A rapid warm-up control method and device for ensuring reliable operation of an aircraft engine

Abstract

This application belongs to the field of engine control technology, specifically relating to a rapid warm-up control method and device for ensuring reliable operation of aircraft engines. The method comprises: step S1, obtaining the engine's usage mode, wherein the usage mode includes combat mode or training mode; step S2, obtaining the engine's starting state, wherein the starting state includes a cold start state or a hot start state; and step S3, forming four warm-up strategies based on the combination of the engine's usage mode and starting state. Each warm-up strategy performs warm-up based on different idle speed dwell times and set speed dwell times at a set speed higher than the idle speed. Specifically, the warm-up strategy combining combat mode with a cold start state has the longest idle speed dwell time and set speed dwell time, while the warm-up strategy combining training mode with a hot start state has the shortest idle speed dwell time and set speed dwell time. This application shortens warm-up time and improves flight sortie efficiency.

Description

Technical Field

[0001] The present application belongs to the field of engine control technology, and specifically relates to a rapid warm-up control method and device for ensuring reliable operation of an aircraft engine. Background Art

[0002] Aircraft engines are highly complex thermal engines characterized by drastic temperature fluctuations and strict requirements for clearances between components. To prevent damage to the mechanical structure caused by rapid temperature fluctuations within the engine and to improve the life and reliability of the thermal engine, after a successful engine start, the engine is typically warmed up for a certain period of time at a speed below maximum power. Only after this warm-up is complete can the engine speed be increased, eventually reaching its maximum power.

[0003] The current warm-up method for aircraft engines is: Under normal circumstances, after the engine starts to slow speed, it stays at slow speed for 3 minutes to 5 minutes, and then stays at the high-pressure speed n2=89% for 3 minutes to 5 minutes. The total warm-up time is generally 6 minutes to 10 minutes. After the warm-up is completed, the engine is pushed up to the intermediate or afterburner state.

[0004] The total warm-up time consumed by the existing warm-up method is generally 6 minutes to 10 minutes. For aircraft users, the aircraft cannot take off while the engine is performing the warm-up operation, which will affect the flight efficiency. Summary of the Invention

[0005] In order to solve the above problems, the first aspect of the present application provides a rapid warm-up control method to ensure reliable operation of an aircraft engine, which mainly includes:

[0006] Step S1: obtaining a usage mode of the engine, where the usage mode includes a combat mode or a training mode;

[0007] Step S2: obtaining the engine starting state, wherein the starting state includes a cold starting state or a hot starting state;

[0008] Step S3: Four warm-up strategies are formed according to the combination of the engine usage mode and the starting state. Each warm-up strategy performs warm-up based on a different idle speed dwell time and a set speed dwell time at a set speed higher than the idle speed. Among them, under the warm-up strategy combining the combat mode with the cold starting state, the idle speed dwell time and the set speed dwell time are the longest, and under the warm-up strategy combining the training mode with the hot starting state, the idle speed dwell time and the set speed dwell time are the shortest.

[0009] Preferably, in step S2, obtaining the engine starting state includes:

[0010] The engine stop time is obtained. When the stop time is greater than a cold time criterion value, the engine start state is determined to be a cold start state. Otherwise, the engine start state is determined to be a hot start state.

[0011] Preferably, in step S2, obtaining the engine starting state includes:

[0012] The temperature difference between the total temperature of the low-pressure turbine outlet section of the engine and the total temperature of the engine inlet section is obtained. When the temperature difference is less than the cold temperature criterion value, the starting state of the engine is determined to be a cold starting state. Otherwise, the starting state of the engine is determined to be a hot starting state.

[0013] Preferably, step S3 further comprises:

[0014] In the warm-up strategy combining combat mode and cold start state, the idle speed dwell time shall not be less than the idle speed warm-up threshold, and the set speed dwell time shall not be less than the set speed warm-up threshold;

[0015] In the warm-up strategy combining the training mode and the cold start state, the idle speed dwell time is not less than the value obtained by subtracting the training threshold from the idle speed warm-up threshold, and the set speed dwell time is not less than the value obtained by subtracting the training threshold from the set speed warm-up threshold;

[0016] In the warm-up strategy combining combat mode and hot start state, the idle speed dwell time shall not be less than the value obtained by subtracting the hot state threshold from the idle speed warm-up threshold, and the set speed dwell time shall not be less than the value obtained by subtracting the hot state threshold from the set speed warm-up threshold;

[0017] Under the warm-up strategy that combines combat mode and hot start state, the idle speed dwell time shall not be less than the value obtained by subtracting the training threshold and the hot threshold from the idle speed warm-up threshold, and the set speed dwell time shall not be less than the value obtained by subtracting the training threshold and the hot threshold from the set speed warm-up threshold.

