A turbojet engine starting control method and system based on artificial intelligence

Abstract

The application provides a turbojet engine starting control method and system based on artificial intelligence, comprising: acquiring the oil line pressure of the ignition oil line of the engine, the ambient temperature of the environment in which the engine is located, and the internal temperature of the engine; in the case that the oil line pressure meets the preset condition and the ambient temperature is less than or equal to the first temperature threshold, the igniter is started, and the primer starter is started at the first time point, wherein the first time point is a time point that is delayed from the time point of starting the igniter by a preset time length; in the case that the oil line pressure meets the preset condition and the ambient temperature is greater than the first temperature threshold, or the oil line pressure meets the preset condition and the internal temperature is greater than the second temperature threshold, the igniter and the primer starter are started simultaneously. The adaptive control method effectively enhances the starting reliability of the turbojet engine in a low-temperature environment, while taking into account the rapid starting demand under normal temperature or hot engine state.

Description

Technical Field

[0001] This invention relates to the field of turbojet engine technology, and more specifically to a turbojet engine starting control method and system based on artificial intelligence. Background Technology

[0002] Currently, turbojet engines have increasingly broad application prospects in fields such as unmanned aerial vehicles (UAVs), target drones, and high-altitude, high-speed aircraft, significantly improving the endurance and maneuverability of flight equipment. However, with the increasing application scenarios of turbojet engines, the demand for starting reliability in extreme environments, especially cryogenic environments, is becoming increasingly prominent. Therefore, how to enhance the starting reliability of turbojet engines in cryogenic environments is a problem that engineers need to consider when designing control methods for turbojet engines. Summary of the Invention

[0003] The purpose of this application is to provide an artificial intelligence-based turbojet engine start-up control method and system, which aims to improve the start-up reliability of turbojet engines in low-temperature environments.

[0004] In a first aspect, embodiments of this application provide an artificial intelligence-based starting control method for a turbojet engine. The engine includes an ignition fuel circuit, an igniter, and a propellant starter. The ignition fuel circuit delivers fuel to the combustion chamber of the engine. The igniter ignites a fuel-air mixture, causing the fuel-air mixture to burn in the fuel chamber. The fuel-air mixture is generated by the fuel delivered through the ignition fuel circuit. The propellant starter generates turbine exhaust gas, which drives the turbine of the engine to rotate. The method includes: The oil pressure of the ignition oil circuit of the engine, the ambient temperature of the environment in which the engine is located, and the internal temperature of the engine are obtained. When the oil circuit pressure meets the preset conditions and the ambient temperature is less than or equal to the first temperature threshold, the igniter is controlled to start, and the gunpowder starter is controlled to start at the first time point, wherein the first time point is a time point delayed by a preset time from the time point when the igniter is controlled to start. When the oil circuit pressure meets the preset condition and the ambient temperature is greater than the first temperature threshold, or when the oil circuit pressure meets the preset condition and the internal temperature is greater than the second temperature threshold, the igniter and the gunpowder starter are started simultaneously.

[0005] In some embodiments, the engine further includes an ignition oil pump for supplying fuel to the ignition oil circuit, wherein the preset condition is that the oil circuit pressure is within a preset pressure range; The method further includes: When the oil circuit pressure meets the preset conditions and the ambient temperature is less than or equal to the first temperature threshold, the upper limit of the preset pressure range is increased, and / or the oil supply time of the ignition oil pump is extended.

[0006] In some embodiments, after the start-up of the controlled propellant starter or the simultaneous start-up of the igniter and the propellant starter, the method further includes: Monitor the blowing pressure applied to the turbine by the blowing gas; At preset intervals, the change in the blow-rotating pressure is determined based on the blow-rotating pressure, and whether the blow-rotating pressure is insufficient is determined based on the change. If the blow-off pressure is determined to be insufficient, the amount of fuel in the combustion chamber is increased.

[0007] In some embodiments, the engine further includes a guide tube for connecting the turbine to the propellant starter to deliver the blown combustion gas to the turbine; After the method controls the starting of the propellant starter or simultaneously controls the starting of the igniter and the propellant starter, the method further includes: Monitor the turbine speed, and when the turbine speed reaches a preset speed threshold, control the ignition oil circuit to stop supplying fuel to the combustion chamber; After increasing the fuel quantity in the combustion chamber, the method further includes: Determine the change of the blowing pressure within a first time period, which is the period between controlling the gunpowder starter to start and the turbine speed reaching a preset speed threshold. Record the method and extent of increasing the amount of fuel in the combustion chamber; The starting effect of the engine is determined, and the starting effect is characterized by starting effect parameters, including the duration of the first time period; The performance degradation of the guide tube is evaluated based on the changes in the blowing pressure during the first time period, the lifting method, and the starting effect.

[0008] In some embodiments, determining the performance degradation of the guide tube based on the change in the blowing pressure during a first time period, the lifting method, and the starting effect includes: The changes in the blowing pressure during the first time period, the lifting method and the lifting range, and the starting effect are determined as the updated data; The updated data is added to the database as new evaluation data, and the database includes multiple evaluation data with the same data dimensions as the updated data. For each evaluation data in the database, the performance degradation degree corresponding to the evaluation data is determined based on the startup effect in the evaluation data, and the performance degradation degree is used to characterize the performance degradation of the guide tube; Replace the startup effect in each evaluation data with the performance degradation level corresponding to each evaluation data to obtain the training set; The basic model is trained using the training set to obtain an associated model. The associated model is used to determine the performance degradation of the guide pipe based on the changes in the blow-off pressure of the engine and the method and magnitude of increasing the amount of fuel in the combustion chamber.

[0009] Secondly, embodiments of this application provide an engine, the engine comprising: The memory is configured to store instructions; and The processor is configured to retrieve the instructions from the memory and, when executing the instructions, to implement the AI-based turbojet engine start-up control method provided in the first aspect of the embodiments of this application.

[0010] In some embodiments, the engine further includes a guide tube for connecting the turbine to the propellant starter to deliver the blown combustion gas to the turbine; The guide pipe includes a first guide pipe, a second guide pipe, and a third guide pipe. The first guide pipe is connected to the gunpowder starter. The second guide pipe is connected between the first guide pipe and the third guide pipe. The third guide pipe is connected to the turbine. The diameter of the second-section guide tube is smaller than the diameter of the first-section guide tube and smaller than the diameter of the third-section guide tube; The engine also includes a housing, the enclosed area of ​​which is the interior of the engine. The propellant starter and a portion of the guide pipe are located outside the engine and connected to the housing via an adapter flange. The turbine and another portion of the guide pipe are located inside the engine.

[0011] In some embodiments, the engine further includes a first atomizing nozzle and a second atomizing nozzle, which are connected between the ignition oil circuit and the combustion chamber to atomize and inject the fuel delivered by the ignition oil circuit to generate the fuel-air mixture. The spray axis of the first atomizing nozzle intersects the straight line in which the flame of the igniter is emitted; There are multiple second atomizing nozzles, with the same number of second atomizing nozzles on each side of the intersecting surface. The nozzle openings of the second atomizing nozzles and the nozzle openings of the first atomizing nozzles are located on the same plane, and the spray axis of the second atomizing nozzles is parallel to the spray axis of the first atomizing nozzles. The intersecting surface is determined by the straight line between the spray axis of the first atomizing nozzles and the direction of the flame emitted by the igniter.

