A method and system for high-altitude and high-speed starting of a micro turbojet engine

Abstract

The present application relates to the field of aerospace engines, and in particular to a method and system for high-altitude and high-speed starting of a micro-turbojet engine. The method comprises obtaining environmental state parameters collected by various preset sensors, generating system startup parameters based on the environmental state parameters; calculating the target engine speed based on the system startup parameters, adjusting the ignition system based on the target engine speed, and obtaining ignition operating parameters; constructing a mixture initial combustion stability model based on the ignition operating parameters, and calculating the fuel pump supply rate based on the mixture initial combustion stability model. The present application achieves precise coordination of fuel atomization, oxygen supply, and high-energy ignition, enabling the engine to have a fast and stable restart capability in the air. The system has the advantages of strong environmental adaptability, fast control response speed, and high combustion stability, and can significantly improve the power recovery capability and mission execution continuity of unmanned aerial vehicles in complex mission environments.

Description

Technical Field

[0001] The present application relates to the field of aerospace engines, and in particular to a method and system for high-altitude and high-speed starting of a micro turbojet engine. Background Art

[0002] Micro turbojet engines have been widely used in medium- and high-speed unmanned aerial vehicles, cruise missiles, aviation models and other scenarios due to their compact structure, high power density and fast starting response. They are particularly suitable for intelligent flight platforms that need to perform maneuvering, cruising or penetration missions in medium and high altitude areas. In modern military reconnaissance, border patrol, meteorological monitoring, geographic surveying and mapping and other tasks, unmanned aerial vehicles often need to maintain continuous flight capabilities in high-altitude and high-speed environments. Once the engine accidentally shuts down in the air, if a reliable start cannot be achieved, it will directly lead to mission failure or even platform damage. Therefore, constructing a highly reliable starting method that can adapt to high-altitude thin air, strong interference airflow and high-speed flight conditions is one of the core technical difficulties in the current application of micro turbojet engines.

[0003] Currently, existing micro-turbojet engine starting systems mostly use a single control model for fixed ground scenarios. Their core starting logic still follows a linear three-step process: "motor-fuel injection-ignition," lacking the ability to respond to dynamic changes in the aerial flight environment. For example, at high altitude, where air density is low, oxygen is scarce, and temperatures fluctuate dramatically, traditional starting schemes are unable to assess the presence of start conditions in real time, nor can they dynamically adjust key parameters such as oxygen flow, fuel spray ratio, and ignition energy. This ultimately leads to a significant decrease in the success rate of aerial starts.

[0004] Therefore, there is an urgent need for a method and system for high-altitude and high-speed starting of a micro-turbojet engine. Summary of the Invention

[0005] Based on this, it is necessary to provide a high-altitude and high-speed starting method and system for a micro turbojet engine that can start at high altitude and high speed in response to the above technical problems.

[0006] The technical solution of this application is as follows:

[0007] A method for high-altitude and high-speed starting of a micro turbojet engine, comprising:

[0008] Obtaining environmental state parameters collected by each preset sensor, and generating system startup parameters based on the environmental state parameters;

[0009] Calculating an engine target speed based on the system startup parameters, adjusting an ignition system based on the engine target speed, and obtaining ignition operating parameters;

[0010] Based on the ignition operating parameters, a mixture initial combustion stability model is constructed and generated, and a fuel pump supply rate is calculated and generated according to the mixture initial combustion stability model;

[0011] The actual engine speed is acquired based on the fuel supply rate of the fuel pump, and a judgment is made according to the actual engine speed and the target engine speed, and a start completion signal is sent.

[0012] Specifically, the step of obtaining environmental state parameters collected by each preset sensor and generating system startup parameters based on the environmental state parameters includes:

[0013] Obtain environmental state parameters collected by each preset sensor;

[0014] Constructing a startup determination function based on the environmental state parameters, and calculating and obtaining a startup determination index;

[0015] comparing the start determination index with a preset start threshold, and sending a delayed start signal if the start determination index is less than the start threshold;

[0016] If the startup determination index is greater than the startup threshold, the system startup parameter is generated.

[0017] Specifically, the calculating and obtaining the target engine speed based on the system startup parameters, adjusting the ignition system based on the target engine speed, and obtaining the ignition operating parameters include:

[0018] Calculating and obtaining the target engine speed based on the system startup parameters, and generating a starting voltage based on the target engine speed;

[0019] An ignition system is adjusted based on the starting voltage and the target engine speed, and the ignition operating parameters are obtained.

[0020] Specifically, the generating of the mixture initial combustion stability model based on the ignition operating parameters and the calculation of the fuel pump supply rate according to the mixture initial combustion stability model include:

[0021] Based on the ignition operating parameters, a mixture initial combustion stability model is constructed and generated, and an initial combustion stability index is output;

[0022] Performing a judgment on the initial combustion stability based on the initial combustion stability index and a preset combustion stability lower limit threshold, and generating a judgment result;

[0023] Based on the judgment result, the fuel pump fuel supply rate is generated.

[0024] Specifically, the acquiring the actual engine speed based on the fuel supply rate of the fuel pump, making a judgment based on the actual engine speed and the target engine speed and sending a start completion signal includes:

[0025] Building a thrust closed-loop feedback model based on the fuel pump supply rate to calculate and obtain the actual engine speed;

[0026] performing an error comparison between the actual engine speed and the target engine speed to generate a steady-state achievement index;

[0027] If the steady-state achievement indicator is less than the preset steady-state threshold, maintaining the current state;

[0028] If the steady-state achievement index is greater than or equal to the steady-state threshold, the startup completion signal is sent.

[0029] Specifically, the calculating and obtaining the target engine speed based on the system startup parameter, and generating the starting voltage based on the target engine speed include:

[0030] Building a motor drive model based on the system startup parameters;

[0031] Calculating and obtaining the target engine speed according to the motor drive model;

[0032] The starting voltage is calculated and generated based on the target engine speed.

[0033] Specifically, adjusting the ignition system based on the starting voltage and the target engine speed and obtaining the ignition operating parameters includes:

[0034] Building an ignition energy release model based on the starting voltage and the target engine speed;

[0035] Calculating the energy required for ignition according to the energy release model required for ignition;

[0036] The ignition system is adjusted according to the energy required for ignition, and the ignition operating parameters are obtained.

