Fuel oil compensation method and device for starting ignition of turboshaft engine and storage medium

Abstract

The invention belongs to the technical field of turboshaft engines, and provides a fuel oil compensation method and device for starting ignition of a turboshaft engine and a storage medium, the method comprises the steps that whether ignition is successful or not in an ignition interval is detected, if ignition fails, corresponding fuel oil compensation is increased, and the ignition interval is that ignition is conducted within the preset range of the rotating speed of the engine; whether the turbine outlet temperature rise meets a first condition or not is detected, and if the first condition is met, fuel compensation is ended. The ignition success rate is improved by detecting whether ignition in the ignition interval succeeds or not and performing fuel compensation outside the designed ignition interval after ignition fails, so that the purpose of reducing the starting time is achieved, and in order to further improve the ignition success rate, whether the turbine outlet temperature rise meets the first condition or not is continuously confirmed, so that the starting time is shortened. And the ignition success rate is further improved, and good adaptability is achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of turboshaft engines, and particularly relates to a fuel compensation method, device, and storage medium for starting and igniting a turboshaft engine. Background Art

[0002] At present, the starting process of high-power turboshaft engines is seriously coupled, and the ignition speed is crucial for engine starting. If the starting ignition time is too long, the efficiency of the low-speed turbine of the engine is not high, and it is easy to have unsuccessful starting or too long starting time. Moreover, there are differences in the design and processing of the engine combustion chamber, and the same ignition fuel supply law will also cause differences in ignition speed, with low adaptability and robustness; the period of repeatedly debugging the optimal open-loop fuel supply law for the whole engine is long and the cost is too high. In addition, at high altitude, the entire starting time is long, and it is impossible to quickly enter the ground idle state, reducing the rapid response ability of helicopters in combat. Summary of the Invention

[0003] In view of the above problems, the present invention proposes a fuel compensation method for starting and igniting a turboshaft engine, characterized in that the method includes:

[0004] Detect whether ignition is successful within the ignition interval. If ignition fails, increase the corresponding fuel compensation, where the ignition interval is to perform ignition within a preset engine speed range;

[0005] Detect whether the temperature rise of the turbine outlet meets the first condition. If the first condition is met, the fuel compensation ends.

[0006] Optionally, detecting whether ignition is successful within the ignition interval. If ignition fails, increasing the corresponding fuel compensation includes:

[0007] Determine that ignition fails within T seconds after starting or when the engine speed rises from zero to the preset speed value and the temperature rise of the turbine outlet does not exceed 60°C;

[0008] Increase the corresponding fuel compensation until ignition is successful.

[0009] Optionally, increasing the corresponding fuel compensation includes:

[0010] Under the criterion condition of abnormal ignition within the ignition interval, perform fuel compensation through a fuel correction coefficient, and the compensation formula is as follows:

[0011]

[0012] Wherein, Wf0—the ground standard day reference fuel supply plan, obtained by interpolation according to the engine speed;

[0013] Kp1—the environmental altitude engineering correction coefficient, obtained by interpolation according to the atmospheric pressure P1;

[0014] Kt1 - Environmental temperature engineering correction factor, obtained by interpolation according to the atmospheric temperature T1;

[0015] Ke - Engine turbine outlet after - temperature correction factor;

[0016] K - Ignition interval correction factor;

[0017] K is the correction factor obtained by bilinear interpolation at different altitudes and different temperatures.

[0018] Optionally, detecting whether ignition is successful within the ignition interval includes:

[0019] If ignition is successful, fuel is supplied according to the preset fuel supply plan;

[0020] If ignition fails, outside the ignition interval, corresponding fuel is compensated on the basis of the original fuel supply plan.

[0021] Optionally, detecting whether the temperature rise at the turbine outlet meets the first condition includes:

[0022] Detecting whether the temperature rise at the turbine outlet is greater than 100 °C;

[0023] If it is greater than 100 °C and it is determined that the flame in the engine combustion chamber is continuous, the fuel compensation ends;

[0024] If it is less than 100 °C and it is determined that the flame in the engine combustion chamber is not fully continuous, fuel compensation continues.

[0025] Optionally, detecting whether the temperature rise at the turbine outlet meets the first condition further includes:

[0026] Detecting that the temperature rise at the turbine outlet is between 60 °C and 100 °C and it is determined that the flame in the engine combustion chamber is continuous, the fuel compensation ends.

