Starter test run control method and system for aero-engine

Abstract

The invention provides a starter test run control method for an aero-engine, and relates to the technical field of engine test run control, in a test run starting time period, an output shaft of a starter is kept at a low rotating speed, a power turbine rotor is prevented from rotating over, and after the test run starting time period is over, the output shaft of the starter is kept at a low rotating speed. Taking a standard target value of the rotating speed of the output shaft of the starter as a set value, entering a rotating speed control mode, increasing the rotating speed of the output shaft of the starter, and triggering the starter to stop at a stop triggering moment; increasing the set value by considering that the rotational inertia of the output shaft of the starter is greater than the rotational inertia of a rotor of the starter and the output shaft of the starter is in an inertia uprush state; the rotating speed of the output shaft of the starter is continuously increased, the load on the output shaft of the starter is reduced, and if the rotating speed of the output shaft of the starter in an inertia uprush state cannot reach a set value, the load applied to the output shaft of the starter is continuously reduced on the basis of reducing the load applied to the output shaft of the starter; the overrun clutch inner sleeve and the overrun clutch outer sleeve cannot be meshed under the condition of high rotating speed until the rotating speed reduction rate of the starter output shaft is smaller than the rotating speed reduction rate of the starter rotor, vibration impact is avoided, and damage to the overrun clutch is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of engine test control, and more specifically, to a starter test control method and system for an aircraft engine. Background Art

[0002] Aircraft engine test runs refer to the process of simulating the operating environment of aircraft engines on ground test benches and testing aircraft engines. Before any aircraft engine is officially put into use (service), its performance, function, strength and reliability must be fully understood and known, so that the engine can safely, effectively and reasonably provide flight power for the aircraft without any mistakes.

[0003] The starter is the power source during the aircraft engine test run. Its function is to drive the aircraft engine rotor to rotate and accelerate to a certain speed. During the aircraft engine test run simulation stage, the output shaft of the starter is connected to the aircraft engine to drive the aircraft engine high-pressure rotor and transmission aircraft accessories. When it starts to drive the aircraft engine rotor to rotate, the output shaft of the starter needs to be temporarily engaged with the main shaft of the engine to transmit torque and speed. When the starter completes the starting task, the output shaft of the starter must be disengaged from the main shaft of the aircraft engine to avoid damage to the starter due to overspeed rotation or additional power consumption caused by the starter rotation. The clutch is used to disengage the output shaft of the starter from the main shaft of the aircraft engine to assist the starter's starting clutch.

[0004] The gas turbine starter is a small turboshaft engine with a free turbine, suitable for large engines with high starting power. The starting clutch of the gas turbine starter often uses an overrunning clutch. When the speed transmitted from the aircraft engine to the overrunning clutch outer sleeve is greater than the speed transmitted from the gas turbine starter power turbine rotor to the overrunning clutch inner sleeve, the eccentric roller of the overrunning clutch disengages, thereby disengaging the gas turbine starter from the aircraft engine.

[0005] When the gas turbine starter is undergoing a full life test on the test bench, the gas turbine starter will be tested throughout its life cycle to fully verify the reliability and stability of the aircraft engine during its life cycle. Figure 1 As shown in the figure, during the first 600 starting processes and the shutdown process, the speed change of the power turbine rotor of the gas turbine starter is a normal curve. However, during the 649th and 799th starting processes, although the starting process is a normal curve, the speed change rate fluctuates significantly during the shutdown process. This is because during the shutdown process of the power turbine rotor, the resistance decreases and the rotor speed decreases significantly (see Figure 1). During the use of the overrunning clutch, the spring force will gradually decay, resulting in the gas turbine starter being unable to offset the centrifugal force of the wedge after the aircraft engine is stopped in the starting state. Subsequently, the wedge is completely disengaged from the inner sleeve of the overrunning clutch, causing the friction resistance of the wedge to the inner sleeve to disappear. The resistance is reduced during the shutdown of the power turbine rotor, and the speed reduction rate is slowed down. At the same time, the speed of the clutch inner sleeve is higher than the speed of the outer ring. The centrifugal load of the wedge gradually decreases with the speed of the overrunning clutch outer sleeve. When the centrifugal load is less than the spring force, the wedge returns to the state of contact with the inner sleeve. During the re-engagement of the clutch, the wedge and the inner and outer sleeves generate impact loads, which are manifested as a jump in the output shaft speed and an accelerated decrease in the power turbine speed. At the same time, at the moment of the overrunning clutch wedging, a huge impact force is generated, causing a sudden increase in low-frequency vibration, causing certain damage to the overrunning clutch. In severe cases, it may cause the overrunning clutch to fail, affecting the test run of the aircraft engine. Summary of the invention