[0012] In some embodiments, the engine further includes an evaporator pipe, in which fuel atomized by the first atomizing nozzle and the second atomizing nozzle is mixed with air to generate the fuel-air mixture, and the evaporator pipe delivers the fuel-air mixture to the combustion chamber; The flame nozzle of the igniter is located inside the cavity.

[0013] Thirdly, embodiments of this application provide an artificial intelligence-based turbojet engine starting control system, including the engine provided in the second aspect of embodiments of this application.

[0014] In this embodiment, adaptive starting control is implemented based on the fuel circuit pressure, ambient temperature, and engine internal temperature. In low-temperature environments (ambient temperature less than or equal to a first temperature threshold), the igniter is triggered first, while the propellant starter is triggered later. This allows the atomized fuel-air mixture to fully evaporate and premix under the dual protection of higher fuel circuit pressure and preheating delay, forming a stable ignition core before generating turbine combustion gases. This significantly improves the turbine speed build-up rate and ignition success rate under cold conditions. At normal temperatures or when the engine is preheated (ambient temperature greater than the first temperature threshold or internal temperature greater than the second temperature threshold), the igniter and propellant starter are simultaneously controlled to start synchronously, achieving integrated fuel atomization, ignition, and turbine combustion. This shortens the starting time and ensures overall starting reliability. This adaptive control method effectively enhances the starting reliability of turbojet engines in low-temperature environments while also addressing the rapid starting requirements at normal temperatures or when the engine is warm. Attached Figure Description

[0015] Figure 1 This is a flowchart illustrating the artificial intelligence-based turbojet engine start-up control method provided in an embodiment of this application. Figure 2 This is a schematic diagram of the engine structure provided in the embodiments of this application; Figure 3 This is another structural schematic diagram of the engine provided in the embodiments of this application; Figure 4 This is another structural schematic diagram of the engine provided in the embodiments of this application; Figure 5 This is a schematic diagram of the blow-rotor turbine system; Figure 6 This is a schematic diagram of the ignition system. Figure 7 This is another structural diagram of an ignition system; Figure 8 This is another schematic diagram of a blow-rotor turbine system; Figure 9 This is a schematic diagram of the structure of the artificial intelligence-based turbojet engine starting control system provided in the embodiments of this application; Detailed Implementation

[0016] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0017] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0018] As the application of turbojet engines continues to expand in fields such as small drone aerial photography, industrial monitoring, and model aircraft entertainment, their advantages in range and maneuverability brought by their high thrust-to-weight ratio are becoming increasingly prominent. However, as application scenarios extend from mild environments to extreme environments, especially under low-temperature conditions, higher requirements are placed on the reliability of engine starting. To meet these diverse needs, researchers have tried various traditional starting methods, such as electric and pneumatic starting, but each faces its own insurmountable bottlenecks.

[0019] First, while electric starting systems have a mature structure, their reliance on large-capacity batteries and complex electronic controls brings dual pressures on weight and energy conversion efficiency. At low temperatures, the electrolyte viscosity increases and the motor output power decreases, not only prolonging starting time but also causing signal instability due to poor heat dissipation in the electronic control unit, further reducing the success rate of starting. Moreover, frequent starts severely deplete battery life, ultimately leading to a sharp reduction in the flight time of drones or model aircraft. Furthermore, the tight coupling between the electric starting mechanism and the turbine shaft requires high precision in the coupling and drive shaft, making reliability difficult to guarantee and prone to mechanical interference and wear, further affecting system stability.

[0020] In contrast, pneumatic starting systems do not rely on electricity, but require a stable external air source and bulky piping and valves, resulting in a large system size and low integration. In the field or remote areas, the air supply is difficult to guarantee, and the pipeline is prone to freezing and blockage in low temperature or high humidity. The pressure regulating valves and filters added to improve the stability of the air source further delay the starting response, making it difficult to meet the dual requirements of miniaturization and high reliability.

[0021] Faced with the limitations of traditional starting methods, gunpowder starting systems (including gunpowder starters) have emerged due to their advantages of high energy density, rapid reliability, and autonomy. They utilize the instantaneous high-pressure combustion gas released from solid propellant to rapidly increase the turbine speed to the starting threshold, shortening the starting time by several times compared to electric or pneumatic acceleration processes. Simultaneously, the simple structure of the gunpowder igniter, combined with the guide tube, allows for stable operation in harsh environments such as high and low temperatures and humidity, far exceeding the reliability of traditional systems. Furthermore, because it has its own energy source, it requires no external electrical or pneumatic support, enabling it to start at any time in remote mountainous areas, offshore operations, or emergency rescue scenarios, providing a new technological path for the application of turbojet engines.

[0022] Although gunpowder starting systems have demonstrated excellent performance in various fields, with the increasing demand for starting in low-temperature environments, how to further improve the starting reliability of turbojet engines under cold conditions remains a key technical problem that urgently needs to be solved.

[0023] Based on this, this application provides an artificial intelligence-based turbojet engine start-up control method and system, which aims to improve the start-up reliability of turbojet engines in low-temperature environments.

[0024] The starting control method and system for turbojet engines based on artificial intelligence provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0025] Figure 1 This is a flowchart illustrating the artificial intelligence-based turbojet engine start-up control method provided in an embodiment of this application. Figure 2 This is a schematic diagram of the engine structure provided in the embodiments of this application; please refer to it as well. Figures 1-2 The first aspect of this application provides an artificial intelligence-based turbojet engine start-up control method, which includes the following steps S100 to S300.

[0026] The engine includes an ignition fuel line 1, an igniter 2, and a propellant starter 3. The ignition fuel line 1 delivers fuel to the engine's combustion chamber 4. The igniter 2 ignites the fuel-air mixture, causing it to burn within the combustion chamber 4. The fuel-air mixture is generated by the fuel delivered through the ignition fuel line 1. The propellant starter 3 generates combustion gases, which drive the engine's turbine 5 to rotate. The method includes: Step S100: Obtain the fuel pressure of the engine's ignition fuel circuit, the ambient temperature of the engine's environment, and the internal temperature of the engine.

[0027] The engine (i.e., turbojet engine) provided in this application mainly consists of components such as an ignition fuel line 1, an igniter 2, a propellant starter 3, a guide pipe, and a turbine 5. Liquid fuel is first delivered by the ignition fuel line 1 to the atomizing nozzle 6 located at the inlet of the combustion chamber 4, where it forms a fuel-air mixture atomized with the intake air at the outlet of the atomizing nozzle 6. After the igniter 2 (which can be a pyrotechnic igniter) ignites this atomized mixture, the high-temperature, high-pressure combustion gas generated continues to diffuse deeper into the combustion chamber 4, both driving the turbine 5 blades to rotate and continuing combustion within the main combustion chamber 4 to maintain subsequent engine operation. During startup, the high-pressure blow-off gas released by the propellant starter 3 enters the trailing edge of the turbine 5 through the guide pipe 7, providing initial blow-off power to the turbine 5 to reach idle speed. The entire process achieves the orderly flow of liquid fuel, gaseous air, and the gas-liquid mixture among multiple components, ultimately converting it into mechanical energy for the turbine 5.