[0037] Specifically, a micro turbojet engine high-altitude and high-speed starting system is also provided, the system comprising:

[0038] A system startup parameter generation module is used to obtain environmental state parameters collected by various preset sensors and generate system startup parameters based on the environmental state parameters;

[0039] an ignition operating parameter acquisition module, configured to calculate an engine target speed based on the system startup parameters, adjust the ignition system based on the engine target speed, and acquire ignition operating parameters;

[0040] a fuel pump supply rate generating module, configured to construct and generate a mixture initial combustion stability model based on the ignition operating parameters, and calculate and generate the fuel pump supply rate according to the mixture initial combustion stability model;

[0041] The starting completion signal sending module is used to obtain the actual engine speed based on the fuel supply rate of the fuel pump, make a judgment based on the actual engine speed and the target engine speed, and send a starting completion signal.

[0042] Specifically, the system startup parameter generation module is also used to: obtain the environmental state parameters collected by each preset sensor; construct a startup judgment function based on the environmental state parameters, and calculate and obtain the startup judgment index; compare the startup judgment index with the preset startup threshold, if the startup judgment index is less than the startup threshold, send a delayed start signal; if the startup judgment index is greater than the startup threshold, generate the system startup parameters.

[0043] Specifically, the ignition operating parameter acquisition module is further used to: calculate the engine target speed based on the system startup parameters, generate a starting voltage based on the engine target speed; adjust the ignition system based on the starting voltage and the engine target speed, and acquire the ignition operating parameters.

[0044] Specifically, the ignition operating parameter acquisition module is further used to: construct a motor drive model based on the system startup parameters; calculate and obtain the engine target speed according to the motor drive model; and calculate and generate the starting voltage based on the engine target speed.

[0045] Specifically, the ignition operating parameter acquisition module is also used to: construct an ignition required energy release model based on the starting voltage and the engine target speed; calculate the ignition required energy according to the ignition required energy release model; adjust the ignition system according to the ignition required energy, and obtain the ignition operating parameters.

[0046] Specifically, the fuel pump supply rate generation module is also used to: construct and generate a mixture initial combustion stability model based on the ignition operating parameters, and output an initial combustion stability index; make an initial combustion stability judgment based on the initial combustion stability index and a preset combustion stability lower limit threshold, and generate a judgment result; and generate the fuel pump supply rate based on the judgment result.

[0047] Specifically, the start completion signal sending module is also used to: construct a thrust closed-loop feedback model based on the fuel pump supply rate, calculate and obtain the actual engine speed; compare the error between the actual engine speed and the target engine speed, and generate a steady-state achievement index; if the steady-state achievement index is less than a preset steady-state threshold, maintain the current state; if the steady-state achievement index is greater than or equal to the steady-state threshold, send the start completion signal.

[0048] Optionally, a computer device is also provided, comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the steps described in the above-mentioned method for high-altitude and high-speed starting of a micro-turbojet engine are implemented.

[0049] Optionally, a computer-readable storage medium is also provided, on which a computer program is stored. When the computer program is executed by a processor, the steps described in the above-mentioned method for high-altitude and high-speed starting of a micro-turbojet engine are implemented.

[0050] The technical effects achieved by this application are as follows:

[0051] (1) The above-mentioned high-altitude and high-speed starting method and system of a micro-turbojet engine sequentially obtains environmental state parameters collected by various preset sensors, generates system starting parameters based on the environmental state parameters; calculates the target engine speed based on the system starting parameters, adjusts the ignition system based on the target engine speed, and obtains ignition operating parameters; constructs and generates a mixture initial combustion stability model based on the ignition operating parameters, and calculates and generates a fuel pump supply rate based on the mixture initial combustion stability model; obtains the actual engine speed based on the fuel pump supply rate, and makes a judgment based on the actual engine speed and the target engine speed and sends a start completion signal. This effectively solves the problem of traditional micro-turbojet engines having difficulty starting in high-altitude thin air and high-speed airflow conditions. By coordinated control of key components such as the starting motor, ignition system, fuel supply system, and oxygen supply system, precise coordination of fuel atomization, oxygen supply, and high-energy ignition is achieved, enabling the engine to have a fast and stable restart capability in the air. The system has the advantages of strong environmental adaptability, fast control response speed, and high combustion stability, which can significantly improve the power recovery capability and mission execution continuity of unmanned aerial vehicles in complex mission environments;

[0052] (2) By constructing a start judgment function based on the environmental state parameters and calculating the start judgment index; comparing the start judgment index with the preset start threshold, if the start judgment index is less than the start threshold, a delayed start signal is sent; if the start judgment index is greater than the start threshold, the system start parameter is generated to achieve a dynamic adaptability assessment of the high-altitude environment before starting, avoiding wasting resources or causing equipment damage when physical ignition conditions are not met. The system's mission recovery capability under complex flight conditions is enhanced, greatly improving the reliability and engineering practicality of the engine in high-altitude restart scenarios;

[0053] (3) Dynamically adjusting the energy release strategy according to specific working conditions can achieve adaptive ignition matching under a wider range of flight conditions, which not only ensures the ignition success rate, but also effectively saves energy consumption and improves the operational adaptability and economy of the overall system. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 1 is a flow chart of a method for high-altitude and high-speed starting of a micro-turbojet engine in one embodiment;

[0055] Figure 2 1. It is a structural block diagram of a high-altitude and high-speed starting system of a micro-turbojet engine in one embodiment;

[0056] Figure 3 FIG. 1 is a structural block diagram of a computer device in one embodiment. DETAILED DESCRIPTION

[0057] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0058] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or collections thereof.

[0059] It will also be understood that the term "and / or" used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0060] As used in this specification and the appended claims, the term "if" can be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0061] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0062] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0063] In one embodiment, a terminal is provided, which is used to: obtain environmental state parameters collected by each preset sensor, and generate system startup parameters based on the environmental state parameters; calculate and obtain the engine target speed based on the system startup parameters, adjust the ignition system based on the engine target speed, and obtain ignition operating parameters; construct and generate a mixture initial combustion stability model based on the ignition operating parameters, and calculate and generate a fuel pump supply rate based on the mixture initial combustion stability model; obtain the engine actual speed based on the fuel pump supply rate, and make a judgment based on the engine actual speed and the engine target speed and send a start completion signal.

[0064] The terminal may be, but is not limited to, various personal computers, laptops, smart phones, tablet computers, and portable wearable devices.