[0006] In order to solve the problem of abnormal clutch engagement during aircraft engine test, the present invention proposes a starter test control method and system for aircraft engines, so that the starter rotor speed reduction rate is higher than the starter output shaft speed reduction rate, avoiding the impact load caused by abnormal clutch engagement and the occurrence of low-frequency vibration surge.

[0007] In order to achieve the above technical effects, the technical solution of the present invention is as follows:

[0008] In a first aspect, the present application proposes a starter test control method for an aircraft engine, comprising:

[0009] S1: setting a first starter output shaft speed target value, wherein the first starter output shaft speed target value is greater than a starter output shaft speed standard target value;

[0010] S2: Test start: During the test start period, the torque control mode is used to control the speed of the starter output shaft;

[0011] S3: After the test start time period ends, the speed of the starter output shaft is controlled in a speed control mode with the standard target value of the starter output shaft speed as the set value, so that the speed of the starter output shaft increases;

[0012] S4: Test run stop: The starter is stopped at the trigger stop moment. After the initial stop period, the speed target value of the first starter output shaft speed is used as the set value, and the speed control mode is used to control the speed of the starter output shaft to reduce the load applied to the starter output shaft.

[0013] Preferably, the torque control mode is that the test dynamometer outputs a constant initial torque on the starter output shaft.

[0014] According to the above technical means, during the test start-up period, the test dynamometer itself has a low speed and the speed control mode cannot be used. The torque control mode is used to load a constant initial torque to suppress the speed of the starter output shaft, so that the starter output shaft remains low and prevents the power turbine rotor from over-rotating.

[0015] Preferably, the speed control mode is that the test dynamometer applies a load to the starter output shaft, and the applied load is adjusted according to the difference between the actual speed of the starter output shaft at time t and the speed setting value at time t.

[0016] According to the above technical means, the speed of the starter output shaft increases in the speed control mode. The speed control mode uses a test dynamometer to apply a load so that the actual speed of the starter output shaft at every moment during the speed increase process is kept as consistent as possible with the speed setting value.

[0017] Preferably, before triggering the starter to stop, the speed control mode is used to control the speed of the starter output shaft, so that during the process of increasing the speed of the starter output shaft, the relationship between the speed r1 of the starter output shaft and the standard target value R1 of the starter output shaft speed satisfies: r1≤R1.

[0018] According to the above technical means, the speed control mode is adopted to control the speed of the starter output shaft, and the load is applied to make the speed of the starter output shaft close to the set value, which is convenient for the control of the subsequent test stop stage.

[0019] Preferably, the end time of the test start time period is t1, and the time of triggering the stop is t2; before triggering the starter to stop, the speed control mode is used to control the speed of the starter output shaft, so that during the process of increasing the speed of the starter output shaft, the speed of the starter output shaft at any time t is r 1t satisfy:

[0020] R mint ≤r 1t ≤R maxt , t∈(t1,t2)

[0021] Among them, R mint , R maxt They respectively represent the lower limit and the upper limit of the speed setting value at any time t during the process of increasing the speed of the starter output shaft.

[0022] According to the above technical means, the starter output shaft speed will not change arbitrarily, but will gradually increase between the lower limit and the upper limit of the speed setting value as the time between the end of the test start time period and the trigger stop time passes.

[0023] Preferably, the length of the initial parking time period is Δt, and the length of the initial parking time period Δt satisfies:

[0024]

[0025] Preferably, the starter is triggered to stop at the moment of triggering the stop, the rotational inertia of the starter output shaft is greater than the rotational inertia of the starter rotor, and during the initial time period of stopping, the set value maintains the standard target value of the starter output shaft speed unchanged or changes to a second starter output shaft speed target value, wherein the second starter output shaft speed target value is greater than the standard target value of the starter output shaft speed, but less than the first starter output shaft speed target value.

[0026] According to the above technical means, the length of the initial parking time period is extremely short, and when the set value maintains the standard target value of the starter output shaft speed unchanged or changes to the second starter output shaft speed target value, it ensures that the speed of the starter output shaft can be in an inertial overshoot state when the parking is triggered.