[0028] The artificial intelligence-based turbojet engine starting control method provided in this application embodiment can be executed by the ECU (electronic control unit) of the engine's equipment.

[0029] In step S100, the ECU first reads relevant values ​​from the pressure sensor, ambient temperature sensor, and compressor inlet temperature sensor installed on the ignition fuel line 1. These values ​​collectively reflect fuel atomization conditions, external climate conditions, and whether the engine is preheated. For example, in a pre-start test under high-altitude cold conditions, the ECU collected data showing that the fuel pressure in the ignition fuel line 1 was only 0.12 MPa, the ambient temperature was -10 ℃, and the engine internal temperature was exactly 18 ℃. This indicates that the fuel has not yet been pressurized and the engine is in a cold state, providing the necessary basis for subsequent starting strategy selection.

[0030] Step S200: When the oil circuit pressure meets the preset conditions and the ambient temperature is less than or equal to the first temperature threshold, control the igniter to start, and control the gunpowder starter to start at the first time point, wherein the first time point is a time point delayed by a preset time from the time point when the igniter is controlled to start.

[0031] After entering the low-temperature mode judgment in step S200, if the oil pressure of the ignition oil circuit 1 meets the preset conditions (such as rising to the preset trigger point of 0.4MPa) and the ambient temperature is lower than or equal to the threshold (such as 5 ℃), the ECU will immediately start the igniter 2. After the oil-gas mixture flow sent out by the atomizing nozzle 6 forms the flame core, the ignition starter 3 will be triggered after a predetermined time (such as 0.5 seconds) to send the high-pressure gas into the turbine 5 through the guide pipe 7 to drive it to rotate.

[0032] For example, when the pressure of the ignition oil circuit 1 rises to 0.62 MPa under external conditions of -8 ℃, the ECU first ignites the air-fuel mixture and waits for 0.5 seconds, then triggers the propellant starter 3, causing the pressure in the guide pipe 7 to rise to 1.3 MPa instantly, and the turbo 5 to accelerate rapidly to 18500 RPM, thereby ensuring starting stability in cold environments.

[0033] Step S300: When the oil circuit pressure meets the preset conditions and the ambient temperature is greater than the first temperature threshold, or when the oil circuit pressure meets the preset conditions and the internal temperature is greater than the second temperature threshold, simultaneously control the igniter and the gunpowder starter to start.

[0034] In the normal temperature or hot engine mode described in step S300, as long as the oil pressure of the ignition oil circuit 1 reaches the same preset condition, and the ambient temperature is higher than the first threshold or the engine internal temperature exceeds the second threshold (e.g., 50 ℃), the ECU simultaneously triggers the igniter 2 and the propellant starter 3 to achieve coordinated output of fuel atomization ignition and combustion gas. For example, in a starting test at an ambient temperature of 20 ℃ and a casing temperature of 20 ℃, when the oil pressure reaches 0.55 MPa, the ECU simultaneously ignites the spray and releases the combustion gas, and the turbine 5 accelerates from a standstill to 19000 RPM in just 0.2 seconds, thus completing a fast and reliable start.

[0035] Through steps S100-S300, adaptive starting control is implemented based on the fuel pressure of ignition fuel circuit 1, ambient temperature, and engine internal temperature. In low-temperature environments (ambient temperature less than or equal to a first temperature threshold), igniter 2 is triggered first, and propellant starter 3 is triggered with a delay. This allows the atomized fuel-air mixture to fully evaporate and premix under the dual protection of higher fuel circuit pressure and preheating delay, forming a stable ignition core before generating blow-off combustion gas. This significantly improves the turbine speed establishment rate and ignition success rate under cold conditions. At normal temperature or when the engine is preheated (ambient temperature greater than the first temperature threshold or internal temperature greater than the second temperature threshold), igniter 2 and propellant starter 3 are simultaneously controlled to start synchronously, achieving integrated fuel atomization, ignition, and blow-off combustion, shortening the starting time and ensuring overall starting reliability. This adaptive control method effectively enhances the starting reliability of turbojet engines in low-temperature environments while also considering the rapid starting requirements at normal temperature or when the engine is warm.

[0036] In some embodiments, the engine also includes an ignition oil pump for supplying fuel to the ignition oil circuit 1, provided that the oil circuit pressure is within a preset pressure range. The method also includes: When the oil circuit pressure meets the preset conditions and the ambient temperature is less than or equal to the first temperature threshold, increase the upper limit of the preset pressure range and / or extend the oil supply time of the ignition oil pump.

[0037] In this embodiment, the engine is further equipped with an ignition oil pump to continuously supply fuel to the ignition oil circuit 1, so that the pressure of the ignition oil circuit 1 is maintained within a preset pressure range. When the ECU detects that the current oil circuit pressure meets the preset pressure range and the ambient temperature is less than or equal to a first temperature threshold, the ECU automatically makes a "low-temperature compensation" adjustment to the starting strategy: on the one hand, the ECU will appropriately increase the upper limit of the original preset pressure range in order to use higher oil pressure to improve the atomization effect in cold environments; on the other hand, the ECU can also extend the fuel supply time of the ignition oil pump, so that the atomizing nozzle 6 maintains high-pressure spray for a longer period of time, to ensure that the air-fuel mixture can still form a sufficient amount of fine combustible mixture under low-temperature conditions, thereby increasing the probability of successful ignition by the igniter 2. Through these two or more adaptive compensations, the engine can still generate a sufficiently stable ignition core and successfully complete the subsequent blow-off process under low-temperature conditions.

[0038] For example, in a low-temperature start-up test, the ambient temperature was 0°C, the ECU's preset pressure window for ignition oil circuit 1—that is, the preset pressure range (0.4MPa–0.6MPa)—was set, and the standard fuel supply time of the ignition oil pump was 0.5s. When the oil pressure in ignition oil circuit 1 reached 0.4MPa, the ECU determined that the pressure met the preset conditions. Given that the ambient temperature was 0°C (less than or equal to the first temperature threshold of 5°C), the upper limit of the pressure window was increased from 0.6MPa to 0.65MPa, and the fuel supply time of the ignition oil pump was extended to 0.8s. Under this adjustment, the oil pressure rapidly climbed to 0.64MPa, and a fine and uniform oil-air mixture mist was formed during the extended spray process of 0.8s, ultimately enabling the igniter 2 to successfully ignite the flame core and providing a reliable premixed combustion basis for the subsequent blowing process of the propellant starter 3.