[0065] In one embodiment, Figure 1 As shown, a method for high-altitude and high-speed starting of a micro turbojet engine is provided, the method comprising:

[0066] Step S100: Acquire environmental state parameters collected by various preset sensors, and generate system startup parameters based on the environmental state parameters;

[0067] Step S200: Calculating and obtaining an engine target speed based on the system startup parameters, adjusting the ignition system based on the engine target speed, and obtaining ignition operating parameters;

[0068] Step S300: constructing and generating a mixture initial combustion stability model based on the ignition operating parameters, and calculating and generating a fuel pump supply rate according to the mixture initial combustion stability model;

[0069] Step S400: obtaining the actual engine speed based on the fuel supply rate of the fuel pump, making a judgment based on the actual engine speed and the target engine speed, and sending a start completion signal.

[0070] This application is based on a high-altitude, high-speed starting method and system for a micro-turbojet engine. The system sequentially obtains environmental state parameters collected by various preset sensors and generates system startup parameters based on the environmental state parameters. Based on the system startup parameters, the system calculates the engine target speed, adjusts the ignition system based on the engine target speed, and obtains ignition operating parameters. Based on the ignition operating parameters, a mixture initial combustion stability model is constructed and generated, and the fuel pump supply rate is calculated based on the mixture initial combustion stability model. The actual engine speed is obtained based on the fuel pump supply rate, and a start completion signal is sent based on the actual engine speed and the target engine speed. This method effectively addresses the difficulty of traditional micro-turbojet engines starting in high-altitude, thin air and high-speed airflow conditions. By coordinated control of key components such as the starter motor, ignition system, fuel supply system, and oxygen supply system, precise coordination of fuel atomization, oxygen supply, and high-energy ignition is achieved, enabling the engine to have rapid and stable restart capabilities in the air. The system has the advantages of strong environmental adaptability, fast control response speed, and high combustion stability. It can significantly improve the power recovery capability and mission execution continuity of unmanned aerial vehicles in complex mission environments.

[0071] In one embodiment, step S100: obtaining environmental state parameters collected by various preset sensors, and generating system startup parameters based on the environmental state parameters, includes:

[0072] Step S110: Acquire environmental state parameters collected by each preset sensor;

[0073] Step S120: constructing a start determination function based on the environmental state parameters, and calculating and obtaining a start determination index;

[0074] Step S130: comparing the start determination index with a preset start threshold, and sending a delayed start signal if the start determination index is less than the start threshold;

[0075] Step S140: If the startup determination index is greater than the startup threshold, the system startup parameter is generated.

[0076] It should be made clear that the starting systems of most current micro-turbojet engines are mainly designed for ground use. Their starting strategies are relatively simple in structure and logic, and usually adopt a preset fixed parameter control method. During the starting process, external environmental variables such as air density, flight speed, altitude, and ambient temperature are not evaluated in real time, and there is no dynamic judgment mechanism to determine whether the conditions for engine ignition and starting are currently met. Therefore, when the aircraft is in a high-altitude and high-speed environment, especially when the air is thin or the temperature is extremely low, traditional systems often fail to provide effective ignition conditions, resulting in start-up failures. This seriously restricts the mission recovery capability and continuous flight capability of the unmanned aerial platform.

[0077] Unlike the existing technology, this application uses the engine control unit to collect the aircraft's mission status, high-altitude air pressure, speed, and temperature environmental variables in real time, and establishes a start judgment function. The start judgment index output by the function will directly determine whether to enter the starter motor preparation process.

[0078] Furthermore, the startup determination function is set as follows:

[0079]

[0080] in, To start the judgment index, is the air density at the current altitude, is the standard atmospheric density, is the engine ignition combustion temperature, is the external ambient temperature, is the flight speed, is the system reference speed, is a weighting coefficient modulated based on the experience of high-altitude ignition sensitivity.

[0081] Furthermore, the air density at the current altitude It is indirectly calculated through pressure measurement + temperature measurement. The specific method is: a dynamic air pressure sensor for measuring total pressure and a static pressure hole for measuring static pressure are set at the aircraft nose or air inlet entrance, and then an ambient temperature sensor (RTD or thermistor) is arranged outside the aircraft or on the air inlet duct, and calculation is based on the ideal gas state equation.

[0082] Engine ignition combustion temperature and flight speed They are all solidified in the control program after testing and calibration during the engine design and debugging stages, and can be viewed and obtained through instruments.

[0083] The engine is calibrated through actual ignition test results in different altitude environments (such as sea level, plateau, and high altitude), and the ignition success rate and air density at the current altitude are statistically analyzed. Correlation between changes. Typically, a large amount of starting condition data is collected during engine bench testing or aircraft climb tests. After fitting the ignition success rate curve, the regression slope or sensitivity is extracted as the basic weight. Typical values ​​are generally between 0.3 and 0.6. Larger values ​​indicate that the system is sensitive to density changes and are suitable for small or high-compression ratio engines. Lower values ​​are suitable for systems with low air dependence and strong oxygen supplementation system compensation capabilities.

[0084] Obtained through fuel spray ignition critical temperature difference test. Ignition is carried out multiple times in a controlled temperature environment and recorded at different external ambient temperatures. Minimum engine ignition combustion temperature The slope of the relationship curve between the statistical temperature difference in the start success interval and the ignition response delay is used as Reference calibration basis. Setting this value between 0.2 and 0.5 is suitable for micro turbojet engines fueled by conventional aviation fuels such as kerosene and diesel. If using low-temperature ignition modified fuel or a fuel heating function, this value can be appropriately lowered to around 0.1.

[0085] The analysis was conducted by combining CFD simulation with actual high-speed test flight data of the aircraft. Especially in the high Mach number range, the injection direction is significantly affected by the shock wave and high-speed shear flow, and the ignition stability zone is narrowed. The setting needs to be based on the response relationship between the position of the ignition nozzle and the pressure fluctuation of the main combustion chamber, combined with the ignition extinction probability curve for fitting. It is usually set between 0.1 and 0.3. For high-speed flight platforms or aircraft with significant inlet disturbance characteristics (such as pre-ignition nozzles in the inlet), the upper limit can be used; for light UAV platforms operating at subsonic speeds or under low-disturbance conditions, a lower value can be appropriately used.