[0027] Preferably, after the initial parking time period ends, the first starter output shaft speed target value is used as the set value, and the relationship between the starter output shaft speed r1 and the first starter output shaft speed target value R2 satisfies: r1﹤R2.

[0028] According to the above technical means, after the initial parking time period ends, r1﹤R2, ensuring that the starter output shaft cannot reach the set value by inertia.

[0029] Preferably, after the initial parking time period ends, the speed of the starter output shaft decreases, reducing the load applied to the starter output shaft until the speed decrease rate of the starter output shaft reaches dΔr1 / dΔt s Less than the starter rotor speed drop rate dΔr q / dΔt s ,Right now:

[0030] dΔr1 / dΔt s ﹤dΔr q / dΔt s

[0031] Among them, Δr1 represents the length of time Δt during which the starter output shaft speed continues to decrease s The number of revolutions of the downward descent; Δr q Indicates the length of time Δt during which the starter rotor speed continues to decrease s The number of revolutions that decreases.

[0032] According to the above technical means, after the initial parking time period ends, due to the increase in the set value, the starter output shaft speed is less than the set value. In order to make the starter output shaft speed reach the set value, the load applied to the starter output shaft is reduced. If the starter output shaft cannot reach the set value by relying on the inertia uprush state, after the inertia uprush state ends, the starter output shaft speed decreases. On the basis of reducing the load applied to the starter output shaft, the load applied to the starter output shaft is continuously reduced, which can slow down the rate of decrease of the starter output shaft speed. When the starter output shaft speed decrease rate is less than the starter rotor speed decrease rate, the inner and outer sleeves of the overrunning clutch will not engage under high speed conditions, thereby avoiding vibration shock and reducing damage to the overrunning clutch.

[0033] In the second aspect, the present application proposes a starter test control system for an aircraft engine, the control system comprising a processor, a memory and a computer program stored in the memory, the processor executes the computer program stored in the memory to implement the steps of the starter test control for an aircraft engine.

[0034] Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0035] The invention provides a starter test control method for an aircraft engine. During a test start time period, a starter output shaft is kept at a relatively low speed to prevent a power turbine rotor from over-rotating. After the test start time period ends, a standard target value of the starter output shaft speed is used as a set value to enter a speed control mode, so that the speed of the starter output shaft increases, and the speed of the starter output shaft gradually approaches the standard target value of the starter output shaft speed. The starter is triggered to stop at the trigger stop moment. Considering that the rotational inertia of the starter output shaft is greater than the rotational inertia of the starter rotor, the starter output shaft is in an inertial overshoot state, and the set value is increased, the speed of the starter output shaft continues to increase, and the load on the starter output shaft is reduced. If the speed of the starter output shaft cannot reach the set value by relying on the inertial overshoot state, the load applied to the starter output shaft is continuously reduced on the basis of reducing the load applied to the starter output shaft, so that the speed reduction rate of the starter output shaft can be slowed down, until the speed reduction rate of the starter output shaft is less than the speed reduction rate of the starter rotor, the inner and outer sleeves of the overrunning clutch will not mesh under high speed conditions, thereby avoiding vibration impact and reducing damage to the overrunning clutch. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 A schematic diagram showing the change of rotor speed before and after the gas turbine starter is stopped, under the premise of multiple starts of the gas turbine starter, proposed in the background technology of the present invention;

[0037] Figure 2A flow chart showing a starter test control method for an aircraft engine proposed in an embodiment of the present invention;

[0038] Figure 3 A schematic diagram showing the change in speed of a power turbine and the change in speed of a starter output shaft using the starter test control method for an aircraft engine proposed in an embodiment of the present invention. DETAILED DESCRIPTION

[0039] The drawings are for illustrative purposes only and should not be construed as limiting the present patent;

[0040] In order to better illustrate the present embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the actual size;

[0041] It is understandable to those skilled in the art that descriptions of certain well-known contents in the drawings may be omitted.