[0039] Those skilled in the art will understand that the preset pressure range here is not simply "0.4 MPa is enough to trigger immediately," but rather limits the ECU to "only when the fuel line pressure is neither lower than 0.4 MPa nor higher than the upper limit of the preset pressure range can ignition and blow-off be performed." In other words, the lower limit of the preset pressure range is fixed at 0.4 MPa, only to ensure the "absolute minimum atomizable pressure." Regardless of high or low temperature, as long as the pressure is below 0.4 MPa, the basic atomization conditions are not met, and the fuel sprayed out will still be "large water droplets," making ignition unreliable. Therefore, setting the lower limit at 0.4 MPa only limits the ECU to "the pressure is sufficient at this point, and the next steps can be considered," but it does not mean that "it will trigger immediately as long as it reaches 0.4 MPa."

[0040] When it is actually time to trigger, the ECU will choose the appropriate time to trigger between the lower limit of 0.4MPa and the upper limit – that is, to find the most suitable ignition time within the entire preset range.

[0041] For example, at normal temperature (around 20°C), based on historical experience, a relatively ideal atomization effect and flame propagation speed can be obtained between 0.4MPa and 0.6MPa, so the upper limit is set at 0.6MPa. At this point, once the oil pressure rises to 0.55 or 0.58MPa, which are "close to the upper limit but not overflowing", the ECU will determine that "the oil pressure and atomization are up to standard, and it can ignite and rotate the turbocharger 5 at the same time", and trigger the engine at an opportune time within this preset pressure range.

[0042] At low temperatures (e.g., below 0°C), fuel viscosity is higher, making it more difficult to form ultrafine droplets, requiring higher fuel line pressure to atomize it finely enough. Practice has shown that only by increasing the upper limit from 0.6MPa to 0.65MPa, allowing the fuel line pressure to reach the range of 0.62–0.64MPa, can the atomization effect approach room temperature levels, enabling the flame to spread smoothly. Therefore, the preset pressure range is changed to 0.4MPa–0.65MPa.

[0043] In some embodiments, after controlling the starting of the gunpowder starter 3 or simultaneously controlling the starting of the igniter 2 and the gunpowder starter 3, the method further includes: Monitor the blow-off pressure applied to turbine 5 by the blow-off gas; At preset intervals, the changes in blow pressure are determined based on the blow pressure, and the blow pressure is determined to be insufficient based on the changes. If the blow-off pressure is determined to be insufficient, the amount of fuel in combustion chamber 4 is increased.

[0044] In this embodiment, whether the igniter 3 is triggered after a delay or the igniter 2 and the igniter 3 are triggered simultaneously, the ECU will not allow the turbine 5 to be started by the isolated blow-off gas. Instead, it will continuously monitor the blow-off pressure after the throttling section of the guide pipe 7.

[0045] The ECU can read the latest values ​​from the pressure sensor used to monitor the blow-off pressure at fixed time intervals (e.g., every 0.1 seconds) and determine whether the current blow-off gas can still provide sufficient instantaneous torque to the turbocharger 5 by comparing the pressure changes before and after. When the blow-off pressure is detected to be lower than the preset safety threshold or its pressure peak is low or its rise has slowed significantly (i.e., deviating from the ideal state), it indicates that the power of the blow-off gas is insufficient to continue accelerating or maintaining the speed of the turbocharger 5. At this time, the ECU can increase the amount of fuel in the combustion chamber 4—this can be achieved by increasing the main fuel pump supply voltage or extending the fuel injection duration (extending the opening time of the ignition circuit 1 solenoid valve)—so that the ignited air-fuel mixture can provide additional heat and thrust, helping the turbocharger 5 to smoothly transition to a self-sustaining combustion state and avoiding start-up failure or speed drop due to interruption of blow-off power.

[0046] For example, in a starting test, after the ECU synchronously triggers the igniter 2 and the propellant starter 3, it reads the blow-off pressure in the guide pipe 7 every 0.1 seconds. At the initial moment (T=0 s), the pressure was measured at 1.3 MPa, and then at T=0.1 s and 0.2 s, it was 1.25 MPa and 1.15 MPa, respectively, still within the safe range. However, when the pressure was read at T=0.3 s, it suddenly dropped to 0.9 MPa, below the preset minimum maintenance threshold of 1.0 MPa. The ECU immediately determined that the blow-off pressure was insufficient and then increased the main fuel pump supply voltage from 14 V to 16 V to increase the fuel injection flow. Subsequent pressure feedback showed that the pressure rose back to 1.05 MPa at T=0.4 s and stabilized at 1.1 MPa at T=0.5 s. The turbocharger 5 speed also smoothly accelerated from 19000 RPM to 25000 RPM, successfully transitioning to self-sustaining combustion operation.

[0047] In some implementations, the ECU can also continuously monitor and analyze the difference between the real-time collected blow-off pressure and the previously stored historical baseline data. When the pressure deviation from the baseline indicates a gradual decline trend due to the aging of the overall engine system, the ECU will appropriately increase the upper limit of the compensation intensity while performing fuel compensation to avoid combustion instability caused by over-compensation. If the deviation is determined to be a sudden anomaly, the preset fuel compensation strategy will still be executed, and the anomaly record will be immediately written to non-volatile storage. The sampling frequency of subsequent blow-start pressure will be increased to quickly locate and respond to the fault. Conversely, when the blow-start pressure is strong, the ECU will compare the current pressure value with the healthy baseline in the historical baseline data: if the pressure is within the historical normal range, fuel supply will continue according to the standard fuel strategy; if the pressure exceeds the historical maximum value plus the threshold range, it may mean that there is too much propellant in the propellant starter 3 or abnormal blockage in the guide pipe 7. At this time, the ECU will reduce the fuel supply to prevent over-rich combustion and mark this start as a key monitoring event.

[0048] In some embodiments, the engine also includes a guide pipe 7 for connecting the turbine 5 and the gunpowder starter 3 to deliver the blown gas to the turbine 5. After controlling the starting of the gunpowder starter 3 or simultaneously controlling the starting of the igniter 2 and the gunpowder starter 3, the method further includes: Monitor the speed of turbine 5, and when the speed of turbine 5 reaches the preset speed threshold, control the ignition oil circuit 1 to stop supplying fuel to the combustion chamber 4. After increasing the fuel quantity in combustion chamber 4, the method also includes: Determine the change in blowing pressure during the first time period, which is the period between the start of the gunpowder starter 3 and the speed of the turbine 5 reaching the preset speed threshold. Record the lifting method and lifting range used to increase the amount of fuel in combustion chamber 4; The starting effect of the engine is determined, and the starting effect is characterized by the starting effect parameters, including the duration of the first time period; The performance degradation of the guide tube 7 was evaluated based on the changes in the blowing pressure during the first time period, the lifting method, and the starting effect.

[0049] In this embodiment, the engine is equipped with a guide pipe 7 to guide the blow-off gas generated by the gunpowder starter 3 to the trailing edge of the turbine 5 blades, thereby achieving initial blow-off of the turbine 5. Whether after delayed triggering of the gunpowder starter 3 or after simultaneous triggering of the igniter 2 and the gunpowder starter 3, the ECU continuously monitors the turbine 5 speed. Once the turbine 5 speed reaches the preset idle speed threshold (i.e., the aforementioned preset speed threshold), the ECU immediately controls the ignition oil circuit 1 to stop supplying fuel to the combustion chamber 4 (e.g., closing the solenoid valve and ignition oil pump of the ignition oil circuit 1) in order to switch to the main fuel system or enter the stable combustion stage. At this time, the main solenoid valve connecting the combustion chamber 4 and the main fuel pump can be adjusted to the fully open state, and the power supply voltage to the main fuel pump can be increased according to the difference between the target speed and the current speed until the engine speed reaches the target speed. At this time, the engine start-up is complete.

