Miniature turbojet engine starting control method and system

Abstract

The invention relates to the technical field of aero-engines, in particular to a micro turbojet engine starting control method and system.The method comprises the steps that initial environment parameters of a micro turbojet engine are obtained, generating a clutch action response value according to the initial environment parameters based on a preset starting acceleration model and a clutch action response model; the current actually-measured rotating speed of the engine is obtained, and whether the clutch is thrown out successfully is judged; if it is judged that the clutch is thrown out successfully, an engine rotating speed rising change value is obtained, and whether the clutch is connected and transmits torque stably is judged; and if the judgment result is yes, constructing a motor separation judgment model, and controlling the push-rotation motor to stop rotating based on the motor separation judgment model to enter a safe separation stage. The adaptive capacity to the complex environment and the recognition capacity to the abnormal state in the starting stage are improved, and the starting reliability and the use safety of the micro turbojet engine are remarkably improved.

Description

Technical Field

[0001] The present application relates to the field of aviation engine technology, and in particular to a micro turbojet engine starting control method and system. Background Art

[0002] Micro turbojet engines, due to their compact structure and high thrust-to-weight ratio, have broad application prospects in small unmanned reconnaissance aircraft, target drones, decoy aircraft, precision-guided weapons, and other equipment. However, the starting process of micro turbojet engines places extremely high demands on system stability and reliability. In particular, during the cranking phase, the ability of the clutch to smoothly disengage and stably engage is a key factor in determining successful engine ignition and operation.

[0003] Existing technologies usually adopt a motor plus clutch structure, which pushes the clutch to be released by setting a fixed starting PWM signal and speed threshold. However, this type of control method relies on a single push-to-turn acceleration setting, and the release state is mostly controlled based on a one-time judgment result. It lacks the ability to dynamically identify and correct abnormal release or unstable clutch engagement state.

[0004] Therefore, there is an urgent need to design a micro turbojet engine starting control method and system. Summary of the Invention

[0005] Based on this, it is necessary to provide a micro-turbojet engine starting control method and system that can solve the problems of ejection failure and torque instability caused by single misjudgment or fixed pushing force in traditional systems, and has the ability to dynamically identify abnormal ejection or unstable clutch engagement state.

[0006] The technical solutions of the present invention are as follows: A micro turbojet engine starting control method, the method comprising: Acquiring initial environmental parameters of the micro-turbojet engine, and generating a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model; Obtaining the current measured speed of the engine, and determining whether the clutch is successfully released based on the current measured speed of the engine and the clutch action response value; If it is determined that the clutch is successfully released, the engine speed increase change value is obtained, and based on the engine speed increase change value, it is determined whether the clutch is connected and stably transmitting torque; If the judgment is yes, a motor disengagement judgment model is constructed, and the propulsion motor is controlled to stop based on the motor disengagement judgment model to enter the safe disengagement stage.

[0007] Specifically, obtaining initial environmental parameters of the micro turbojet engine, and generating a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model include: Acquiring initial environmental parameters of the micro turbojet engine, and generating an initial propulsion starting acceleration according to the initial environmental parameters based on a preset starting acceleration model; A clutch action response value is generated according to the initial push-to-start acceleration based on a preset clutch action response model.

[0008] Specifically, the initial environmental parameters of the micro turbojet engine are obtained, and an initial propulsion starting acceleration is generated according to the initial environmental parameters based on a preset starting acceleration model; including: Obtain the initial environmental parameters of the micro turbojet engine, and obtain the preset standard reference temperature, maximum operating altitude, thrust-rotor motor efficiency coefficient, and temperature sensitivity index; An initial push-turn starting acceleration is generated according to the initial environmental parameters, the standard reference temperature, the maximum operating altitude, the push-turn motor efficiency coefficient and the temperature sensitivity index and a preset starting acceleration model.

[0009] Specifically, generating a clutch action response value according to the initial push-start acceleration based on a preset clutch action response model includes: Get the average torque coefficient under unit duty cycle and the instantaneous duty cycle of the PWM signal; A clutch action response value is generated based on a preset clutch action response model according to the initial push-start acceleration, the average torque coefficient and the instantaneous duty cycle of the PWM signal.