[0018] A second aspect of the present application provides a rapid warm-up control device for ensuring reliable operation of an aircraft engine, mainly comprising:

[0019] A usage mode determination module, configured to obtain a usage mode of the engine, wherein the usage mode includes a combat mode or a training mode;

[0020] a starting state determining module, configured to obtain a starting state of the engine, wherein the starting state includes a cold starting state or a hot starting state;

[0021] The warm-up strategy execution module is used to form four warm-up strategies according to the combination of the engine usage mode and the starting state. Each warm-up strategy is based on different idle speed dwell times and set speed dwell times at a set speed higher than the idle speed for warm-up. Among them, under the warm-up strategy combining the combat mode with the cold starting state, the idle speed dwell time and the set speed dwell time are the longest, and under the warm-up strategy combining the training mode with the hot starting state, the idle speed dwell time and the set speed dwell time are the shortest.

[0022] Preferably, the starting state determination module includes a parking time determination unit for obtaining the parking time of the engine. When the parking time is greater than the cold time criterion value, the starting state of the engine is determined to be a cold starting state; otherwise, the starting state of the engine is determined to be a hot starting state.

[0023] Preferably, the starting state determination module includes a temperature difference judgment unit, which is used to obtain the temperature difference between the total temperature of the low-pressure turbine outlet section of the engine and the total temperature of the engine inlet section. When the temperature difference is less than the cold temperature criterion value, the starting state of the engine is judged to be a cold starting state; otherwise, the starting state of the engine is judged to be a hot starting state.

[0024] Preferably, the warm-up strategy execution module includes:

[0025] a first warm-up strategy execution unit, configured to ensure that, under the warm-up strategy combining the combat mode and the cold start state, the idle speed dwell time is not less than the idle speed warm-up threshold, and the set speed dwell time is not less than the set speed warm-up threshold;

[0026] a second warm-up strategy execution unit, configured to, under a warm-up strategy combining a training mode and a cold start state, ensure that an idle speed dwell time is not less than a value obtained by subtracting a training threshold from an idle speed warm-up threshold, and a set speed dwell time is not less than a value obtained by subtracting a training threshold from a set speed warm-up threshold;

[0027] a third warm-up strategy execution unit, configured to, under the warm-up strategy combining the combat mode and the hot start state, ensure that the idle speed dwell time is not less than the value obtained by subtracting the hot state threshold from the idle speed warm-up threshold, and the set speed dwell time is not less than the value obtained by subtracting the hot state threshold from the set speed warm-up threshold;

[0028] The fourth warm-up strategy execution unit is used to ensure that, under the warm-up strategy combining the combat mode and the hot start state, the idle speed dwell time is not less than the value obtained by subtracting the training threshold and the hot state threshold from the idle speed warm-up threshold, and the set speed dwell time is not less than the value obtained by subtracting the training threshold and the hot state threshold from the set speed warm-up threshold.

[0029] This application shortens the warm-up time and improves flight efficiency while ensuring that reliability, service life, vibration characteristics, performance and stability meet the requirements of use. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a flow chart of a preferred embodiment of a rapid warm-up control method for ensuring reliable operation of an aircraft engine in this application.

[0031] Figure 2 Schematic diagram of engine warm-up operation and time consumed in "cold" and "combat" usage modes.

[0032] Figure 3 Schematic diagram of engine warm-up operation and time consumed in "cold" and "training" usage modes.

[0033] Figure 4 Schematic diagram of engine warm-up operation and time consumed in "hot" and "combat" usage modes.

[0034] Figure 5 Schematic diagram of engine warm-up operation and time consumed in "hot" and "training" usage modes. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. In the drawings, the same or similar numbers throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and should not be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in conjunction with the drawings.