[0050] Those skilled in the art will understand that the connection between the guide pipe 7 and the turbine 5 does not refer to a fixed mechanical connection in terms of functional structure. That is, the guide pipe 7 is not fixedly connected to the blades or other components of the turbine 5. The guide pipe 7 connects the area where the gunpowder starter 3 and the turbine 5 exist, serving as a channel for transporting the blow-off gas, guiding the blow-off gas generated by the gunpowder starter 3 to the turbine 5.

[0051] If, during the blow-up process, the fuel quantity is increased due to insufficient blow-up pressure detected earlier, the ECU will further analyze the changes in blow-up pressure during the first time period from the triggering of the propellant starter 3 to the turbocharger 5 reaching the target speed (the time period between the start of the propellant starter 3 and the turbocharger 5 reaching the preset speed threshold). The ECU will record the method used for this fuel increase (such as increasing the fuel pump voltage or extending the injection duration) and its magnitude, and use the duration of this first time period as part of the starting effect parameters.

[0052] Finally, the ECU, in conjunction with the changes in blow-off pressure during this period, the fuel compensation measures implemented—namely, the lifting method, the lifting range, and the starting effect parameters—assesses the performance degradation of the guide pipe 7, determines whether the blow-off efficiency is affected by wear, carbon deposits, or blockage of the throttling section of the guide pipe 7, and issues a maintenance warning when necessary.

[0053] For example, in a cold-weather start-up test, the ECU first synchronously triggers igniter 2 and propellant starter 3. The pressure in the duct 7 rapidly rises to 1.4 MPa and begins to spin turbine 5. The ECU samples the turbine 5 speed every 0.1 seconds and finds that in the first time period from T0 (propellant starter 3 triggers) to T1 (turbine 5 reaches 18000 RPM), the spin-up pressure linearly decreases from 1.4 MPa to 1.15 MPa, taking 0.3 seconds. Because the pressure slope is slightly lower than the healthy baseline, the ECU had previously increased the fuel injection quantity by increasing the ignition pump voltage from 12 V to 14 V. The ECU records the improvement scheme of increasing the voltage by 2 V and extending the injection time by 0.2 seconds, as well as the 0.3-second start-up time, and calculates that the current performance degradation of the duct 7 is approximately 8% based on the above data. Based on this assessment, the ECU outputs a recommendation to clean or replace the 7th throttle section of the guide tube during the next maintenance cycle to restore optimal blow-off efficiency.

[0054] In some implementations, the performance degradation of the guide tube 7 is determined based on the changes in the blowing pressure during the first time period, the lifting method, and the starting effect, including: The changes in blowing pressure, the method and magnitude of the increase, and the start-up effect during the first time period are determined as the updated data. The updated data is added to the database as new evaluation data. The database includes multiple evaluation data with the same data dimensions as the updated data. For each evaluation data in the database, the performance degradation degree corresponding to the evaluation data is determined based on the start-up effect in the evaluation data. The performance degradation degree is used to characterize the performance degradation of the guide tube 7. Replace the startup effect in each evaluation data point with the performance degradation level corresponding to each evaluation data point to obtain the training set; The basic model is trained using the training set to obtain the correlation model. The correlation model is used to determine the performance degradation of the guide pipe 7 based on the changes in the engine's blow-off pressure and the method and magnitude of increasing the amount of fuel in the combustion chamber 4.

[0055] In this embodiment, the ECU will first consider the changes in blow pressure during the first time period of the current start-up process, the boosting method and boosting magnitude adopted to compensate for insufficient blow pressure, and the measured start-up effect as a complete update data. Then, the update data will be added to the pre-established evaluation database so that the database always contains multiple evaluation data samples of the same dimension.

[0056] Next, the ECU iterates through each evaluation data point in the database, calculating the corresponding performance degradation level based on the starting effect parameters (e.g., the duration of the first time period) in that data point. This value characterizes the degradation status of the guide pipe 7 at that time. Then, the calculated performance degradation level replaces the original starting effect in the evaluation data, resulting in a training set with the characteristics of the blow-turn pressure change and the boosting method and magnitude as input, and the performance degradation level as output. Finally, the ECU uses this training set to perform machine learning training on the base model, generating a correlation model. This model can quickly predict the current performance degradation level of the guide pipe 7 during subsequent starts, based solely on the real-time collected blow-turn pressure change curve and fuel boosting scheme, enabling online performance diagnosis and maintenance decisions.

[0057] For example, in a certain starting test, during the first time period from the triggering of the gunpowder starter 3 to the turbo 5 reaching the target speed, the pressure in the latter part of the guide pipe 7 decreased linearly from 1.35MPa to 1.05MPa in 0.32 s. The ECU adopted a combination of "increasing the fuel pump power supply voltage by 2 V and extending the ignition fuel pump fuel supply time by 0.2 s", and the starting effect parameter was measured to be 0.32 s. The ECU combines the pressure change curve, boost method and magnitude, and 0.32 s into an updated data set and appends it to the database. By comparing it with historical baselines and previous evaluation results, it calculates that the current performance degradation of the guide pipe 7 is 7%. Then, this 7% replaces the original starting time of 0.32 s to form a new training sample. After processing all historical samples in this way, the basic model is trained using these samples to obtain a correlation model. This model can quickly predict the performance degradation of the guide pipe 7 in future starts based solely on the real-time pressure curve and the same or different fuel boost parameters, providing a quantitative basis for maintenance.

[0058] In the above embodiments, the specific process of establishing and updating the database, and determining the degree of performance degradation of the guide tube 7 using the evaluation data in the database, can be described as follows: To accurately assess the performance degradation of the guide pipe 7 caused by residual propellant gases, the ECU first records the complete time curve of the blow-off pressure after the throttling section (characterizing the change in blow-off pressure) at a high sampling rate during each blow-off process. Simultaneously, it stores ambient temperature, initial engine temperature, fuel line pressure of ignition circuit 1, cumulative usage of the propellant starter 3, adaptive compensation measures (i.e., the aforementioned enhancement methods and magnitudes, such as the main fuel pump power supply voltage increment or the solenoid valve opening delay of ignition circuit 1), and starting effect parameters (e.g., the time required to reach idle speed) into non-volatile memory, forming a database. A new record added to the database is considered an update, which may include the blow-off pressure change curve, the fuel compensation method and magnitude used, and the corresponding starting time.

[0059] After establishing the database, the ECU constructs a baseline model based on the initial records of the engine in a brand-new state or after undergoing thorough maintenance—extracting peak pressure, pressure rise rate, pulsation characteristics, and effective pressure duration, and calculating their average value and normal fluctuation range as a reference for health status.