[0086] Furthermore, the system presets a start threshold , start threshold Based on the statistical judgment benchmarks obtained through a large number of actual flight and ground simulation experiments, the micro turbojet engine ignition and start tests were repeatedly carried out under different flight altitudes, speeds, and temperature conditions, and the corresponding start judgment index for each ignition success and failure was recorded. , and then calculate the ignition success rate in the start judgment index The change trend during the increase process. The starting judgment index corresponding to the "ignition success rate exceeds 90% for the first time" " is used as the starting threshold, and then adjusted according to the safety redundancy. In actual application, the starting threshold The reasonable value of is 0.75-0.95. Once the value is set, it is solidified as the logic judgment entry in the software to ensure that the next stage of control is triggered only when sufficient environmental conditions are met. , the system determines that the high-altitude starting conditions are met and generates system startup parameters; otherwise, it sends a start delay signal and maintains monitoring.

[0087] This embodiment implements a dynamic high-altitude environmental adaptability assessment before starting, avoiding wasting resources or causing equipment damage when physical ignition conditions are not met. This enhances the system's mission recovery capabilities under complex flight conditions and significantly improves the reliability and engineering practicality of the engine in high-altitude restart scenarios.

[0088] In one embodiment, step S200: calculating and obtaining an engine target speed based on the system startup parameters, adjusting the ignition system based on the engine target speed, and obtaining ignition operating parameters, includes:

[0089] Step S210: Calculating and obtaining the target engine speed based on the system startup parameters, and generating a starting voltage based on the target engine speed;

[0090] Step S220: adjusting the ignition system based on the starting voltage and the target engine speed, and obtaining the ignition operating parameters.

[0091] In one embodiment, step S210: calculating and obtaining the target engine speed based on the system startup parameters, and generating a starting voltage based on the target engine speed, includes:

[0092] Step S211: constructing a motor drive model based on the system startup parameters;

[0093] Step S212: Calculating and obtaining the target engine speed according to the motor drive model;

[0094] Step S213: Calculate and generate the starting voltage based on the target engine speed.

[0095] It's important to note that conventional micro-turbojet engine motor starting controls typically utilize a fixed voltage or constant initial speed setting, lacking the ability to dynamically adjust the starting process based on flight conditions or environmental changes. Motor output power, voltage, or speed parameters are often calibrated once during ground testing and then fixed in the control program. These parameters are unable to respond to the actual impact of in-flight variables such as thin air, sudden temperature drops, and increased flight speeds on starting conditions. Therefore, in high-altitude, high-speed environments, this "static starting strategy" can lead to two typical problems: insufficient speed to meet atomization ignition requirements; and excessive speed, which can cause shaft impact or motor loss of control, easily leading to ignition failure or mechanical damage.

[0096] Different from the prior art, this application constructs a motor drive model to model the motor drive state and establishes a voltage-speed control function to generate the logic of the start-up process. The setting of the motor drive model is as follows:

[0097]

[0098] in, is the target engine speed in rpm, It is the system adaptation factor, which is preset according to different engine specifications.

[0099] Further, The value of must be set in combination with the specific engine's moment of inertia, compression ratio, and compressor starting load. The way to obtain it is to adjust different starting judgment indices in the engine bench test. The speed slope corresponding to the horizontal level is observed, and the starting time, shaft system response and ignition window matching degree are observed to optimize this parameter. The typical value range is 2500-4000 (in rpm). Higher values ​​are suitable for the starting process of engines with large thrust-to-weight ratios (where the speed increase is required quickly), while lower values ​​are suitable for low-speed smooth starting strategies.

[0100] Start judgment index by regression of measured data The speed response trend curve within the interval is calculated, and the curvature of the logarithmic function part is fitted, with minimizing the speed jump error as the optimization goal. The common range is 800-1500 (unit: rpm). For scenarios with frequent air pressure fluctuations and plateau starting, the upper limit value can be used to enhance the low start judgment index. Compensation capacity under normal conditions; while in plains and stable meteorological conditions, a lower value can be appropriately taken.

[0101] In this embodiment, the starter motor outputs the starting voltage through the speed regulator control voltage. , the established voltage-speed control function is as follows:

[0102]

[0103] in, Calibrate parameters for electric drive control.

[0104] Furthermore, the starting voltage output by this function is The starting motor is fed with voltage to control its rotational behavior. Through this two-level mapping model based on environmental variables, the system achieves closed-loop drive adaptive control during the starting process.

[0105] Conduct closed-loop control simulation on the motor test platform to measure the target engine speed and the required starting voltage The slope between the two values ​​is used to determine the safety interval, and the safety interval is set in combination with the rated operating point of the motor. The value must match the back EMF constant and maximum voltage of the motor. The value range is 0.015-0.035 V / rpm. For high-response motors (high efficiency, low impedance), use a low value to suppress voltage fluctuations; for slow-response, low-speed motors, use a high value to compensate for lag.

[0106] The voltage is determined by the motor no-load starting test, that is, measuring the minimum voltage required to drive the rotor to start under no-load conditions. Typically set within the 6-12V range. For brushless DC motors (BLDC) or small servo motor systems, a lower value is often used. If the system has a large transmission load or frictional resistance, the bias term needs to be appropriately increased to 10-12V.

[0107] In one embodiment, step S220: adjusting the ignition system based on the starting voltage and the target engine speed, and obtaining the ignition operating parameters, includes:

[0108] Step S221: constructing an ignition energy release model based on the starting voltage and the target engine speed;

[0109] Step S222: Calculating the energy required for ignition according to the energy release model required for ignition;

[0110] Step S223: adjusting the ignition system according to the energy required for ignition, and obtaining the ignition operating parameters.

[0111] It's important to note that most current micro-turbojet engines still utilize a fixed energy release and single time window control strategy during the starting and ignition phases. Specifically, when the starter motor speed reaches a preset value, the igniter immediately initiates a high-energy discharge, while the ignition nozzle simultaneously injects and atomizes fuel, forming a mist-like combustible mixture. During this process, regardless of low ambient temperature, low air density, or adequate oxygen supply, ignition energy is always released at a fixed voltage, current, or number of discharges. This "rigid discharge + synchronous fuel injection" control method has significant drawbacks: first, spark ignition failure is prone to occur when oxygen is insufficient or the temperature differential is excessive; second, energy release efficiency is extremely low when the fuel concentration or spray conditions are poor, wasting ignition power and fuel resources.