[0036] The first aspect of the present application provides a rapid warm-up control method to ensure reliable operation of an aircraft engine, such as Figure 1 As shown, it mainly includes:

[0037] Step S1: obtaining a usage mode of the engine, where the usage mode includes a combat mode or a training mode;

[0038] Step S2: obtaining the engine starting state, wherein the starting state includes a cold starting state or a hot starting state;

[0039] Step S3: Four warm-up strategies are formed according to the combination of the engine usage mode and the starting state. Each warm-up strategy performs warm-up based on a different idle speed dwell time and a set speed dwell time at a set speed higher than the idle speed. Among them, under the warm-up strategy combining the combat mode with the cold starting state, the idle speed dwell time and the set speed dwell time are the longest, and under the warm-up strategy combining the training mode with the hot starting state, the idle speed dwell time and the set speed dwell time are the shortest.

[0040] In step S1, in order to adapt to different usage scenarios and improve service life, the engine is set to two usage modes: "combat" and "training". The "combat" state is the engine design state, and the engine speed can reach the rated state n 2max ; The "training" state is a state that consumes less engine life, and the high pressure speed n2=n 2max -δn2, δn2 can be obtained through testing and evaluation. Generally speaking, δn2=5%.

[0041] When the engine needs to perform combat missions at a higher thrust / power state, the pilot selects the "combat" state through the state selection switch, and ZZ=1 is recorded. When the engine needs to perform daily training missions at a lower thrust / power state, the pilot selects the "training" state through the state selection switch, and ZZ=0 is recorded. Generally speaking, during the service life of the engine, the ratio of "combat" and "training" usage time is between 1:1 and 1:2.

[0042] In step S2 of the present application, the engine is set to two starting states, "cold" and "hot". The "cold" starting state identifier of the engine is LJ. When the engine is in the "cold" starting state, LJ=1, and when the engine is in the "hot" starting state, LJ=0.

[0043] The "cold" and "hot" starting states of the engine can be determined by real-time parameters of the engine under operation. For example, in some optional embodiments, in step S2, obtaining the starting state of the engine includes: obtaining the engine stop time δt 停 , when the parking time δt 停 Greater than the cold time criterion value T 冷 In some other optional embodiments, in step S2, obtaining the engine starting state includes: obtaining the temperature difference δT between the total temperature T6 of the engine low-pressure turbine outlet section and the total temperature T2 of the engine inlet section. 停 , when the temperature difference δT 停 Less than the cold temperature criterion value T 冷When the engine is in a cold start state, it is determined that the engine is in a hot start state. Otherwise, it is determined that the engine is in a hot start state.

[0044] The above two methods determine the "cold" and "hot" starting states of the engine through different engine parameters. In an alternative embodiment, the above two methods can also be combined, that is, when the engine stop time δt 停 >t 冷 or δT 停 =T6-T2 <T 冷 At this time, the engine is considered to have cooled down and is in a "cold state", and LJ = 1; on the contrary, when the engine is stopped for time δt 停 ≤t 冷 And δT 停 =T6-T2≥T 冷 At this time, the engine is considered to be hot and in a "hot" state, and LJ=0.

[0045] In the above embodiments, t 冷 、T 冷 Based on extensive engine test data and extensive usage statistics, the ratio of "cold" to "hot" time over the engine's service life is approximately 1:1.5. These two states are automatically distinguished by the control system using the aforementioned method.

[0046] In step S3, the present application constructs different warm-up strategies for different mode combinations. For example, in some optional implementations, step S3 further includes:

[0047] (1) Under the warm-up strategy combining combat mode and cold start state, the idle speed dwell time is not less than the idle speed warm-up threshold t MC , set the speed dwell time to be no less than the set speed warm-up threshold t n2=89% The set speed here is high pressure speed n2=89%.

[0048] After the engine starts and reaches slow speed, the time it stays at slow speed should be no less than t MC , then stay at high pressure speed n2=89% for not less than t n2=89% , the total warm-up time is generally not less than t MC +t n2=89% After the warm-up is completed, the engine is allowed to push up to the maximum operating speed (i.e. n 2max ), warm-up diagram see Figure 2 Based on a large number of usage results, this usage mode accounts for 20% of the total engine usage time. MC and t n2=89%It can be obtained through the engine's life, vibration characteristics, performance and stability under "cold" and "combat" usage modes.