[0060] Subsequently, the ECU extracts the same characteristics from each new record of each start and compares them with the baseline model and past records: if the peak pressure or rate of rise gradually decreases, the pressure pulsation intensifies, or the amount of fuel compensation required to maintain the same start duration continuously increases, it is determined to be a gradual attenuation of the guide pipe 7; if the pressure curve shows a sudden change and deviates significantly from the previous normal range, it is considered a sudden abnormality; if the monitored change in blow-off pressure is seriously abnormal (such as excessive pressure indicating a risk of blockage, or continuous lack of effective pressure output), the ECU can determine that the propellant starter 3 is faulty and immediately stop the subsequent start-up procedure (such as stopping fuel supply) to protect other engine components and record the fault code.

[0061] Based on the evaluation data in the database, the ECU trains a correlation model that maps the blow-start pressure characteristics and fuel compensation methods in each record to the corresponding performance degradation level, forming a machine learning model with "blow-start pressure change + compensation scheme" as input and "performance degradation percentage" as output. Finally, the ECU presets multiple performance degradation thresholds: mild degradation corresponds to a peak pressure drop exceeding A% or a compensation increase exceeding B%; severe degradation corresponds to a peak pressure drop exceeding C% (C>A) or a compensation increase exceeding D% (D>B), or indicates severe pulsation in the blow-start pressure change. If the degradation level obtained from real-time evaluation reaches or exceeds a certain threshold, the ECU triggers a maintenance warning (such as suggesting inspection of the propellant starter 3 or replacement of the guide pipe 7), thereby achieving online diagnosis and precise maintenance of the guide pipe 7's performance.

[0062] During engine operation, a maximum speed of A RPM is set, and the actual speed is monitored in real time. When the actual speed exceeds the maximum speed A RPM, the ECU reduces the fuel supply by adjusting the fuel pump voltage to adjust the actual speed back to the target speed. A maximum temperature Tmax℃ is set after the engine turbocharger 5, and the engine exhaust temperature is monitored in real time. When the actual temperature is higher than the maximum temperature, the ECU reduces the fuel supply by adjusting the fuel pump voltage to lower the exhaust temperature.

[0063] During engine shutdown, after the engine speed is reduced from the target speed to idle speed, a shutdown command is sent. After shutdown, the engine exhaust temperature is monitored, the cooling program is started, and the starter motor is turned on to blow the engine until the exhaust temperature is less than 70°C.

[0064] Please see Figure 3 This is another structural schematic diagram of the engine provided in the embodiments of this application. The second aspect of the embodiments of this application provides an engine 8, including a processor 9 and a memory 10. The memory 10 stores machine-executable instructions that can be executed by the processor 9. The processor 9 can execute the machine-executable instructions to implement the above-mentioned artificial intelligence-based turbojet engine starting control method.

[0065] Those skilled in the art will understand that the processor 9 and memory 10 described above can be integrated into the ECU of the device to which the engine 8 belongs. That is, the ECU contains both a processor for executing control algorithms and non-volatile memory (Flash or EEPROM) for storing historical databases, calibration parameters, and software programs.

[0066] The engine 8 provided in the second aspect of the embodiments of this application can implement the various processes implemented in the above method embodiments and achieve the same beneficial effects. To avoid repetition, it will not be described again here.

[0067] Figure 4 This is another structural schematic diagram of the engine provided in the embodiments of this application. Please refer to [link / reference]. Figure 4 The engine 8 provided in this application embodiment mainly includes an engine control logic unit 11 (ECU), a turbine system 12, and an ignition system 13. Figure 5 This is a structural diagram of the blow-rotor turbine system; please refer to it as well. Figures 4-5 In some embodiments, the engine 8 also includes a guide pipe 7 for connecting the turbine 5 and the gunpowder starter 3 to deliver the blown gas to the turbine 5. The guide pipe 7 includes a first guide pipe 14, a second guide pipe 15, and a third guide pipe 16. The first guide pipe 14 is connected to the gunpowder starter 3. The second guide pipe 15 is connected between the first guide pipe 14 and the third guide pipe 16. The third guide pipe 16 is connected to the turbine 5. The diameter of the second-section guide tube 15 is smaller than the diameter of the first-section guide tube 14 and smaller than the diameter of the third-section guide tube 16. The engine 8 also includes a housing 18, the enclosed area of ​​which is the interior of the engine 8. The gunpowder starter 3 and a part of the guide pipe 7 are located outside the engine 8 and are connected to the housing 18 via an adapter flange 19. The turbine 5 and another part of the guide pipe 7 are located inside the engine 8.

[0068] In this embodiment, in addition to the conventional ignition and blow-off mechanism, the engine 8 is further equipped with a three-part guide pipe 7, which is used to accurately deliver the blow-off gas generated by the gunpowder starter 3 to the trailing edge of the turbine blades 5. Those skilled in the art will understand that the guide pipe 7 is connected to the turbine 5. This connection does not refer to a fixed mechanical connection in terms of functional structure. That is, the guide pipe 7 is not fixedly connected to the blades or other components of the turbine 5. The guide pipe 7 connects the area where the gunpowder starter 3 and the turbine 5 exist, serving as a delivery channel for the blow-off gas, guiding the blow-off gas generated by the gunpowder starter 3 to the turbine 5.

[0069] A first-stage guide pipe 14 is directly connected to the gunpowder starter 3. Its relatively large inner diameter allows for unobstructed reception of the combustion gas. A second-stage guide pipe 15, located between the first and third stages, has a significantly smaller inner diameter than both, forming a throttling structure to reduce the combustion gas pressure and increase the flow velocity. The third-stage guide pipe 16 then directs the throttled, high-temperature, high-pressure combustion gas towards the turbine 5, achieving efficient turbine rotation. This allows the turbine rotation pressure to be reduced to a suitable operating range for the turbine 5, creating conditions for subsequent energy conversion while ensuring relatively stable output gas pressure and preventing excessive impact on the turbine 5.

[0070] For example, in a certain model of micro turbojet engine 8, after the gunpowder starter 3 is connected to the first section of the guide pipe 14 (inner diameter φ4mm), the gas enters the second section of the guide pipe 15 (inner diameter φ2.5 mm) to complete the throttling, and then is precisely injected into the turbine 5 through the third section of the guide pipe 16 (inner diameter φ5 mm).

[0071] At the junction of the second-stage guide pipe 15 and the third-stage guide pipe 16, or directly near the inlet of the flame guide pipe 17, a miniature high-temperature and high-pressure sensor can be installed to monitor and acquire the aforementioned blow-off pressure and send it to the ECU.

[0072] In terms of structural installation, the engine 8 is equipped with an integrated housing 18. The enclosed area of ​​the housing 18 defines the internal space of the engine 8. The turbine 5 and the three starting ends of the guide pipe 7 are located inside, while the gunpowder starter 3 and one end of the guide pipe 7 are located outside. They are sealed and fixed to the flange face of the housing 18 by the transition flange 19, which not only ensures the airtightness of the gas passage, but also facilitates quick disassembly and maintenance. The transition flange 19 can be integrally welded to the guide pipe 7.