[0010] Specifically, obtaining the current measured engine speed and judging whether the clutch is successfully thrown out based on the current measured engine speed and the clutch action response value; including: Obtaining a current measured speed of the engine, and generating a speed difference based on the current measured speed of the engine and a target propulsion speed of the motor; Whether the clutch is successfully thrown out is determined based on the speed difference and the clutch action response value.

[0011] Specifically, if it is determined that the clutch is successfully released, the engine speed increase change value is obtained, and based on the engine speed increase change value, it is determined whether the clutch is connected and stably transmitting torque, including: If it is determined that the clutch is successfully released, obtaining the time interval between the actual engine speed and the speed detection, and generating an engine speed increase change value based on the time interval between the actual engine speed and the speed detection; It is determined whether the clutch is connected and stably transmitting torque according to the engine speed increase change value.

[0012] Specifically, the method further includes: If it is determined that the clutch fails to be thrown out, a preset adaptive adjustment gain coefficient is obtained; generating a modified starting acceleration according to the initial push-to-start acceleration and the adaptive adjustment gain coefficient; The corrected starting acceleration is applied to the push-turn motor to make the clutch re-enter the throwing-out process.

[0013] Specifically, a micro-turbojet engine starting control system is also provided, the system comprising: an action response generating module, configured to obtain initial environmental parameters of the micro-turbojet engine, and generate a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model; a clutch release success judgment module, configured to obtain the currently measured engine speed and judge whether the clutch release is successful based on the currently measured engine speed and the clutch action response value; a torque transmission judgment module, configured to obtain an engine speed increase change value if it is determined that the clutch has been successfully released, and to judge whether the clutch is connected and stably transmitting torque based on the engine speed increase change value; The safety disengagement control module is used to construct a motor disengagement judgment model if the judgment is yes, and control the propulsion motor to stop based on the motor disengagement judgment model to enter the safety disengagement stage.

[0014] Specifically, the action response generation module is also used to: obtain the initial environmental parameters of the micro turbojet engine, and generate an initial push-to-start acceleration according to the initial environmental parameters based on a preset starting acceleration model; and generate a clutch action response value according to the initial push-to-start acceleration based on a preset clutch action response model.

[0015] Specifically, the action response generation module is also used to: obtain the initial environmental parameters of the micro turbojet engine, and obtain the preset standard reference temperature, maximum operating altitude, propulsion and rotation motor efficiency coefficient and temperature sensitivity index; generate the initial propulsion and rotation starting acceleration according to the initial environmental parameters, standard reference temperature, maximum operating altitude, propulsion and rotation motor efficiency coefficient and temperature sensitivity index and the preset starting acceleration model.

[0016] Specifically, the action response generation module is also used to: obtain the average torque coefficient and the instantaneous duty cycle of the PWM signal under the unit duty cycle; generate the clutch action response value based on the preset clutch action response model according to the initial push-start acceleration, the average torque coefficient and the instantaneous duty cycle of the PWM signal.

[0017] Specifically, the clutch release success judgment module is also used to: obtain the current measured speed of the engine, and generate a speed difference based on the current measured speed of the engine and the target rotation speed of the motor; and judge whether the clutch is successfully released based on the speed difference and the clutch action response value.

[0018] Specifically, the torque transmission judgment module is also used to: if it is determined that the clutch is successfully thrown out, obtain the time interval between the actual engine speed and the speed detection, and generate an engine speed increase change value based on the time interval between the actual engine speed and the speed detection; and judge whether the clutch is connected and stably transmits torque based on the engine speed increase change value.

[0019] Specifically, the safe disengagement control module is also used to: if it is determined that the clutch has failed to be thrown out, obtain a preset adaptive adjustment gain coefficient; generate a corrected starting acceleration based on the initial push-turn starting acceleration and the adaptive adjustment gain coefficient; and apply the corrected starting acceleration to the push-turn motor to make the clutch re-enter the throwing-out process.

[0020] Optionally, a computer device is also provided, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps described in the above-mentioned micro-turbojet engine starting control method when executing the computer program.

[0021] 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 micro-turbojet engine starting control method are implemented.