[0049] (2) Under the warm-up strategy combining the training mode and the cold start state, the slow speed dwell time is not less than the slow speed warm-up threshold t MC Subtract the training threshold δt 训 The set speed dwell time is not less than the set speed warm-up threshold t n2=89% Subtract the training threshold δt 训 The value after.

[0050] After the engine starts and reaches slow speed, the time it stays at slow speed should be no less than (t MC -δt 训 ), and then stay at the high pressure speed n2=89% for no less than (t n2=89% -δt 训 ), the total warm-up time is not less than (t MC +t n2=89% -2δt 训 ), after the warm-up is completed, the engine is allowed to push up to the training maximum speed state (i.e. n 2max -δn2), warm-up diagram see Figure 3 Based on statistics of a large number of usage results, the "cold" and "training" usage modes account for 20% of the total engine usage time. When the engine is in the "training" usage mode, the internal temperature changes rapidly, which is less than the temperature change value in the "combat" usage mode. Therefore, the dwell time of each speed can be appropriately reduced by δt 训 , δt 训 This can be obtained through the performance of engine life, vibration characteristics, performance and stability under the engine "training" usage mode.

[0051] (3) Under the warm-up strategy combining combat mode and hot start state, the slow speed dwell time is not less than the slow speed warm-up threshold t MC Subtract the thermal threshold δt 热 The set speed dwell time is not less than the set speed warm-up threshold t n2=89% Subtract the thermal threshold δt 热 The value after.

[0052] After the engine starts and reaches slow speed, the time it stays at slow speed should be no less than (t MC -δt 热 ), and then stay at the high pressure speed n2=89% for no less than (t n2=89% -δt 热 ), the total warm-up time is not less than (t MC +t n2=89% -2δt 热), after the warm-up is completed, the engine is allowed to push up to the maximum operating speed (i.e. n 2max ), warm-up diagram see Figure 4 Based on a large number of usage results, this usage mode accounts for 30% of the total engine usage time. When the engine is in the "hot" usage mode, the engine is not completely cooled when it is restarted, the base temperature is high, and the internal temperature changes rapidly, which is less than the "cold" usage mode. Therefore, the dwell time at each speed can be appropriately reduced by δt 热 , δt 热 This can be obtained through the performance of engine life, vibration characteristics, performance and stability under the engine "training" usage mode.

[0053] (4) Under the warm-up strategy combining combat mode and hot start state, the slow speed dwell time is not less than the slow speed warm-up threshold t MC Subtract the training threshold δt 训 and thermal threshold δt 热 The set speed dwell time is not less than the set speed warm-up threshold t n2=89% Subtract the training threshold δt 训 and thermal threshold δt 热 The value after.

[0054] After the engine starts and reaches slow speed, the time it stays at slow speed should be no less than (t MC -δt 训 -δt 热 ), and then stay at the high pressure speed n2=89% for no less than (t n2=89% -δt 训 -δt 热 ), the total warm-up time is not less than (δt 训 +t n2=89% -2δt 训 -2δt 热 ), after the warm-up is completed, the engine is allowed to push up to the training maximum speed state (i.e. n 2max -δn2), warm-up diagram see Figure 5 Based on statistics of large-scale usage results, this usage pattern accounts for 30% of the total engine usage time.

[0055] It should also be noted that during the above-mentioned warm-up process, the present application adaptively adopted measures such as reducing accelerated fuel supply, adjusting the engine high-pressure speed and exhaust temperature limit, so as to avoid the risk of surge caused by insufficient warm-up and large stator clearance, while meeting the engine performance requirements in combat and training status.

[0056] The rapid warm-up control method and device provided in this application for ensuring the reliable operation of aircraft engines adopt four different warm-up methods based on four different usage scenarios. The warm-up time in the "cold" and "combat" usage modes with the longest warm-up time is equivalent to the existing warm-up time. The warm-up time in the other three scenarios is shortened compared with the existing warm-up time, thereby improving the flight efficiency after the engine is installed.