[0042] The technical solution of the present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0043] The positional relationships described in the drawings are only for illustrative purposes and should not be construed as limiting the present patent;

[0044] Example 1

[0045] This embodiment proposes a starter test control method for an aircraft engine. The implementation flow diagram of the control method is shown in FIG. Figure 2 As shown, see Figure 2 , including the following steps:

[0046] S1: setting a first starter output shaft speed target value, wherein the first starter output shaft speed target value is greater than a starter output shaft speed standard target value;

[0047] S2: Test start: During the test start period, the torque control mode is used to control the speed of the starter output shaft;

[0048] S3: After the test start time period ends, the speed of the starter output shaft is controlled in a speed control mode with the standard target value of the starter output shaft speed as the set value, so that the speed of the starter output shaft increases;

[0049] S4: Test run stop: The starter is stopped at the trigger stop moment. After the initial stop period, the speed target value of the first starter output shaft speed is used as the set value, and the speed control mode is used to control the speed of the starter output shaft to reduce the load applied to the starter output shaft.

[0050] In this embodiment, the torque control mode is that the test dynamometer outputs a constant initial torque on the starter output shaft. During the test start time period, the test dynamometer itself has a low speed and the speed control mode cannot be used. The torque control mode is used to load a constant initial torque to suppress the speed of the starter output shaft. In actual implementation, the test start time period is 4 seconds. In the first 4 seconds after the test starts, the test dynamometer outputs a torque that makes the speed of the starter output shaft as low as possible during this period.

[0051] The speed control mode is that the test dynamometer applies a load to the starter output shaft. The applied load here is adjusted according to the difference between the actual speed of the starter output shaft at time t and the speed setting value at time t. The speed of the starter output shaft increases in the speed control mode. After 4 seconds, the test dynamometer switches the control mode of the starter output shaft to the speed control mode. The speed control mode uses the test dynamometer to apply a load, so that the actual speed of the starter output shaft is as consistent as possible with the speed setting value at every moment during the speed increase process, which is convenient for control in the subsequent test stop stage.

[0052] On the whole, the starter test control method for an aircraft engine proposed in this embodiment keeps the starter output shaft at a relatively low speed during the test start time period to prevent the power turbine rotor from over-rotating. After the test start time period ends, the starter output shaft speed standard target value is used as the set value to enter the speed control mode, so that the starter output shaft speed increases, and the starter output shaft speed gradually approaches the starter output shaft speed standard target value. The starter is triggered to stop at the trigger stop moment, and the first starter output shaft speed target value higher than the starter output shaft speed standard target value is used as the set value. The starter output shaft continues to increase its speed in an inertial overshoot state. By approaching the first starter output shaft speed target value, the load on the starter output shaft is reduced, thereby reducing the resistance to the inertial overshoot state. If the speed of the starter output shaft cannot reach the set value relying on the inertial overshoot state, the speed of the starter output shaft will no longer increase but begin to decrease. On the basis of reducing the load applied to the starter output shaft, the load applied to the starter output shaft is continuously reduced, which can slow down the rate of decrease of the starter output shaft speed. Until the rate of decrease of the starter output shaft speed is less than the rate of decrease of the starter rotor speed, the inner and outer sleeves of the overrunning clutch will not engage under high speed conditions, thus avoiding vibration impact and reducing damage to the overrunning clutch.

[0053] In actual implementation, the standard target value R1 of the starter output shaft speed is 5480r / min. The general test requires that the speed of the starter output shaft reaches 5480±50r / min, which means that the speed reaches the speed control standard value. The total operating time is about 55 seconds. Before triggering the starter to stop, the speed control mode is used to control the speed of the starter output shaft. In the process of the starter output shaft speed rising, a load is applied to make the starter output shaft speed close to the set value. The relationship between the starter output shaft speed r1 and the starter output shaft speed standard target value R1 satisfies: r1≤R1.

[0054] Assume that the end time of the test start time period is t1, and the time of triggering the stop is t2; before triggering the starter to stop, the speed control mode is used to control the speed of the starter output shaft, so that during the process of the speed of the starter output shaft increasing, the speed of the starter output shaft at any time t is r 1t satisfy:

[0055] R mint ≤r 1t ≤R maxt , t∈(t1,t2)

[0056] Among them, R mint , R maxt They respectively represent the lower limit and the upper limit of the speed setting value at any time t during the process of increasing the speed of the starter output shaft. During the process of increasing the speed of the starter output shaft, the speed of the starter output shaft will not change arbitrarily, but will gradually increase between the lower limit and the upper limit of the speed setting value as the time between the end of the test start time period and the trigger stop time passes.