[0022] The present invention achieves the following technical effects: (1) The micro-turbojet engine starting control method and system obtain the initial environmental parameters of the micro-turbojet engine and generate a clutch action response value based on the initial environmental parameters based on a preset starting acceleration model and a clutch action response model. This solves the problem in the prior art that a fixed PWM duty cycle or a constant propulsion speed is set based on engineering experience to drive the motor, and the system cannot be flexibly adjusted for different working conditions (such as temperature changes, altitude changes, air thinness, etc.). As a result, the clutch cannot apply sufficient initial torque in cold, high altitude or atmospheric pressure fluctuating environments, resulting in a failure to throw out. (2) By obtaining the current measured speed of the engine, and judging whether the clutch is successfully thrown out according to the current measured speed of the engine and the clutch action response value; if it is judged that the clutch is successfully thrown out, then obtaining the engine speed increase change value, and judging whether the clutch is connected and stably transmitting torque according to the engine speed increase change value; solving the problem in the conventional micro-turbojet engine starting system in the prior art that after the propulsion motor completes the preset acceleration process, it is usually judged whether the clutch has been thrown out by detecting whether the engine speed exceeds a fixed threshold, and then the judgment method is too single, resulting in easy misjudgment based on the engine speed as the only basis; (3) If the judgment is yes, a motor disengagement judgment model is constructed, and based on the motor disengagement judgment model, the push-turn motor is controlled to stop and enter the safe disengagement stage; the problem that in the prior art micro-turbojet engine starting control system, after the push-turn motor completes the initial speed push of the engine, a fixed delay time is usually set, resulting in the engine speed being greatly affected by environmental factors (such as temperature, air pressure) and mechanical conditions (such as lubrication, bearing friction), and the actual disengagement moment achieved has a certain degree of fluctuation is solved.

[0023] Therefore, by constructing a starting control process with working condition adaptability, including starting acceleration adjustment, dynamic push-turn control, ejection result judgment, acceleration closed-loop correction, torque stability verification, and safe separation management, the problems of ejection failure and torque instability caused by single misjudgment or fixed push-turn force in traditional systems are solved, the adaptability to complex environments and the ability to identify abnormal conditions during the starting phase are improved, and the starting reliability and safety of the micro turbojet engine are significantly enhanced. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 1 is a flow chart of a micro-turbojet engine starting control method according to an embodiment; Figure 2 1. It is a structural block diagram of a micro-turbojet engine starting control system in one embodiment; Figure 3 FIG. 1 is a structural block diagram of a computer device in one embodiment. DETAILED DESCRIPTION

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] In one embodiment, a terminal is provided, which is used to: obtain the initial environmental parameters of the micro-turbojet engine, and generate a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model; obtain the current measured speed of the engine, and judge whether the clutch is successfully thrown out based on the current measured speed of the engine and the clutch action response value; if it is judged that the clutch is successfully thrown out, obtain the engine speed increase change value, and judge whether the clutch is connected and stably transmits torque based on the engine speed increase change value; if it is judged to be yes, construct a motor disengagement judgment model, and control the propulsion motor to stop based on the motor disengagement judgment model to enter the safe disengagement stage.

[0032] The terminal may be, but is not limited to, various personal computers, laptops, smart phones, tablet computers, and portable wearable devices.

[0033] In one embodiment, Figure 1 As shown, a micro turbojet engine starting control method is provided, the method comprising: Step S100: acquiring initial environmental parameters of the micro turbojet engine, and generating a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model; Step S200: obtaining the current measured engine speed, and determining whether the clutch is successfully released based on the current measured engine speed and the clutch action response value; Step S300: If it is determined that the clutch is successfully released, the engine speed increase change value is obtained, and based on the engine speed increase change value, it is determined whether the clutch is connected and stably transmitting torque; Step S400: If the judgment is yes, a motor disengagement judgment model is constructed, and the propulsion motor is controlled to stop based on the motor disengagement judgment model to enter the safe disengagement stage.