[0057] A second aspect of the present application provides a rapid warm-up control device corresponding to the above method to ensure reliable operation of an aircraft engine, mainly comprising:

[0058] A usage mode determination module, configured to obtain a usage mode of the engine, wherein the usage mode includes a combat mode or a training mode;

[0059] a starting state determining module, configured to obtain a starting state of the engine, wherein the starting state includes a cold starting state or a hot starting state;

[0060] The warm-up strategy execution module is used to form four warm-up strategies according to the combination of the engine usage mode and the starting state. Each warm-up strategy is based on different idle speed dwell times and set speed dwell times at a set speed higher than the idle speed for warm-up. Among them, under the warm-up strategy combining the combat mode with the cold starting state, the idle speed dwell time and the set speed dwell time are the longest, and under the warm-up strategy combining the training mode with the hot starting state, the idle speed dwell time and the set speed dwell time are the shortest.

[0061] In some optional embodiments, the starting state determination module includes a parking time determination unit for obtaining the parking time of the engine. When the parking time is greater than the cold time criterion value, the starting state of the engine is determined to be a cold starting state; otherwise, the starting state of the engine is determined to be a hot starting state.

[0062] In some optional embodiments, the starting state determination module includes a temperature difference judgment unit, which is used to obtain the temperature difference between the total temperature of the low-pressure turbine outlet section of the engine and the total temperature of the engine inlet section. When the temperature difference is less than the cold temperature criterion value, the starting state of the engine is judged to be a cold starting state; otherwise, the starting state of the engine is judged to be a hot starting state.

[0063] In some optional implementations, the warm-up strategy execution module includes:

[0064] a first warm-up strategy execution unit, configured to ensure that, under the warm-up strategy combining the combat mode and the cold start state, the idle speed dwell time is not less than the idle speed warm-up threshold, and the set speed dwell time is not less than the set speed warm-up threshold;

[0065] a second warm-up strategy execution unit, configured to, under a warm-up strategy combining a training mode and a cold start state, ensure that an idle speed dwell time is not less than a value obtained by subtracting a training threshold from an idle speed warm-up threshold, and a set speed dwell time is not less than a value obtained by subtracting a training threshold from a set speed warm-up threshold;

[0066] a third warm-up strategy execution unit, configured to, under the warm-up strategy combining the combat mode and the hot start state, ensure that the idle speed dwell time is not less than the value obtained by subtracting the hot state threshold from the idle speed warm-up threshold, and the set speed dwell time is not less than the value obtained by subtracting the hot state threshold from the set speed warm-up threshold;

[0067] The fourth warm-up strategy execution unit is used to ensure that, under the warm-up strategy combining the combat mode and the hot start state, the idle speed dwell time is not less than the value obtained by subtracting the training threshold and the hot state threshold from the idle speed warm-up threshold, and the set speed dwell time is not less than the value obtained by subtracting the training threshold and the hot state threshold from the set speed warm-up threshold.

[0068] Although the present application has been described in detail above using general descriptions and specific embodiments, it will be apparent to those skilled in the art that modifications or improvements may be made based on the present application. Therefore, such modifications or improvements, which do not depart from the spirit of the present application, are within the scope of protection claimed in the present application.

Claims

1. A rapid warm-up control method for ensuring reliable operation of an aircraft engine, characterized in that: include: Step S1: obtaining a usage mode of the engine, where the usage mode includes a combat mode or a training mode; Step S2: obtaining the engine starting state, wherein the starting state includes a cold starting state or a hot starting state; Step S3: Four warm-up strategies are formed based on the combination of the engine usage mode and the starting state. Each warm-up strategy performs warm-up based on a different idle speed dwell time and a set speed dwell time at a set speed higher than the idle speed. The warm-up strategy combining the combat mode with the cold start state has the longest idle speed dwell time and the set speed dwell time, while the warm-up strategy combining the training mode with the hot start state has the shortest idle speed dwell time and the set speed dwell time. Wherein, step S3 further includes: In the warm-up strategy combining combat mode and cold start state, the idle speed dwell time shall not be less than the idle speed warm-up threshold, and the set speed dwell time shall not be less than the set speed warm-up threshold; In the warm-up strategy combining the training mode and the cold start state, the idle speed dwell time is not less than the value obtained by subtracting the training threshold from the idle speed warm-up threshold, and the set speed dwell time is not less than the value obtained by subtracting the training threshold from the set speed warm-up threshold; In the warm-up strategy combining combat mode and hot start state, the idle speed dwell time shall not be less than the value obtained by subtracting the hot state threshold from the idle speed warm-up threshold, and the set speed dwell time shall not be less than the value obtained by subtracting the hot state threshold from the set speed warm-up threshold; Under the warm-up strategy that combines combat mode and hot start state, the idle speed dwell time shall not be less than the value obtained by subtracting the training threshold and the hot threshold from the idle speed warm-up threshold, and the set speed dwell time shall not be less than the value obtained by subtracting the training threshold and the hot threshold from the set speed warm-up threshold.