[0027] Optionally, the method further includes:

[0028] Restarting the engine, and if the engine deceleration speed exceeds the boundary speed of the ignition interval, the fuel compensation is terminated.

[0029] Optionally, the method further includes:

[0030] Restarting the engine, and if the engine speed drops to within the ignition interval and ignition fails, fuel compensation is provided until ignition is successful and the fuel compensation stops.

[0031] The present invention also provides a fuel compensation device for starting ignition of a turboshaft engine, including:

[0032] A compensation module is used to detect whether ignition is successful within an ignition interval. If ignition fails, corresponding fuel compensation is increased, where the ignition interval is for ignition within a preset engine speed range.

[0033] A detection module is used to detect whether the temperature rise at the turbine outlet meets a first condition. If the first condition is met, the fuel compensation ends.

[0034] The present invention also provides a storage medium storing a control program, including: when the control program is executed by a processor, the processor is caused to execute the steps of the method.

[0035] The present invention has the following advantages compared with the prior art:

[0036] By detecting whether ignition is successful within the ignition interval, and if ignition fails, fuel compensation is performed outside the designed ignition interval to improve the ignition success rate, so as to achieve the purpose of reducing the starting time. Moreover, in order to further improve the ignition success rate, by continuing to confirm whether the temperature rise at the turbine outlet meets the first condition, the ignition success rate is further improved, the ignition time is shortened, and it has good adaptability.

[0037] Other features and advantages of the present invention will be described in the following description of the specification, and part of them will become obvious from the description of the specification or be understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the structures pointed out in the specification and the drawings. Description of the Drawings

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0039] Figure 1 It shows a schematic flow chart of the fuel compensation method for starting ignition of a turboshaft engine in an embodiment of the present invention;

[0040] Figure 2 It shows a schematic diagram of the fuel compensation principle of the fuel compensation method for starting ignition of a turboshaft engine in an embodiment of the present invention;

[0041] Figure 3 It shows a schematic diagram of the design principle of the restart fuel compensation of the fuel compensation method for starting ignition of a turboshaft engine in an embodiment of the present invention;

[0042] Figure 4The figure shows a schematic diagram of a restart fuel compensation design device for a fuel compensation method for starting ignition of a turboshaft engine according to an embodiment of the present invention. Detailed implementation manners

[0043] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0044] As Figure 1 shown, the present invention provides a fuel compensation method for starting ignition of a turboshaft engine. The method includes:

[0045] Step S10: Detect whether ignition is successful within the ignition interval. If ignition fails, increase the corresponding fuel compensation, where the ignition interval is to perform ignition within a preset engine speed range. By detecting whether ignition is successful within the ignition interval, after ignition fails, fuel compensation is performed outside the designed ignition interval to improve the ignition success rate, so as to achieve the purpose of reducing the starting time. It should be noted that the engine for ignition can be an aeroengine. Open-loop fixed fuel supply outside the ignition interval of the aeroengine is performed for fuel compensation. By detecting the ignition state of the aero-turboshaft engine in the designed ignition interval section, when ignition is successful, the fuel compensation is terminated. If ignition fails, the fixed fuel is compensated through a fuel correction coefficient to improve the starting ignition success rate, where the fuel correction coefficient is a function of the atmospheric pressure and atmospheric temperature environment, and the correction coefficient at different altitudes and different temperatures is calculated through bilinear interpolation.

[0046] Step S20: Detect whether the temperature rise at the turbine outlet meets the first condition. If it meets the first condition, the fuel compensation ends. By continuously confirming whether the temperature rise at the turbine outlet meets the first condition, the ignition success rate is further improved, and it has good adaptability. This step mainly confirms whether the temperature rise at the turbine outlet meets the first condition and whether the ignited flame forms a continuous flame, thereby improving the ignition success rate.

[0047] In one embodiment, detecting whether ignition is successful within the ignition interval. If ignition fails, increasing the corresponding fuel compensation includes:

[0048] Within T seconds of startup or when the engine speed rises from zero to a preset speed value and the temperature rise at the turbine outlet does not exceed 60°C, it is determined if ignition fails. It should be noted that when the PMS switch (engine status switch) is turned from the stop position to the idle position and timed for T seconds or the engine speed rises from 0 to the preset speed value, and the temperature rise at the turbine outlet does not exceed 60°C, fuel compensation is executed when either the speed condition or the time condition is met first. That is, it is necessary to meet either within T seconds of startup and the temperature rise at the turbine outlet does not exceed 60°C, or the engine speed rises from zero to the preset speed value and the temperature rise at the turbine outlet does not exceed 60°C to execute fuel compensation. If ignition is successful, no fuel compensation is required. Among them, a relatively small temperature rise of 60°C is set to only consider successful ignition and not consider continuous flame, and corresponding fuel compensation is increased until ignition is successful. When ignition is successful, in order to prevent excessive fuel increase from causing deflagration, it is necessary to stop fuel compensation in a timely manner.