[0034] In this embodiment, considering that the current system generally fails to implement a multiple closed-loop correction mechanism for starting acceleration, when the initial pushing force is insufficient or the environmental conditions (such as temperature, altitude) change significantly, it is easy to cause the clutch to fail to throw out. On the other hand, even if the clutch is successfully thrown out, the existing control method is difficult to effectively verify whether it has truly established a stable mechanical connection. The lack of a verification mechanism based on the speed change trend makes it easy for "false throwing out" to occur, resulting in subsequent starting failure or even serious consequences such as motor burning. Therefore, the present application obtains the initial environmental parameters of the micro-turbojet engine and generates a clutch action response value based on the initial environmental parameters based on a preset starting acceleration model and a clutch action response model. This solves the problem that the existing technology uses engineering experience to set a fixed PWM duty cycle or a constant pushing speed to drive the motor, which cannot be flexibly adjusted for different working conditions (such as temperature changes, altitude changes, air thinness, etc.). As a result, in cold, high altitude or atmospheric pressure fluctuating environments, the clutch cannot apply sufficient initial torque, resulting in the problem of throwing out failure. Then, by obtaining the current measured speed of the engine and based on the The present invention relates to a method for determining whether the clutch has been successfully released based on the current measured speed of the engine and the clutch action response value; if the clutch is successfully released, the engine speed increase change value is obtained, and the clutch is judged to be connected and stably transmitting torque based on the engine speed increase change value; the method solves the problem that in the conventional micro-turbojet engine starting system in the prior art, after the push-turn motor completes the preset acceleration process, the clutch is usually judged to be released by detecting whether the engine speed exceeds a certain fixed threshold, and then the judgment method is too single, resulting in a misjudgment based on the engine speed as the only basis; then, if the judgment is yes, a motor disengagement judgment model is constructed, and the push-turn motor is controlled to stop based on the motor disengagement judgment model to enter a safe disengagement stage; the method solves the problem that in the conventional micro-turbojet engine starting control system in the prior art, after the push-turn motor completes the initial speed push of the engine, a fixed delay time is usually set, resulting in the engine speed being greatly affected by environmental factors (such as temperature, air pressure) and mechanical conditions (such as lubrication, bearing friction), and the actual disengagement moment achieved has a certain fluctuation.

[0035] Therefore, by constructing a starting control process that integrates adaptive starting acceleration adjustment, dynamic push-to-turn control, ejection result determination, closed-loop acceleration correction, torque stability verification, and safe disengagement management, the authors address the ejection failure and torque instability issues inherent in traditional systems, often caused by single misjudgments or fixed push-to-turn forces. This approach improves the startup's adaptability to complex environments and its ability to identify abnormal conditions, significantly enhancing the starting reliability and operational safety of micro-turbojet engines.

[0036] In one embodiment, step S100: obtaining initial environmental parameters of the micro-turbojet engine, and generating a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model, includes: Step S110: acquiring initial environmental parameters of the micro turbojet engine, and generating an initial propulsion starting acceleration according to the initial environmental parameters based on a preset starting acceleration model; Step S120: generating a clutch action response value according to the initial push-to-start acceleration based on a preset clutch action response model.

[0037] In this embodiment, the initial environmental parameters of the micro-turbojet engine are obtained, and an initial push-to-start acceleration is generated according to the initial environmental parameters based on a preset starting acceleration model; a clutch action response value is generated according to the initial push-to-start acceleration based on a preset clutch action response model, thereby solving the problem in the prior art of setting a fixed PWM duty cycle or a constant push-to-start speed to drive the motor based on engineering experience, which cannot be flexibly adjusted for different working conditions (such as temperature changes, altitude changes, air thinness, etc.), resulting in the clutch being unable to apply sufficient initial torque in cold, high altitude or atmospheric pressure fluctuating environments, resulting in a failure to throw out.

[0038] In one embodiment, step S110: obtaining initial environmental parameters of the micro-turbojet engine, and generating an initial propulsion starting acceleration according to the initial environmental parameters based on a preset starting acceleration model; includes: Step S111: obtaining initial environmental parameters of the micro turbojet engine, and obtaining a preset standard reference temperature, a maximum operating altitude, a propulsion motor efficiency coefficient, and a temperature sensitivity index; Step S112: generating an initial push-turn starting acceleration according to the initial environmental parameters, the standard reference temperature, the maximum operating altitude, the push-turn motor efficiency coefficient and the temperature sensitivity index and a preset starting acceleration model.