2. The rapid warm-up control method for ensuring reliable operation of an aircraft engine according to claim 1, characterized in that: In step S2, obtaining the engine starting state includes: The engine stop time is obtained. When the stop time is greater than a cold time criterion value, the engine start state is determined to be a cold start state. Otherwise, the engine start state is determined to be a hot start state.

3. The rapid warm-up control method for ensuring reliable operation of an aircraft engine according to claim 1, characterized in that: In step S2, obtaining the engine starting state includes: The temperature difference between the total temperature of the low-pressure turbine outlet section of the engine and the total temperature of the engine inlet section is obtained. When the temperature difference is less than the cold temperature criterion value, the starting state of the engine is determined to be a cold starting state. Otherwise, the starting state of the engine is determined to be a hot starting state.

4. A rapid warm-up control device for ensuring reliable operation of an aircraft engine, characterized in that: include: A usage mode determination module, configured to obtain a usage mode of the engine, wherein the usage mode includes a combat mode or a training mode; a starting state determining module, configured to obtain a starting state of the engine, wherein the starting state includes a cold starting state or a hot starting state; a warm-up strategy execution module, configured to form four warm-up strategies based on a combination of the engine's usage mode and starting state. Each warm-up strategy performs warm-up based on a different idle speed dwell time and a set speed dwell time at a set speed higher than the idle speed. Specifically, the warm-up strategy combining the combat mode with the cold start state has the longest idle speed dwell time and the set speed dwell time, while the warm-up strategy combining the training mode with the hot start state has the shortest idle speed dwell time and the set speed dwell time. The warm-up strategy execution module includes: a first warm-up strategy execution unit, configured to ensure that, under the warm-up strategy combining the combat mode and the cold start state, the idle speed dwell time is not less than the idle speed warm-up threshold, and the set speed dwell time is not less than the set speed warm-up threshold; a second warm-up strategy execution unit, configured to, under a warm-up strategy combining a training mode and a cold start state, ensure that an idle speed dwell time is not less than a value obtained by subtracting a training threshold from an idle speed warm-up threshold, and a set speed dwell time is not less than a value obtained by subtracting a training threshold from a set speed warm-up threshold; a third warm-up strategy execution unit, configured to, under the warm-up strategy combining the combat mode and the hot start state, ensure that the idle speed dwell time is not less than the value obtained by subtracting the hot state threshold from the idle speed warm-up threshold, and the set speed dwell time is not less than the value obtained by subtracting the hot state threshold from the set speed warm-up threshold; The fourth warm-up strategy execution unit is used to ensure that, under the warm-up strategy combining the combat mode and the hot start state, the idle speed dwell time is not less than the value obtained by subtracting the training threshold and the hot state threshold from the idle speed warm-up threshold, and the set speed dwell time is not less than the value obtained by subtracting the training threshold and the hot state threshold from the set speed warm-up threshold.

5. The rapid warm-up control device for ensuring reliable operation of an aircraft engine according to claim 4, characterized in that: The starting state determination module includes a parking time determination unit for obtaining the parking time of the engine. When the parking time is greater than the cold time criterion value, the starting state of the engine is determined to be a cold starting state. Otherwise, the starting state of the engine is determined to be a hot starting state.

6. The rapid warm-up control device for ensuring reliable operation of an aircraft engine according to claim 4, characterized in that: The starting state determination module includes a temperature difference judgment unit, which is used to obtain the temperature difference between the total temperature of the low-pressure turbine outlet section of the engine and the total temperature of the engine inlet section. When the temperature difference is less than the cold temperature criterion value, the starting state of the engine is determined to be a cold starting state; otherwise, the starting state of the engine is determined to be a hot starting state.

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