[0112] Unlike the prior art, this application calculates the energy required for ignition by building a model to drive the starter motor to the specified engine target speed. The total energy required for ignition triggering is as follows:

[0113]

[0114] in, The energy required for ignition, in J, is the empirical fitting coefficient, is the instantaneous fuel injection air ratio, which is calculated in real time by the ignition nozzle flow rate and oxygen supplementation amount. is the engine ignition combustion temperature, is the external ambient temperature, is the target engine speed, The lower ignition speed limit.

[0115] Further, Through multiple groups of different The energy response curve of the ignition experiment under the condition of the value is obtained by fitting. Gradually change the injection and oxygen supplement ratio in the combustion chamber, record the minimum energy required for successful ignition, and then calculate the energy response curve of the ignition experiment under the condition of the value. The energy required for ignition Fit the slope of the trend line and extract the coefficient The value ranges from 3.5 to 7.0 (unit: J). High values ​​are suitable for systems with a narrow ignition window and sensitive to changes in fuel and gas concentrations, while low values ​​are suitable for combustion chamber designs with strong ignition tolerance and uniform oil mist distribution. This reflects the degree to which dilute fuel concentration increases the difficulty of ignition.

[0116] By testing the critical value of ignition energy at different ambient temperatures and fitting The energy required for ignition The linear relationship between them is obtained. The sampling test is carried out in a temperature-controlled chamber to simulate the high-altitude low-temperature environment, and the regression slope is taken as The value is set in the range of 10-25 (unit: J). High values ​​are suitable for systems where fuel atomization is significantly temperature-dependent, while low values ​​are suitable for improved ignition systems with preheated atomization or gas-assisted injection. This indicates the impact of the temperature difference between the lower ambient temperature and the combustion temperature on the ignition energy requirement, reflecting the energy compensation required for the atomization and evaporation processes in low-temperature environments.

[0117] By adjusting the motor speed and recording the minimum energy required for ignition when other variables are constant, the The energy required for ignition The fitted slope is extracted from the relationship between and . The value is set within the range of 1500-3500 (unit: rpm·J). Systems with fast ignition response (e.g., fast motor response and high atomization efficiency) can use a lower value, while systems with slow response require a higher value to ensure a safety margin. This indicates the amplified effect of lower motor speed on ignition energy, reflecting the physical requirement to increase energy to compensate for ignition excitation when insufficient spray disturbance occurs.

[0118] Ignition lower speed limit Determined through bench tests or CFD simulations. When the engine is cold or under simulated high-altitude conditions, gradually increase the motor speed to test the ignition success rate curve at different speeds. The lowest speed at which the ignition success rate exceeds 90% for the first time is taken as the ignition lower limit speed. The value range is 12,000-20,000 rpm. Lightly loaded or low thrust-to-weight ratio engines may use a lower value, while heavily loaded or high-altitude, high-speed engines require a higher lower limit to ensure ignition reliability. Once this value is set, it serves as the trigger condition for the engine control unit to activate the ignition system.

[0119] In this embodiment, the ignition system includes an igniter, an ignition nozzle and a fuel pump. The engine control unit starts to control the ignition, ignition nozzle and fuel pump to adjust the work synchronously, according to the energy required for ignition , wherein the discharge frequency of the igniter is set as follows:

[0120]

[0121] in, is the number of discharges per unit time of the igniter, that is, the discharge frequency (in Hz), It is a calibration constant used to ensure ignition efficiency and energy coordination.

[0122] Further, By the energy required for ignition in a variety of Record the minimum combustible spark frequency (in Hz) and then fit The discharge frequency of the igniter The linear relationship between them can be obtained by extracting the regression slope. The value is set at The higher the value, the The faster the discharge frequency increases after the increase, the more suitable it is for a configuration system with a strong igniter discharge capability and fast capacitor release.

[0123] The minimum frequency required to maintain an ignitable spark under low-energy conditions is determined by testing the igniter's continuous no-load operation. This frequency is set between 20 and 35 Hz. For igniters with high redundancy and strong discharge capacity, a lower value may be appropriate. For smaller combustion chambers or structures prone to extinguishing, the upper limit should be appropriately set to ensure a continuous spark.

[0124] Different from the existing technology, compared with setting a unified ignition mode only at a single speed, this application dynamically adjusts the energy release strategy according to the specific working conditions, and can achieve adaptive ignition matching under a wider range of flight conditions, which not only ensures the ignition success rate, but also effectively saves energy consumption, and improves the combat adaptability and economy of the overall system.

[0125] In actual use, the engine control unit will The calculation chain is triggered when the energy required for ignition is calculated first. , regenerates the discharge frequency of the igniter , and accordingly drive the ignition discharge circuit, while controlling the fuel pump and the ignition nozzle to spray in coordination, and obtain the ignition working parameters, ultimately completing the precise, efficient, and low-risk ignition starting process.

[0126] In one embodiment, step S300: constructing and generating a mixture initial combustion stability model based on the ignition operating parameters, and calculating and generating a fuel pump supply rate according to the mixture initial combustion stability model, includes:

[0127] Step S310: constructing and generating a mixture initial combustion stability model based on the ignition operating parameters, and outputting an initial combustion stability index;

[0128] Step S320: judging the initial combustion stability based on the initial combustion stability index and a preset combustion stability lower threshold, and generating a judgment result;

[0129] Step S330: generating the fuel supply rate of the fuel pump based on the judgment result.

[0130] It should be made clear that traditional systems lack a mechanism to evaluate combustion stability in the initial stage of combustion after ignition, especially in complex environments where the oxygen content is thin at high altitudes, the airflow disturbance is strong, and the temperature difference fluctuates significantly. It is impossible to achieve closed-loop verification of key factors such as whether the initial combustion is stable, whether the fuel is fully atomized, and whether oxygen is replenished.

[0131] Unlike the prior art, this application takes into account the fact that due to the thin oxygen and large airflow disturbance under high altitude and high speed conditions, it is necessary to accurately supplement the oxygen amount through the oxygen supplementation tank. The initial combustion stability model of the mixture analyzes whether the ignition can maintain combustion stability. The initial combustion stability model of the mixture is set as follows:

[0132]

[0133] in, is the initial combustion stability index, is the system empirical modulation parameter, is the reference flow rate of the oxygen tank, is the oxygen supply rate through the oxygen supply tank in real time, is the preset lower threshold of combustion stability.