[0039] In this embodiment, existing micro-turbojet engine starting control methods generally use a fixed acceleration or a simplified linear calibration control table to drive the motor to achieve clutch release and engine ignition. This control method often uses engineering experience to set a fixed PWM duty cycle or a constant rotational speed to drive the motor. This lacks flexibility to adapt to varying operating conditions (such as temperature changes, altitude changes, and air thinning). This results in the clutch failing to apply sufficient initial torque in cold, high-altitude environments, or in areas with fluctuating atmospheric pressure, leading to release failure, or problems such as excessive rotation resulting in unstable connection and motor back-drag.

[0040] Therefore, a starting acceleration model is constructed in this application to output the initial push-turn starting acceleration, so as to achieve precise activation of the clutch push-turn action in different scenarios, thereby improving the clutch throw-out success rate and ignition stability.

[0041] The starting acceleration model is as follows:

[0042] in, is the initial push-to-start acceleration, unit: rad / s 2 . is the nominal thrust acceleration in rad / s 2 , represents the system's reference acceleration under standard conditions. 、 、 .

[0043] The current ambient temperature, in degrees Celsius (K). This temperature is measured in real time by a digital temperature sensor (such as an NTC thermistor or a digital type like the SHT35) installed near the engine air inlet or inside the fuselage casing. The data is transmitted to the main controller via I2C or CAN bus. The typical setting range is 233K-323K (i.e., -40°C to +50°C under normal conditions), which is suitable for most drone applications. The control system must appropriately filter extreme temperature data to avoid abnormal disturbances.

[0044] Among them, it is feasible to install the digital temperature sensor at the engine air inlet or the low-temperature area of ​​the casing after thermal protection and mechanical fixation, and representative ambient temperature signals can be collected; the wiring between the sensor and the main controller needs to follow the design principles of shock resistance, temperature resistance, anti-interference and mechanical protection, and have engineering feasibility and long-term stability in the micro turbojet engine system.

[0045] The standard reference temperature is a fixed parameter, generally defined as the international standard ambient temperature, 298 K (25°C). It is written into the controller ROM during program initialization or factory calibration and is not dynamically collected.

[0046] Current altitude, in meters. This is calculated using atmospheric pressure sensors (such as the MS5611 or BMP390) ​​and the standard atmospheric pressure formula. Alternatively, it can be obtained from the altitude output signal of a GNSS (GPS / Beidou) module, which is suitable for aerial platforms. An aerial platform is an aircraft equipped with a micro-turbojet engine. It has an integrated GNSS module to provide environmental data support for engine starting and operation.

[0047] The atmospheric pressure sensor should be installed near the engine control compartment or air intake area, away from high-temperature areas. It measures static pressure and uses a standard atmospheric model to convert altitude. The GNSS module should be mounted on top of the aircraft in an unobstructed position to obtain stable satellite signals and provide absolute altitude information. Both modules can serve as redundant sensors, and filtering algorithms can be used together to improve altitude measurement accuracy and reliability.

[0048] This is the system's maximum operating altitude. Engineers set this value during the system design phase based on the engine model, electronic control system capabilities, and air leanness tolerance. It serves as the software's "breakaway correction boundary" and is typically between 3000 and 8000 meters. Common settings are 5000, 6000, or 8000 meters to normalize for ambient leanness.

[0049] This is the efficiency coefficient of the thrust-rotor motor. This coefficient is determined by calibrating the motor system's torque-current curve, power factor, and energy loss model at the factory. While this value can be considered semi-fixed during system operation, it can be dynamically adjusted based on actual power feedback in some intelligent control systems. Typical values ​​range from 0.85 to 0.95, depending on motor type and load conditions. High-efficiency direct-drive motors can approach 0.95, while traditional brushed motors are slightly less efficient.

[0050] This is the temperature sensitivity index. Set by the system control algorithm, this coefficient reflects the weight of temperature's impact on the starting performance of the propulsion system and is an empirical adjustment factor. It is typically determined through experimental calibration, based on comparative data from clutch friction and motor response at low and high temperatures. A typical value is 0.3-0.5. For use in extremely cold environments, it can be adjusted higher (e.g., 0.45-0.5) to improve low-temperature acceleration compensation. In mild environments, a lower value can be used to reduce system sensitivity.