[0049] In one embodiment, increasing the corresponding fuel compensation includes:

[0050] Under the criterion conditions of abnormal ignition within the ignition interval, fuel compensation is performed through a fuel correction coefficient, and the compensation formula is as follows:

[0051]

[0052] Where, Wf0—the ground standard day reference fuel supply plan, obtained by interpolation according to the engine speed;

[0053] Kp1—the environmental altitude engineering correction coefficient, obtained by interpolation according to the atmospheric pressure P1;

[0054] Kt1—the environmental temperature engineering correction coefficient, obtained by interpolation according to the atmospheric temperature T1;

[0055] Ke—the engine turbine outlet residual temperature correction coefficient;

[0056] K—the ignition interval correction coefficient;

[0057] K is calculated by bilinear interpolation to obtain the correction coefficient at different altitudes and different temperatures.

[0058] It should be noted that this compensation formula is based on the common starting open-loop fuel supply method. Under the criterion conditions of abnormal ignition within the ignition interval, the open-loop fuel supply is compensated by the fuel correction coefficient. Specifically, to increase environmental adaptability, the correction coefficient K can be designed as a function of atmospheric pressure and atmospheric environment, that is, the correction coefficient at different altitudes and different temperatures is calculated by the bilinear interpolation method. The interpolation function table is shown in Table 1, which can be adjusted according to the characteristic adaptability of the engine to altitude and temperature. Here, the unit of T1 is °C and the unit of P1 is MPa. Table 1 is the interpolation table of the control plan for the correction coefficient varying with the environment. In addition, the correction coefficient is usually an engineering experience value or a preset value, generally a value of 1 ≤ 1.x ≤ 2, where x represents a certain preset decimal, and the correction coefficient required for the aeroengine at different altitudes and different temperatures is calculated by the bilinear interpolation method.

[0059] Table 1

[0060]

[0061] As Figure 2 shown, in an embodiment, detecting whether ignition is successful within the ignition interval includes:

[0062] If ignition is successful, fuel is supplied according to the preset fuel supply plan. When ignition is successfully achieved within the ignition interval, that is, ignition is achieved within the optimal engine speed interval, no fuel compensation is required, and fuel is supplied according to the preset fuel supply plan.

[0063] If ignition fails, outside the ignition interval, the corresponding fuel is compensated on the basis of the original fuel supply plan. It should be noted that if ignition is not achieved within the optimal engine speed interval, fuel compensation needs to be carried out outside the ignition interval. By fuel compensation, the ignition success rate is increased. When ignition is completed, fuel compensation needs to be stopped.

[0064] In an embodiment, detecting whether the temperature rise at the turbine outlet meets the first condition includes:

[0065] Detecting whether the temperature rise at the turbine outlet is greater than 100 °C;

[0066] If it is greater than 100 °C and it is determined that there is continuous flame in the engine combustion chamber, the fuel compensation ends;

[0067] If the temperature is less than 100°C and it is determined that the flame in the engine combustion chamber is not fully connected, continue to compensate for fuel. It should be noted that after successful ignition by compensating fuel through the fuel correction coefficient, it is possible to design dynamic detection to determine whether the temperature rise at the turbine outlet is greater than 100°C, and to judge whether the flame connection (continuous and stable ignition of the flame is required, and for a turboshaft engine, it is necessary to ignite the atomized fuel in different regions of the combustion chamber to connect the flames) is successful, thereby further reducing the risk of flameout; when the temperature rise at the turbine outlet is greater than 100°C, terminate the fuel compensation to ensure a smooth transition from open-loop fuel supply to closed-loop fuel supply; and the fuel correction coefficient only acts on the fuel supply in the open-loop section.

[0068] In one embodiment, detecting whether the temperature rise at the turbine outlet meets the first condition further includes:

[0069] Detect that the temperature rise at the turbine outlet is between 60°C and 100°C, and it is determined that the flame in the engine combustion chamber is connected, and the fuel compensation ends. When the temperature rise at the turbine outlet is between 60°C and 100°C, and the ignition is successful, and it is determined that the flame in the combustion chamber is connected, thus determining that the flame in the combustion chamber is stable and not prone to flameout, then the fuel compensation ends, avoiding excessive fuel addition causing starting over-temperature or deflagration phenomena.