[0073] A gunpowder starter mounting base 20 can be installed on the housing 18 of the engine 8. A copper gasket (not shown in the figure) is added between the adapter flange 19 and the gunpowder starter mounting base 20 for sealing, and is circumferentially fixed with three M4 screws. The copper gasket is soft, has good ductility and good compression resilience. During installation, it can effectively fill uneven parts on the surface of the adapter flange 19, thereby achieving a tighter fit. Even under high pressure, it can effectively prevent medium leakage and can adapt to frequent pressure fluctuations and thermal expansion and contraction changes.

[0074] During operation, the gunpowder starter 3 leaves gunpowder residue in the guide pipe 7, causing roughness on the wall and even clogging of the inner hole. Repeated use increases the flow resistance of high-pressure gas and reduces the air blowing efficiency of the turbine 5. The use of an adapter flange 19 allows the bleed air structure to be divided into two sections from the outside of the engine 8. Replacing the guide pipe 7 and the gunpowder starter 3 does not require disassembling the outer casing 18, greatly shortening the assembly time. This easy-to-disassemble structure, combined with the maintenance warning function provided by the ECU based on blow-off pressure monitoring, allows users to easily respond to maintenance prompts, promptly clean or replace degraded components, and ensure that the starting engine system is always in good working condition.

[0075] Figure 6 This is a schematic diagram of the ignition system. Figure 7 This is another structural diagram of the ignition system; please refer to it as well. Figures 4-7 In some embodiments, the engine 8 further includes a first atomizing nozzle 21 and a second atomizing nozzle, which are connected between the ignition oil passage 1 and the combustion chamber 4 to atomize and inject the fuel delivered by the ignition oil passage 1 to generate an oil-air mixture. The spray axis of the first atomizing nozzle 21 intersects the straight line in which the flame of the igniter 2 is emitted; There are multiple second atomizing nozzles, with the same number of second atomizing nozzles on each side of the intersecting surface. The nozzle openings of the second atomizing nozzles and the nozzle openings of the first atomizing nozzle 21 are located on the same plane, and the spray axis of the second atomizing nozzles is parallel to the spray axis of the first atomizing nozzle 21. The intersecting surface is determined by the straight line between the spray axis of the first atomizing nozzle 21 and the direction of the flame emitted by the igniter 2.

[0076] In this embodiment, the engine 8 has a first atomizing nozzle 21 and several other first atomizing nozzles 21 (the second atomizing nozzle is not shown in the figure) arranged between the ignition oil circuit 1 and the combustion chamber 4. These are used to efficiently atomize and inject the fuel delivered by the ignition oil circuit 1 to generate an ignitable fuel-air mixture. The first atomizing nozzles 21 and the second atomizing nozzles can be connected to the fuel separator ring assembly. The injection axis of the first atomizing nozzle 21 (shown as a solid red line in the figure) intersects the straight line of the flame emission direction of the igniter 2 (shown as a solid green line in the figure), that is, the first atomizing nozzle 21 is located directly opposite the igniter 2, thereby ensuring that the fuel droplets can directly enter the flame area and be quickly ignited by the igniter 2.

[0077] A number of first atomizing nozzles 21 are symmetrically arranged on both sides of the intersecting surface in equal numbers to the number of first atomizing nozzles 21 (i.e., standing at the position of the igniter 2, looking from the direction of the flame emission, the number of first atomizing nozzles 21 is symmetrically arranged on the left and right sides of the first atomizing nozzle 21). Their nozzles are located in the same plane as the nozzles of the first atomizing nozzles 21, and their respective spray axes are parallel to the spray axes of the first atomizing nozzles 21. This layout not only expands the atomization coverage area, but also forms a uniform atomization layer on the side of the igniter 2, further improving ignition stability and combustion efficiency.

[0078] In some embodiments, the engine 8 also includes an evaporator pipe 22. In the cavity of the evaporator pipe 22, the fuel injected after atomization by the first atomizing nozzle 21 and the second atomizing nozzle mixes with air to generate an oil-gas mixture. The evaporator pipe 22 delivers the oil-gas mixture to the combustion chamber 4. The flame nozzle of igniter 2 is located inside the tube.

[0079] In this embodiment, the engine 8 is also equipped with an evaporator pipe 22, the cavity of which is both a space for fuel atomization and air premixing, and an area where the ignition flame and the fuel-air mixture meet. Specifically, when the first atomizing nozzle 21 and the second atomizing nozzle atomize the high-pressure fuel from the ignition fuel line 1 and inject it into the cavity of the evaporator pipe 22, these fine fuel droplets are fully mixed with the flowing air in the cavity to form a stable and uniform fuel-air mixture.

[0080] Meanwhile, the flame nozzle of igniter 2 is located precisely inside this cavity. When igniter 2 is triggered, the high-temperature flame released directly contacts the air-fuel mixture, achieving instantaneous ignition and forming a sustained flame core. The hot gas flow generated after combustion continues to be transported along the evaporator pipe 22 into the combustion chamber 4, where it further mixes with the main fuel and continues to burn, providing a continuous high-temperature, high-pressure gas flow for engine 8. Evaporator pipe 22 not only protects the atomizing nozzle and igniter 2 from direct burning by the high-temperature flame, but also ensures efficient contact between the air-fuel mixture and the flame through constraint and guidance, thereby significantly improving ignition reliability and starting stability.

[0081] At the same time, the nozzle of the igniter 2 is placed inside the cavity of the evaporator tube 22, that is, in the center of the evaporator tube 22, so that its flame jet direction is kept at a sufficient distance from the tube wall, avoiding the high temperature flame from being directly sprayed at the tube wall, which can effectively prevent the evaporator tube 22 from being burned and extend its service life.

[0082] As those skilled in the art will understand, no combustion occurs in the evaporator tube 22. The mixed airflow velocity inside the evaporator tube 22 is as high as 30-100 m / s (equivalent to 108-360 km / h), far exceeding the flame propagation speed (usually <10 m / s). The high-speed airflow inside the evaporator tube 22 instantly "blows" the flame front generated by the igniter 2 out of the tube, like trying to light a candle in a strong wind. Although the igniter 2 is located in the middle of the evaporator tube 22, its flame only stays stably at the tube opening. The flame forms a stable ignition source at the tube opening, but the flame body is always located outside the tube.

[0083] Liquid fuel is injected into the evaporator tube 22 from the atomizing nozzle and heated and vaporized by the tube wall. Finally, it forms an oil-gas mixture with air. The igniter 2 ignites the oil-gas mixture. The high-speed airflow prevents the flame from rushing back into the evaporator tube 22. After leaving the evaporator tube 22, the oil-gas mixture enters the low-speed recirculation zone of the combustion chamber 4. With the igniter 2 already ignited, the flame spreads and burns stably in the main combustion zone of the combustion chamber 4.