[0134] Further, By fixing the energy required for ignition Real-time oxygen supplementation rate through oxygen tank Conditions change , record the starting success rate or combustion duration. Perform linear regression on multiple sets of data to obtain Initial combustion stability index The linear slope of the minimum fitting error between α and β is set between 0.6 and 1.2. A higher value may be used if fluctuations in the fuel-to-air ratio significantly affect ignition results (e.g., in small turbojet engines). A lower value may be appropriate if the system has nozzle adaptability or strong control over oxygen-fuel atomization.

[0135] Experimentally adjust the oxygen supply rate through the oxygen supply tank in real time , in fixed The energy required for ignition Evaluate the combustion success rate under these conditions and fit it to the initial combustion stability index This coefficient is obtained by using the response function of the engine. It is set between 0.4 and 0.8. If the engine relies primarily on oxygen supplementation to ensure combustion efficiency (such as in lean, high-altitude environments), a larger value should be used; a lower value can be used for low-altitude platforms with naturally supercharged intake systems.

[0136] By keeping Real-time oxygen supplementation rate through oxygen tank Constant, systematic change in the energy required for ignition , observe whether the ignition is successful and the flame maintenance time, through regression The relationship between the ignition success rate and the fitting slope is extracted as the coefficient value. The value is set between 1.0 and 2.0. If the igniter relies on high-frequency and high-energy discharge (such as plasma spark type), the energy required for ignition is Initial combustion stability index The stronger the impact, the higher the value should be; for low-energy triggers, it can be reduced accordingly.

[0137] Preset combustion stability lower threshold By running steps S100 to S300 under various actual flight simulation environments (different altitudes, temperatures, and speeds), the initial combustion stability index is recorded each time. The value is related to the actual ignition / combustion success. The minimum initial combustion stability index corresponding to the combustion stability higher than 95% success rate is This threshold is used as a baseline, and a slightly higher threshold is set based on safety margins. The range is 2.0-3.5. For systems with adequate starting redundancy, a lower value may be used. For systems with a narrow starting window and strict risk control, the upper limit should be used to ensure reliable ignition before allowing main fuel supply.

[0138] Furthermore, the initial combustion stability is judged and a judgment result is generated. If , indicating that the instantaneous injection air ratio and ignition energy can support initial stable combustion in the combustion chamber, thereby generating the fuel pump supply rate. Otherwise, the system will adjust feedback to improve safety redundancy.

[0139] It's important to note that in existing micro-turbojet engine systems, the main fuel pump's fuel supply control strategy often relies on preset values ​​or linear function adjustments. After ignition, the system typically activates the main fuel pump at a fixed flow rate or based on an empirical formula. This ignores the dynamic impact of key factors on combustion maintenance, such as real-time combustion conditions, oxygen supply fluctuations, ambient pressure, and atomization quality.

[0140] Different from the prior art, the present application generates the fuel supply rate of the fuel pump by constructing a fuel supply control model, wherein the fuel supply control model is as follows:

[0141]

[0142] in, The fuel mass flow rate per unit time of the main fuel pump, that is, the fuel supply rate of the fuel pump, in g / s. is the adjustment coefficient;

[0143] Further, By using different initial combustion stability indices in the engine combustion chamber The main oil pump start test was carried out under the value, and the actual combustion maintenance time and oil supply response were recorded. and The coefficient is extracted to adjust the fuel supply response sensitivity, ensuring that combustion chamber thermal fluctuations are within acceptable limits. The value range is set between 0.8 and 1.5 g / (s·Θ). High values ​​are suitable for systems that respond quickly to combustion fluctuations, while low values ​​are suitable for engine structures with large thermal inertia and less sensitivity to fuel supply changes.

[0144] By simulating different oxygen supply flow rate scenarios, the oxygen supply rate of the engine through the oxygen supply tank is measured at each real time. Combustion temperature fluctuation and fuel supply stability under different values, compare fuel supply curves and fit and The optimal fitting coefficient is extracted based on the changing trend of the response factor. The value is set between 0.4 and 0.9 g / s. High values ​​can be used for high-altitude ignition systems that are highly oxygen-dependent; naturally aspirated systems in low-altitude sealed cabins can use smaller response factors.

[0145] This offset is determined by testing the lower fuel limit under extreme ignition conditions to ensure that the combustion chamber does not extinguish and that stable combustion persists for a specified time (e.g., 3 seconds). A value of 0.3-0.6 g / s is recommended. High-reliability starting systems tend to use a higher value to prevent flameout caused by low fuel supply; low fuel consumption optimization scenarios can use the lower limit.

[0146] In this embodiment, during the fuel supply process, the combustion chamber temperature is monitored in real time. (measured by thermocouple or infrared temperature sensor), calculate the steady-state maintenance condition threshold Here's how:

[0147]

[0148] in, The steady-state maintenance condition threshold preset for the system is obtained by simulating different fuel pump supply rates. and combustion chamber temperature Under these conditions, the test is to see whether the engine can maintain operation without relying on external energy supplement, and the exhaust temperature fluctuation is less than 5%, and the speed fluctuation is less than 2% for a continuous period of not less than 5 seconds. Select all data that meet the stable operation conditions, and the steady-state maintenance condition threshold The minimum value is used as the threshold value. The value is set between 0.85-1.05. A value greater than 1 indicates that the system has a certain thermal stability redundancy capability and is suitable for platforms that require stable thrust output. A lower value can be appropriately used for critical applications or light-load aircraft, but it is not recommended to be lower than 0.8 to prevent abnormal thrust output caused by misjudgment of startup. , indicating that the main oil circuit fuel supply control response is effective, the combustion chamber temperature maintains a stable operating range, and the starting process enters the final stable control stage.

[0149] In this embodiment, the fuel pump supply rate It is environmentally responsive and combustion-dependent, and can adapt and adjust in real time according to the actual atomization and ignition status; it introduces a steady-state maintenance condition threshold based on the combustion chamber temperature feedback. , so that it has the function of ensuring temperature control closed loop stability.

[0150] In one embodiment, step S400: obtaining an actual engine speed based on the fuel pump supply rate, making a judgment based on the actual engine speed and the target engine speed, and sending a start completion signal includes:

[0151] Step S410: constructing a thrust closed-loop feedback model based on the fuel pump supply rate, and calculating and obtaining the actual engine speed;

[0152] Step S420: performing an error comparison between the actual engine speed and the target engine speed to generate a steady-state achievement index;

[0153] Step S430: If the steady-state achievement indicator is less than a preset steady-state threshold, maintaining the current state;

[0154] Step S440: If the steady-state achievement index is greater than or equal to the steady-state threshold, the start-up completion signal is sent.