[0070] As Figure 3 shown, in one embodiment, the fuel compensation method for starting ignition of a turboshaft engine further includes:

[0071] The starting modes of the engine are divided into ground start and restart. For engine restart, and if the engine deceleration speed (including the lowest point of the engine deceleration speed, which can also be understood as the minimum speed) exceeds the boundary speed of the ignition interval (including the high point of the boundary speed, which can also be understood as the maximum speed), then terminate the fuel compensation. It should be noted that engine restart means that after the engine stops, the engine is still rotating, and the engine is restarted within a predetermined speed. During this process, the engine speed gradually decreases, and the residual temperature in the engine combustion chamber is relatively high, and then the engine is restarted. During the engine restart process, the fuel correction compensation coefficient does not compensate for ignition in the higher speed state of restart. Generally, the same open-loop fuel supply law is used during the ground start and restart of a turboshaft engine, and the restart is a hot start of the engine, and the ignition generally has a higher success rate. If too much fuel is added, it is easy to cause over-temperature or deflagration phenomena; by detecting the timing of the PMS switch being turned from stop to idle, it is judged that the engine deceleration speed exceeds the boundary speed of the ignition interval, and the compensation coefficient does not work, so there is no need to compensate, and ignition can be carried out smoothly.

[0072] In one embodiment, the fuel compensation method for starting ignition of a turboshaft engine further includes:

[0073] For engine restart, when the engine speed drops to within the ignition interval speed, if ignition fails, fuel compensation is provided until ignition is successful, and then the fuel compensation stops. By detecting the timing when the PMS switch is turned from the stop position to the slow speed position, and when the engine speed drops to within the ignition interval speed, if ignition fails, fuel compensation is required. When ignition is successful, the fuel compensation stops. During this process, it is also necessary to determine whether the first condition is met, and it is necessary to determine whether the flame burns continuously and stably after ignition is successful.

[0074] In summary, when the engine does not ignite within the ignition interval, by quickly monitoring and performing fuel compensation, the ignition time is reduced to a certain extent, the reliability and success rate of engine starting are improved, and the tolerance for differences in the design and machining of the combustion chamber is increased. The performance attenuation caused by differences in combustion chamber machining will not affect the entire engine; at the same time, the fuel correction coefficient takes into account the influence of the environment, which also increases the reliability of ignition and reduces the risk of ignition detonation.

[0075] In addition, this application can be divided into ground start and restart. The fuel correction compensation coefficient has no effect on ignition at a higher speed during restart. By detecting the timing when the PMS switch is turned from the stop position to the slow speed position, if the engine speed drops below the boundary speed of the ignition interval, the compensation is terminated.

[0076] The present invention combines the ignition interval of an aeroengine, considers fuel compensation outside the ignition interval to improve the ignition success rate, so as to achieve the purpose of reducing the start time; the present invention comprehensively uses speed and time as condition criteria, based on the mature open-loop constant flow ignition fuel supply law, introduces a fuel correction coefficient, and has the functions of environmental correction, distinguishing start and restart, making the present invention comprehensive, highly operable, and having good adaptability.

[0077] For different units of the engine applicable to the present invention, the same start open-loop fuel supply law is adopted, and high-altitude test bench tests have been completed, simulating the start test points within the full envelope of the engine. Due to slight technological differences, there are differences in the speed of start ignition for different engines. For engines with poor starting performance, by increasing the fuel quantity at the right boundary of the ignition interval section, the ignition time can be reduced, and the fuel increment can be converted into a fuel compensation correction coefficient based on the ignition interval compared with the original fuel supply law.

[0078] As Figure 4 shown, the present invention also provides a fuel compensation device for starting ignition of a turboshaft engine, including:

[0079] A compensation module, used to detect whether ignition is successful within the ignition interval. If ignition fails, corresponding fuel compensation is increased, where the ignition interval is for ignition within a preset engine speed range;

[0080] The detection module is used to detect whether the temperature rise at the turbine outlet meets the first condition. If the first condition is met, the fuel compensation ends. Through two modules, fuel compensation is performed outside the ignition interval after ignition failure, improving the ignition success rate to achieve the purpose of reducing the starting time. Additionally, continuously confirming whether the temperature rise at the turbine outlet meets the first condition further improves the ignition success rate, shortens the ignition time, and has good adaptability.