[0051] In the starting acceleration model, Used to perform an exponential correction for ambient temperature. As the outside temperature drops, this term increases, compensating for power loss caused by increased clutch viscosity and lubricant viscosity at low temperatures. It is used to reflect the adverse effects of thin air and reduced pressure in high-altitude areas on the transmission of propulsion torque. At high altitudes, this item tends to 0, causing the system to automatically increase acceleration compensation.

[0052] The starting acceleration model dynamically adjusts the acceleration output under different environments through normalization processing, thereby improving the adaptability of engine ignition starting.

[0053] In one embodiment, step S120: generating a clutch action response value according to the initial push-start acceleration based on a preset clutch action response model; comprising: Step S121: obtaining the average torque coefficient under the unit duty cycle and the instantaneous duty cycle of the PWM signal; Step S122: generating a clutch action response value based on a preset clutch action response model according to the initial push-start acceleration, the average torque coefficient and the instantaneous duty cycle of the PWM signal.

[0054] In this embodiment, in traditional micro-turbojet engine starting control systems, the push-to-start process typically uses a fixed PWM signal or constant motor output speed to drive the clutch into the release phase. This approach is relatively simple in terms of control logic, but lacks real-time modeling and response extraction mechanisms for the push-to-start process. In most cases, clutch release is determined solely based on a single signal, "whether the engine is rotating." This fails to detect dynamic behavior during the push-to-start process, such as whether the applied torque is sufficient, whether the push-to-start time is sufficient, and whether the acceleration matches the electromagnetic response.

[0055] In this application, when the clutch enters the throw-out process, a clutch action response model is constructed to monitor the clutch state and output the clutch action response value.

[0056] The clutch action response model is as follows:

[0057] It is the clutch action response value, that is, the clutch response torque deviation, unit: N·m·s.

[0058] is the average torque coefficient under unit duty cycle, in units of The calibration is performed by bench test method, that is, setting the unit duty cycle (such as 100%) and the known acceleration (such as 300rad / s) in the control system. 2 ) conditions, measure the actual output torque time accumulation value (unit: N·m·s) obtained by the clutch, and then reversely deduce its value.

[0059] It is the instantaneous duty cycle function of the PWM signal. This function is usually generated in real time by the control program and output through the hardware PWM generator. In the control system, the PWM duty cycle can be mapped to the acceleration by logic. The relationship between the motor drive voltage and the motor drive voltage can be set or dynamically adjusted using a lookup table. The value range is 0-1, i.e. 0%-100%. The common operating range is between 0.2-0.85. Values ​​below 20% are generally unable to overcome static friction, while values ​​above 85% can easily cause current surges.

[0060] For example, the first method for setting the PWM duty cycle is to establish a starting acceleration The linear or nonlinear functional relationship between the target motor voltage or the target motor speed is calculated. It is mapped to a PWM duty cycle value (0-1), and then the controller outputs the corresponding drive signal.

[0061] Method 2 is to pre-calibrate a set of "starting acceleration-PWM duty cycle" correspondence tables based on different starting conditions (such as temperature, altitude, load, etc.), and adjust the start acceleration according to the current Real-time table lookup to obtain the optimal duty cycle value.

[0062] : Duration of the push-turn phase, in seconds. This duration can be accurately measured using a timer within the control system or by setting a fixed value in the program. It is typically preset based on the engine model and clutch characteristics, typically within the 0.5-3.0 second range. If the clutch is heavy or has significant external resistance, the push-turn duration should be extended.

[0063] By integrating the push-turn acceleration and the effective power input during the PWM signal control process, the clutch action response value applied to the clutch during the push-turn stage is calculated. In actual operation, the PWM signal and the current acceleration response of the motor are sampled at fixed intervals, and the cumulative force applied to the motor is estimated in real time through numerical integration. .

[0064] The biggest difference from the existing technology is that it not only performs the push-turn drive based on PWM control, but also calculates the clutch push-turn response state in real time. , in order to quantitatively evaluate the effective torque applied by the thrust motor to the clutch, which serves as the basis for subsequent judgment on whether the clutch is successfully thrown out.