[0155] It should be noted that existing micro-turbojet engine starting systems generally lack a closed-loop mechanism for determining the engine start completion status. Unlike the prior art, this application constructs a thrust closed-loop feedback model to calculate and feedback-regulate the actual engine speed after starting. The thrust closed-loop feedback model is set as follows:

[0156]

[0157] in, is the actual engine speed in rpm, is the feedback speed regulation coefficient.

[0158] Further, By adjusting the fuel supply rate of different fuel pumps on the engine test bench , record the speed change curve under steady state, at a fixed combustion chamber temperature Under these conditions, regression method was used to fit The actual engine speed The slope of the relationship curve is extracted. The value is 5000-9000 ( A high value is suitable for combustion systems that are highly sensitive to fuel supply rate, while a low value is suitable for structural designs with large thermal inertia and slow response to flow changes.

[0159] By maintaining the fuel pump delivery rate Constant, record the speed change at different temperatures, fit The actual engine speed The slope is extracted based on the corresponding relationship. The value is set between 800 and 1600 rpm. For engine thermal path structures that are highly responsive to temperature changes, the upper limit can be used. For systems with high thermal resistance and significant temperature lag, a lower value is recommended to mitigate system overshoot.

[0160] Furthermore, the actual engine speed is obtained and engine target speed Compare the errors and get a steady-state achievement indicator , the method is as follows:

[0161]

[0162] in, The actual engine speed is recorded during multiple complete start tests. and engine target speed The deviation between the actual engine speed is calculated At what proximity is the system considered to have entered steady-state combustion and sustained thrust output? This is achieved when the absolute error is less than a set percentage (e.g., within 10%) and remains stable for a period of time (e.g., 3-5 seconds). The value is set between 0.90 and 0.98. Values ​​closer to 1 indicate smaller system-tolerable speed deviations, making this suitable for flight platforms requiring high thrust output stability, such as high-speed UAVs or long-endurance aircraft. For platforms with frequent starts and stops or large mission tolerances, the lower limit can be appropriately relaxed.

[0163] Further, when When the engine speed is stable and close to the target speed If the thrust requirements for the mission are met, the system sends a start-up completion signal, automatically disconnecting the starter motor, igniter, and oxygen tank, and transitioning to closed-loop cruise mode, completing the entire high-altitude, high-speed start process. Otherwise, the system maintains the current fuel supply and ignition status until thrust stability is achieved.

[0164] In one embodiment, Figure 2 As shown, a micro turbojet engine high-altitude and high-speed starting system is also provided, the system comprising:

[0165] A system startup parameter generation module is used to obtain environmental state parameters collected by various preset sensors and generate system startup parameters based on the environmental state parameters;

[0166] an ignition operating parameter acquisition module, configured to calculate an engine target speed based on the system startup parameters, adjust the ignition system based on the engine target speed, and acquire ignition operating parameters;

[0167] a fuel pump supply rate generating module, configured to construct and generate a mixture initial combustion stability model based on the ignition operating parameters, and calculate and generate the fuel pump supply rate according to the mixture initial combustion stability model;

[0168] The starting completion signal sending module is used to obtain the actual engine speed based on the fuel supply rate of the fuel pump, make a judgment based on the actual engine speed and the target engine speed, and send a starting completion signal.

[0169] In another embodiment, the system startup parameter generation module is also used to: obtain environmental status parameters collected by each preset sensor; construct a startup judgment function based on the environmental status parameters, and calculate and obtain a startup judgment index; compare the startup judgment index with a preset startup threshold, and if the startup judgment index is less than the startup threshold, send a delayed start signal; if the startup judgment index is greater than the startup threshold, generate the system startup parameters.

[0170] In another embodiment, the ignition operating parameter acquisition module is further used to: calculate and obtain the engine target speed based on the system startup parameters, and generate a starting voltage based on the engine target speed; adjust the ignition system based on the starting voltage and the engine target speed, and obtain the ignition operating parameters.

[0171] In another embodiment, the ignition operating parameter acquisition module is further used to: construct a motor drive model based on the system startup parameters; calculate and obtain the engine target speed according to the motor drive model; and calculate and generate the starting voltage based on the engine target speed.

[0172] In another embodiment, the ignition operating parameter acquisition module is further used to: construct an ignition required energy release model based on the starting voltage and the engine target speed; calculate the ignition required energy according to the ignition required energy release model; adjust the ignition system according to the ignition required energy, and obtain the ignition operating parameters.

[0173] In another embodiment, the fuel pump supply rate generation module is further used to: construct and generate a mixture initial combustion stability model based on the ignition operating parameters, and output an initial combustion stability index; perform initial combustion stability judgment based on the initial combustion stability index and a preset combustion stability lower limit threshold, and generate a judgment result; and generate the fuel pump supply rate based on the judgment result.

[0174] In another embodiment, the start completion signal sending module is further used to: construct a thrust closed-loop feedback model based on the fuel pump supply rate, calculate and obtain the actual engine speed; perform an error comparison between the actual engine speed and the target engine speed, and generate a steady-state achievement index; if the steady-state achievement index is less than a preset steady-state threshold, maintain the current state; if the steady-state achievement index is greater than or equal to the steady-state threshold, send the start completion signal.

[0175] In one embodiment, Figure 3 A computer device is also provided, comprising a memory and a processor. The memory stores a computer program and an operating system, and the processor executes the computer program to implement the steps of the aforementioned method for detecting separation of a separator screen surface based on machine vision. The computer device also includes a system bus, internal memory, a network structure, a display screen, and an input device.

[0176] In one embodiment, a computer-readable storage medium is further provided, on which a computer program is stored. When the computer program is executed by a processor, the steps described in the above-mentioned method for high-altitude and high-speed starting of a micro-turbojet engine are implemented.

[0177] It should be noted that the information interaction, execution process and other contents between the above modules are based on the same concept as the method embodiment of this application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0178] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0179] An embodiment of the present application also provides a network device, which includes: at least one processor, a memory, and a computer program stored in the memory and executable on the at least one processor, wherein the processor implements the steps of any of the above-mentioned method embodiments when executing the computer program.

[0180] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned various method embodiments can be implemented.