[0057] Assume that the length of the initial parking time period is Δt, and the length of the initial parking time period Δt satisfies: That is, the length of the initial time period of parking is extremely short, and the set value maintains the standard target value of the starter output shaft speed unchanged or changes to the second starter output shaft speed target value. The second starter output shaft speed target value is greater than the standard target value of the starter output shaft speed, but less than the first starter output shaft speed target value, ensuring that the speed of the starter output shaft can be in an inertial overshoot state when the parking is triggered.

[0058] However, in actual work, the 54.6 second is generally used as the trigger stop moment. After the stop is triggered, the power turbine rotor loses the main power, while the starter output shaft is connected to the rotor of the dynamometer. The moment of inertia of the starter output shaft is much larger than that of the power turbine rotor, and there is still a tendency of inertia upward rush. The dynamometer will continue to apply load to reduce the speed of the starter output shaft. At this time, the applied torque is close to 220N·m. Therefore, the speed of the starter output shaft will generally accelerate and decrease in a short time. The speed target value at the 55th second is maintained at 5480r / min or changed to a higher second starter output shaft speed target value to ensure that the starter output shaft can be in an inertia upward rush state at the moment the stop is triggered at 55 seconds, and then set The target speed after parking is set to be higher than 5480r / min, that is, after a very short initial period of continuous parking, the target speed of the first starter output shaft is used as the set value. At this time, the actual speed of the starter output shaft is still lower than the set value, and the applied load will continue to be reduced. If the output shaft end cannot reach the target value by relying on the inertia speed, the relationship between the speed r1 of the starter output shaft and the target speed R2 of the first starter output shaft satisfies: r1﹤R2, and the dynamometer will continue to reduce the load. In actual implementation, based on the corresponding transmission relationship between the starter rotor speed and the starter output shaft speed, it satisfies: starter rotor speed = output shaft speed * 10.8, and the test is repeated until the starter output shaft speed decrease rate dΔr1 / dΔt s Less than the starter rotor speed drop rate dΔr q / dΔt s ,Right now:

[0059] dΔr1 / dΔt s ﹤dΔr q / dΔt s

[0060] Among them, Δr1 represents the length of time Δt during which the starter output shaft speed continues to decrease s The number of revolutions of the downward descent; Δr q Indicates the length of time Δt during which the starter rotor speed continues to decrease s The number of revolutions that decreases.

[0061] When the speed reduction rate of the starter output shaft is lower than the speed reduction rate of the starter rotor, the inner and outer sleeves of the overrunning clutch will not engage at high speeds, thus avoiding vibration shock and reducing damage to the overrunning clutch.

[0062] Example 2

[0063] This embodiment is described using an actual control scenario. In this embodiment, the standard target value of the starter output shaft speed is 5480r / min. Meeting the requirement of 5480±50r / min is considered to meet the standard. Assume that the target value of the second starter output shaft speed is 5520r / min, and the trigger stop time is the 55th second from the start of the test run. The target value of the first starter output shaft speed is 6000r / min. The stop is triggered at the 55th second. At this time, the output shaft speed will basically be between 5480-5500r / min, meeting the requirement of 5480±50r / min. After stopping, the rotor speed of the dynamometer will continue to rise due to inertia, exceeding 5500r / min, but still lower than the set first starter output shaft speed target value of 6000r / min. The dynamometer will continue to release the load, and the speed drop rate of the starter output shaft will slow down until the starter output shaft speed drop rate is dΔr1 / dΔt s Less than the starter rotor speed drop rate dΔr q / dΔt s ,like Figure 3 As shown, before the method proposed in this embodiment is adopted, it takes about 2.5 seconds for the speed of the starter output shaft to drop from the trigger stop moment to 1700r / min, and the speed of the inner sleeve of the overrunning clutch is about 2264r / min; after the method proposed in this embodiment is adopted, it takes about 7 seconds, and the speed of the inner sleeve of the overrunning clutch is about 762r / min, which is significantly lower than the speed of the starter output shaft before the method proposed in this embodiment is adopted. The eccentric roller of the overrunning clutch recovers to the state of engagement with the inner sleeve near the output shaft speed of 1700r / min. At this time, the speed of the inner sleeve is lower than the speed of the eccentric roller. When the overrunning clutch is engaged, it is in the overrunning state. The friction force direction of the eccentric roller relative to the inner sleeve is clockwise, which is the same as the rotation direction of the inner sleeve, and no reverse impact force will be generated, effectively avoiding the vibration impact generated at the moment of clutch engagement. Figure 3 The dotted line in the figure indicates the trigger stop time. Figure 3 It can also be seen that during the parking process, there is no jump in the speed of the starter output shaft and no accelerated decrease in the speed of the power turbine, which shows the effectiveness of the test run control method proposed in this embodiment.