[0081] The present invention also provides a storage medium storing a control program, including: when the control program is executed by a processor, the processor is caused to execute the steps of the fuel compensation method for starting ignition of a turboshaft engine. The steps of the fuel compensation method here are the steps of the fuel compensation method for starting ignition of a turboshaft engine in the above various embodiments. Through this storage medium, the execution of the fuel compensation method for starting ignition of a turboshaft engine is realized. Finally, if ignition fails, fuel compensation is performed outside the ignition interval to improve the ignition success rate and achieve the purpose of reducing the starting time. The storage medium can be a non-volatile and / or volatile memory.

[0082] Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A fuel compensation method for starting ignition of a turboshaft engine, characterized in that, The method includes: Detecting whether ignition is successful within the ignition interval. If ignition fails, corresponding fuel compensation is increased, where the ignition interval is for ignition within a preset engine speed range; Detecting whether the temperature rise at the turbine outlet meets the first condition. If the first condition is met, the fuel compensation ends.

2. The fuel compensation method for starting ignition of a turboshaft engine according to claim 1, wherein Detecting whether ignition is successful within the ignition interval. If ignition fails, increasing corresponding fuel compensation includes: Determining that ignition fails within T seconds of starting or when the engine speed rises from zero to the preset speed value and the temperature rise at the turbine outlet does not exceed 60°C; Increasing the corresponding fuel compensation until ignition is successful.

3. The fuel compensation method for starting ignition of a turboshaft engine according to claim 1, characterized in that, Increasing the corresponding fuel compensation includes: Under the criterion condition of abnormal ignition within the ignition interval, fuel compensation is performed through a fuel correction coefficient, and the compensation formula is as follows: Where, Wf0 - the ground standard day reference fuel supply plan, obtained by interpolation according to the engine speed; Kp1 - the environmental altitude engineering correction coefficient, obtained by interpolation according to the atmospheric pressure P1; Kt1 - the environmental temperature engineering correction coefficient, obtained by interpolation according to the atmospheric temperature T1; Ke - the engine turbine outlet residual temperature correction coefficient; K - the ignition interval correction coefficient; K is calculated by the bilinear interpolation method to obtain the correction coefficients at different altitudes and different temperatures.

4. The fuel compensation method for starting ignition of a turboshaft engine according to claim 1, characterized in that, Detecting whether ignition is successful within the ignition interval includes: If ignition is successful, fuel is supplied according to the preset fuel supply plan; If ignition fails, outside the ignition interval, corresponding fuel is compensated on the basis of the original fuel supply plan.

5. The fuel compensation method for starting ignition of a turboshaft engine according to claim 1, characterized in that Detecting whether the temperature rise at the turbine outlet meets the first condition includes: Detecting whether the temperature rise at the turbine outlet is greater than 100°C; If it is greater than 100°C and it is determined that the flame in the engine combustion chamber is continuous, the fuel compensation ends; If it is less than 100°C and it is determined that the flame in the engine combustion chamber is not completely continuous, fuel compensation continues.

6. The fuel compensation method for starting ignition of a turboshaft engine according to claim 5, characterized in that, Detecting whether the temperature rise at the turbine outlet meets the first condition further includes: Detecting that the temperature rise at the turbine outlet is between 60°C and 100°C and it is determined that the flame in the engine combustion chamber is continuous, the fuel compensation ends.

7. The fuel compensation method for starting ignition of a turboshaft engine according to claim 1, characterized in that, The method further includes: Restarting the engine, and if the engine reverse speed exceeds the boundary speed of the ignition interval, the fuel compensation is terminated.

8. The fuel compensation method for starting ignition of a turboshaft engine according to claim 7, characterized in that, The method further includes: Restarting the engine, and if the engine speed drops to within the ignition interval speed and ignition fails, fuel compensation is provided until ignition is successful and the fuel compensation stops.

9. A fuel compensation device for starting ignition of a turboshaft engine, characterized in that, Includes: A compensation module for detecting whether ignition is successful within the ignition interval. If ignition fails, increasing corresponding fuel compensation, where the ignition interval is for ignition within a preset engine speed range; A detection module for detecting whether the temperature rise at the turbine outlet meets the first condition. If the first condition is met, the fuel compensation ends.

10. A storage medium stores a control program, characterized in that, Includes: When the control program is executed by a processor, the processor is caused to execute the steps of the method according to any one of claims 1 to 8.

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