[0181] An embodiment of the present application provides a computer program product. When the computer program product is run on a mobile terminal, the mobile terminal can implement the steps in the above-mentioned various method embodiments when executing the computer program product.

[0182] If the integrated unit is implemented as a software functional unit and sold or used as a standalone product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the process steps in the above-mentioned method embodiments by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When executed by a processor, the computer program can implement the steps of each of the above-mentioned method embodiments. The computer program includes computer program code, which can be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to a camera / terminal device, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signals, telecommunication signals, and software distribution media. Examples include USB flash drives, removable hard drives, magnetic disks, or optical disks. In some jurisdictions, based on legislation and patent practice, computer-readable media cannot be electric carrier signals or telecommunication signals.

[0183] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0184] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0185] In the embodiments provided in this application, it should be understood that the disclosed devices / network equipment and methods can be implemented in other ways. For example, the device / network equipment embodiments described above are merely illustrative. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0186] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0187] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

[0188] An embodiment of the present application also provides a computer device, which includes: at least one processor, a memory, and a computer program stored in the memory and executable on the at least one processor, wherein the processor implements the steps in any embodiment of the above method when executing the computer program.

[0189] The computer device may include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that the above description is an example of a computer device and does not limit the computer device. The computer device may include more or fewer components than described above, or a combination of certain components, or different components. For example, the computer device may also include input / output devices, network access devices, etc.

[0190] The processor may be a central processing unit (CPU), and the processor 0 may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0191] In some embodiments, the memory may be an internal storage unit of the computer device, such as a hard disk or memory of the computer device. In other embodiments, the memory may also be an external storage device of the computer device, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. equipped with the computer device. Furthermore, the memory may include both an internal storage unit of the computer device and an external storage device. The memory is used to store an operating system, application programs, a boot loader, data, and other programs, such as the program code of the computer program. The memory may also be used to temporarily store data that has been output or is about to be output.

[0192] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0193] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and such modifications and improvements are intended to fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A method for starting a micro turbojet engine at high altitude and high speed, characterized in that: The method comprises: Obtaining environmental state parameters collected by each preset sensor, and generating system startup parameters based on the environmental state parameters; Calculating an engine target speed based on the system startup parameters, adjusting an ignition system based on the engine target speed, and obtaining ignition operating parameters; Based on the ignition operating parameters, a mixture initial combustion stability model is constructed and generated, and a fuel pump supply rate is calculated and generated according to the mixture initial combustion stability model; The actual engine speed is acquired based on the fuel supply rate of the fuel pump, and a judgment is made according to the actual engine speed and the target engine speed, and a start completion signal is sent.

2. The high-altitude and high-speed starting method of a micro-turbojet engine according to claim 1, characterized in that: The step of obtaining environmental state parameters collected by each preset sensor and generating system startup parameters based on the environmental state parameters includes: Obtain environmental state parameters collected by each preset sensor; Constructing a startup determination function based on the environmental state parameters, and calculating and obtaining a startup determination index; comparing the start determination index with a preset start threshold, and sending a delayed start signal if the start determination index is less than the start threshold; If the startup determination index is greater than the startup threshold, the system startup parameter is generated.

3. The high-altitude and high-speed starting method of a micro-turbojet engine according to claim 1, characterized in that: The calculating and obtaining the target engine speed based on the system startup parameters, adjusting the ignition system based on the target engine speed, and obtaining the ignition operating parameters include: Calculating and obtaining the target engine speed based on the system startup parameters, and generating a starting voltage based on the target engine speed; An ignition system is adjusted based on the starting voltage and the target engine speed, and the ignition operating parameters are obtained.

4. The high-altitude and high-speed starting method of a micro-turbojet engine according to claim 1, characterized in that: The generating a mixture initial combustion stability model based on the ignition operating parameters, and calculating and generating a fuel pump supply rate according to the mixture initial combustion stability model, includes: Based on the ignition operating parameters, a mixture initial combustion stability model is constructed and generated, and an initial combustion stability index is output; Performing a judgment on the initial combustion stability based on the initial combustion stability index and a preset combustion stability lower limit threshold, and generating a judgment result; Based on the judgment result, the fuel pump fuel supply rate is generated.

5. The high-altitude and high-speed starting method of a micro-turbojet engine according to claim 1, characterized in that: The step of obtaining the actual engine speed based on the fuel supply rate of the fuel pump, making a judgment based on the actual engine speed and the target engine speed, and sending a start completion signal includes: Building a thrust closed-loop feedback model based on the fuel pump supply rate to calculate and obtain the actual engine speed; performing an error comparison between the actual engine speed and the target engine speed to generate a steady-state achievement index; If the steady-state achievement indicator is less than the preset steady-state threshold, maintaining the current state; If the steady-state achievement index is greater than or equal to the steady-state threshold, the startup completion signal is sent.

6. The high-altitude and high-speed starting method of a micro-turbojet engine according to claim 3, characterized in that: The calculating and obtaining the target engine speed based on the system startup parameter, and generating the starting voltage based on the target engine speed, includes: Building a motor drive model based on the system startup parameters; Calculating and obtaining the target engine speed according to the motor drive model; The starting voltage is calculated and generated based on the target engine speed.

7. The high-altitude and high-speed starting method of a micro-turbojet engine according to claim 3, characterized in that: The adjusting the ignition system based on the starting voltage and the target engine speed and obtaining the ignition operating parameters includes: Building an ignition energy release model based on the starting voltage and the target engine speed; Calculating the energy required for ignition according to the energy release model required for ignition; The ignition system is adjusted according to the energy required for ignition, and the ignition operating parameters are obtained.

8. A micro turbojet engine high altitude and high speed starting system, characterized in that: The system comprises: A system startup parameter generation module is used to obtain environmental state parameters collected by various preset sensors and generate system startup parameters based on the environmental state parameters; an ignition operating parameter acquisition module, configured to calculate an engine target speed based on the system startup parameters, adjust the ignition system based on the engine target speed, and acquire ignition operating parameters; a fuel pump supply rate generating module, configured to construct and generate a mixture initial combustion stability model based on the ignition operating parameters, and calculate and generate the fuel pump supply rate according to the mixture initial combustion stability model; The starting completion signal sending module is used to obtain the actual engine speed based on the fuel supply rate of the fuel pump, make a judgment based on the actual engine speed and the target engine speed, and send a starting completion signal.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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