[0084] Figure 8 This is another structural diagram of a blower turbine system, such as... Figure 8 As shown, in some embodiments, the outer shell 18 is integrally welded to the gunpowder starter mounting base 20, and the guide is integrally welded to the guide flame tube 17. In order to ensure that the guide tube 7 can be assembled smoothly, the concentricity of the inner hole machining of the gunpowder starter 3 and the guide flame tube 17 is required to be extremely high. Therefore, during the machining process, the guide flame tube 17 and the outer shell 18 can be assembled in place and then drilled simultaneously and brazed separately to improve the concentricity between the parts.

[0085] Figure 9 This is a schematic diagram of the structure of the artificial intelligence-based turbojet engine starting control system provided in the embodiments of this application, as shown below. Figure 9 As shown, the third aspect of this application provides an artificial intelligence-based turbojet engine starting control system 23, which includes the engine 8 provided in the second aspect of this application.

[0086] The flight equipment provided in the third aspect of this application can implement the various processes implemented in the above method embodiments, and includes the various structures of the above product embodiments, and achieves the same beneficial effects. To avoid repetition, it will not be described again here.

[0087] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0088] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0089] Furthermore, various different embodiments of the present invention can be combined in any way, as long as they do not violate the spirit of the present invention, they should also be regarded as the content disclosed by the present invention.

Claims

1. A starting control method for a turbojet engine based on artificial intelligence, characterized in that, The engine includes an ignition oil circuit, an igniter, and a propellant starter. The ignition oil circuit delivers fuel to the combustion chamber of the engine. The igniter ignites a fuel-air mixture, causing it to burn within the combustion chamber. The fuel-air mixture is generated by the fuel delivered through the ignition oil circuit. The propellant starter generates turbine exhaust gas, which drives the turbine of the engine. The method includes: The oil pressure of the ignition oil circuit of the engine, the ambient temperature of the environment in which the engine is located, and the internal temperature of the engine are obtained. When the oil circuit pressure meets the preset conditions and the ambient temperature is less than or equal to the first temperature threshold, the igniter is controlled to start, and the gunpowder starter is controlled to start at the first time point, wherein the first time point is a time point delayed by a preset time from the time point when the igniter is controlled to start. When the oil circuit pressure meets the preset condition and the ambient temperature is greater than the first temperature threshold, or when the oil circuit pressure meets the preset condition and the internal temperature is greater than the second temperature threshold, the igniter and the gunpowder starter are started simultaneously.

2. The method according to claim 1, characterized in that, The engine also includes an ignition oil pump, which is used to supply fuel to the ignition oil circuit, and the preset condition is that the oil circuit pressure is within a preset pressure range. The method further includes: When the oil circuit pressure meets the preset conditions and the ambient temperature is less than or equal to the first temperature threshold, the upper limit of the preset pressure range is increased, and / or the oil supply time of the ignition oil pump is extended.

3. The method according to claim 1, characterized in that, After the method controls the starting of the propellant starter or simultaneously controls the starting of the igniter and the propellant starter, the method further includes: Monitor the blowing pressure applied to the turbine by the blowing gas; At preset intervals, the change in the blow-rotating pressure is determined based on the blow-rotating pressure, and whether the blow-rotating pressure is insufficient is determined based on the change. If the blow-off pressure is determined to be insufficient, the amount of fuel in the combustion chamber is increased.

4. The method according to claim 3, characterized in that, The engine also includes a guide pipe for connecting the turbine and the gunpowder starter to deliver the blown gas to the turbine; After the method controls the starting of the propellant starter or simultaneously controls the starting of the igniter and the propellant starter, the method further includes: Monitor the turbine speed, and when the turbine speed reaches a preset speed threshold, control the ignition oil circuit to stop supplying fuel to the combustion chamber; After increasing the fuel quantity in the combustion chamber, the method further includes: Determine the change of the blowing pressure within a first time period, which is the period between controlling the gunpowder starter to start and the turbine speed reaching a preset speed threshold. Record the method and extent of increasing the amount of fuel in the combustion chamber; The starting effect of the engine is determined, and the starting effect is characterized by starting effect parameters, including the duration of the first time period; The performance degradation of the guide tube is evaluated based on the changes in the blowing pressure during the first time period, the lifting method, and the starting effect.

5. The method according to claim 4, characterized in that, The determination of the performance degradation of the guide tube based on the change of the blowing pressure during the first time period, the lifting method, and the starting effect includes: The changes in the blowing pressure during the first time period, the lifting method and the lifting range, and the starting effect are determined as the updated data; The updated data is added to the database as new evaluation data, and the database includes multiple evaluation data with the same data dimensions as the updated data. For each evaluation data in the database, the performance degradation degree corresponding to the evaluation data is determined based on the startup effect in the evaluation data, and the performance degradation degree is used to characterize the performance degradation of the guide tube; Replace the startup effect in each evaluation data with the performance degradation level corresponding to each evaluation data to obtain the training set; The basic model is trained using the training set to obtain an associated model. The associated model is used to determine the performance degradation of the guide pipe based on the changes in the blow-off pressure of the engine and the method and magnitude of increasing the amount of fuel in the combustion chamber.

6. An engine, characterized in that, The engine includes: The memory is configured to store instructions; and The processor is configured to retrieve the instructions from the memory and, when executing the instructions, to implement the AI-based turbojet engine start-up control method as described in any one of claims 1-5.

7. The engine according to claim 6, characterized in that, The engine also includes a guide pipe for connecting the turbine and the gunpowder starter to deliver the blown gas to the turbine; The guide pipe includes a first guide pipe, a second guide pipe, and a third guide pipe. The first guide pipe is connected to the gunpowder starter. The second guide pipe is connected between the first guide pipe and the third guide pipe. The third guide pipe is connected to the turbine. The diameter of the second-section guide tube is smaller than the diameter of the first-section guide tube and smaller than the diameter of the third-section guide tube; The engine also includes a housing, the enclosed area of ​​which is the interior of the engine. The propellant starter and a portion of the guide pipe are located outside the engine and connected to the housing via an adapter flange. The turbine and another portion of the guide pipe are located inside the engine.

8. The engine according to claim 6, characterized in that, The engine further includes a first atomizing nozzle and a second atomizing nozzle, which are connected between the ignition oil circuit and the combustion chamber to atomize and inject the fuel delivered by the ignition oil circuit to generate the fuel-air mixture. The spray axis of the first atomizing nozzle intersects the straight line in which the flame of the igniter is emitted; There are multiple second atomizing nozzles, with the same number of second atomizing nozzles on each side of the intersecting surface. The nozzle openings of the second atomizing nozzles and the nozzle openings of the first atomizing nozzles are located on the same plane, and the spray axis of the second atomizing nozzles is parallel to the spray axis of the first atomizing nozzles. The intersecting surface is determined by the straight line between the spray axis of the first atomizing nozzles and the direction of the flame emitted by the igniter.

9. The engine according to claim 8, characterized in that, The engine also includes an evaporator pipe. Inside the evaporator pipe, fuel atomized by the first atomizing nozzle and the second atomizing nozzle is mixed with air to generate the fuel-air mixture. The evaporator pipe delivers the fuel-air mixture to the combustion chamber. The flame nozzle of the igniter is located inside the cavity.

10. A turbojet engine starting control system based on artificial intelligence, characterized in that, include: The engine as described in any one of claims 6-9.

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