[0064] Example 3

[0065] This embodiment proposes a starter test control system for an aircraft engine. The control system includes a processor, a memory, and a computer program stored in the memory. The processor executes the computer program stored in the memory to implement the steps of the starter test control for the aircraft engine.

[0066] The embodiments are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A starter test control method for an aircraft engine, characterized in that: include: S1: setting a first starter output shaft speed target value, wherein the first starter output shaft speed target value is greater than a starter output shaft speed standard target value; S2: Test start: During the test start period, the torque control mode is used to control the speed of the starter output shaft; S3: After the test start time period ends, the speed of the starter output shaft is controlled in a speed control mode with the standard target value of the starter output shaft speed as the set value, so that the speed of the starter output shaft increases; S4: Test run stop: The starter is stopped at the trigger stop moment. After the initial stop period, the speed target value of the first starter output shaft speed is used as the set value, and the speed control mode is used to control the speed of the starter output shaft to reduce the load applied to the starter output shaft.

2. The starter test control method for an aircraft engine according to claim 1, characterized in that: The torque control mode is that the test dynamometer outputs a constant initial torque on the starter output shaft.

3. The starter test control method for an aircraft engine according to claim 1, characterized in that: The speed control mode is that the test dynamometer applies a load to the starter output shaft, and the applied load is adjusted according to the difference between the actual speed of the starter output shaft at time t and the speed setting value at time t.

4. The starter test control method for an aircraft engine according to claim 3, characterized in that: Before triggering the starter to stop, the speed control mode is used to control the speed of the starter output shaft, so that during the process of increasing the speed of the starter output shaft, the relationship between the speed r1 of the starter output shaft and the standard target value R1 of the starter output shaft speed satisfies: r1≤R1.

5. The starter test control method for an aircraft engine according to claim 3, characterized in that: Assume that the end time of the test start time period is t1, and the time of triggering the stop is t2; before triggering the starter to stop, the speed control mode is used to control the speed of the starter output shaft, so that during the process of the speed of the starter output shaft increasing, the speed of the starter output shaft at any time t is r 1t satisfy: R mint ≤r 1t ≤R maxt ,t∈(t1,t2) Among them, R mint , R maxt They respectively represent the lower limit and the upper limit of the speed setting value at any time t during the process of increasing the speed of the starter output shaft.

6. The starter test control method for an aircraft engine according to claim 3, characterized in that: Assume that the length of the initial parking time period is Δt, and the length of the initial parking time period Δt satisfies:

7. The starter test control method for an aircraft engine according to claim 6, characterized in that: The starter is triggered to stop at the triggering stop moment, and the rotational inertia of the starter output shaft is greater than the rotational inertia of the starter rotor. During the initial time period of stopping, the set value maintains the standard target value of the starter output shaft speed unchanged or changes to the second starter output shaft speed target value, which is greater than the standard target value of the starter output shaft speed, but less than the first starter output shaft speed target value.

8. The starter test control method for an aircraft engine according to claim 1, characterized in that: After the initial parking time period ends, the first starter output shaft speed target value is used as the set value, and the relationship between the starter output shaft speed r1 and the first starter output shaft speed target value R2 satisfies: r1﹤R2.

9. The starter test control method for an aircraft engine according to claim 8, characterized in that: After the initial parking period, the speed of the starter output shaft decreases, reducing the load on the starter output shaft until the starter output shaft speed decreases at a rate dΔr1 / dΔt s Less than the starter rotor speed drop rate dΔr q / dΔt s ,Right now: dΔr1 / dΔt s ﹤dΔr q / dΔt s Among them, Δr1 represents the length of time Δt during which the starter output shaft speed continues to decrease s The number of revolutions of the downward descent; Δr q Indicates the length of time Δt during which the starter rotor speed continues to decrease s The number of revolutions that decreases.

10. A starter test control system for an aircraft engine, characterized in that: The control system includes a processor, a memory and a computer program stored in the memory, and the processor executes the computer program stored in the memory to implement the steps of starter test control for an aircraft engine as described in any one of claims 1 to 9.

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