and the engine starting time is less than the set ignition fuel supply time t ig , it is determined that the engine is in the starting phase before ignition.

8. The shipborne engine crosswind state starting recognition and control device according to claim 6, characterized in that, The standard parameter acquisition module includes: The first interpolation unit is used to perform interpolation on the measured relative converted speed n of each high-pressure rotor of the engine 2R in the corresponding relation table to determine the corresponding standard converted pressure at the combustor inlet (P6 / P2) JZ .

9. The shipborne engine crosswind state start recognition and control device according to claim 6, wherein The control law correction module includes: A ratio average value calculation unit, which is used to determine the average value of multiple ratios Δ(P6 / P2) greater than the set value A; A second interpolation unit, which is used to interpolate the corresponding correction parameter in the comparison table based on the average value.

10. The shipborne engine crosswind state starting recognition and control device according to claim 6, characterized in that, The control law correction module includes: Starting control law correction unit, for correcting the original starting control law (dn / dt) based on the control law correction parameter n X for the original starting control law (dn / dt) dem perform correction to obtain the corrected starting control law dn / dt = (dn / dt) dem *n X ; The guide vane angle control law correction unit is used to correct the original compressor guide vane angle control law α based on the guide vane angle correction parameter α 2X to obtain the corrected compressor guide vane angle control law α2 = α 2dem *α 2dem 2X ;​ The air release quantity control law correction unit is used to, when the engine is equipped with a starting air release device, based on the air release correction parameter W 引气 correct the original air release quantity control law m dem to obtain the corrected air release quantity control law m = m dem *W 引气 ; The nozzle area control law correction unit is used to correct the original nozzle area control law A based on the nozzle area correction parameter A when the starting nozzle is not at the mechanical maximum position 8X to obtain the corrected nozzle area control law A8 = A 8dem * A 8dem 8X .​

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