[0065] In one embodiment, step S200: obtaining the current measured engine speed, and determining whether the clutch is successfully thrown out based on the current measured engine speed and the clutch action response value; includes: Step S210: obtaining the current measured engine speed, and generating a speed difference based on the current measured engine speed and the motor target propulsion speed; Step S220: judging whether the clutch is successfully disengaged based on the speed difference and the clutch action response value.

[0066] In this embodiment, in a conventional micro-turbojet engine starting system, after the push-turn motor completes the preset acceleration process, the clutch is typically determined to have been engaged by detecting whether the engine speed exceeds a fixed threshold. However, this method of determination is overly simplistic and has significant shortcomings. Using engine speed as the sole criterion can easily lead to misjudgments. For example, in some cases, although the clutch physically actuates, it does not form an effective meshing connection with the rotating shaft, or slippage occurs, resulting in the engine speed not truly reflecting the actual output of the push-turn system.

[0067] In this application, the judgment model determines whether the clutch has been successfully thrown out by combining the current measured engine speed and the motor target push speed; The judgment model is as follows: ; ; It's the speed difference.

[0068] This is the target motor speed (unit: rad / s). This value is typically set based on the engine structure, clutch throwout critical speed, and motor performance curve. This value is set during system initialization or pre-flight mission configuration and is fixed, but can also be optimized through self-learning over multiple starts. To ensure a consistent start, it is typically set slightly above the engine's critical speed for self-starting.

[0069] Current measured engine speed (unit: rad / s). This value is measured in real time using a Hall effect encoder, photoelectric speed measurement module, or magnetoelectric speed sensor mounted on the engine main shaft or gear coupling. Data is input to the main controller via a high-speed ADC or CAN bus. The system sampling period is typically 1-5 milliseconds, ensuring high dynamic response. This value truly reflects whether the engine responds to the cranking action. During the initial start, the focus is on whether the engine has exceeded the critical starting point.

[0070] : Speed ​​judgment tolerance. This is an error band set to allow for a small structural lag, transmission error, or speed measurement jitter between the engine and the motor. It is used as one of the conditions for determining whether the speed is synchronized. This value is generally set as 3%-5% setting. For example, if ,but The value should be 18-30 rad / s. This value is a fixed parameter in the system software or set through empirical calibration. It is not directly measured by the sensor, but is used for threshold comparison when calculating the speed difference.

[0071] : The minimum response torque for clutch throwout judgment. Usually obtained by measuring the minimum torque required for actual clutch throwout on a test platform. It can also be theoretically calculated based on the clutch structure (such as friction plate material, angle, moment of inertia). This parameter is set as a constant in the program, with a value of 0.01-0.05. Not reached Even if the speed change seems normal, it is considered that the effective throw-out has not been completed to avoid misjudgment.

[0072] The experimental platform is a bench test device used to simulate and test the propulsion and rotational processes of a micro-turbojet engine. It includes a controllable motor, clutch assembly, speed / torque sensor, and main control system. The platform measures the clutch's response torque and throw-out under varying propulsion accelerations and PWM control signals, helping to determine critical values.

[0073] First, the initial engagement force is estimated based on the static friction coefficient of the friction plate material. Then, the required torque is calculated based on the clutch angle and contact area. Finally, the minimum cumulative action time required to reach the torque is derived through the dynamic relationship based on the equivalent moment of inertia of the clutch and engine rotor, thus obtaining .

[0074] : Clutch release status, indicating whether the clutch has completed the physical release action and established an effective torque transmission path. 1 indicates success and 0 indicates failure.

[0075] The judgment model judges whether the motor output speed is successfully transmitted to the engine side, that is, whether the speed difference is small enough, and combines the clutch action response value , thereby achieving a joint judgment on whether the throw is successful.

[0076] Using the speed difference between the engine and the motor at the same time The clutch response value calculated in the previous step is used as a joint judgment condition to accurately determine the release state. This strategy is significantly different from the existing method that only uses the single value of engine speed for judgment.

[0077] In one embodiment, the method further includes: step S510: if it is determined that the clutch fails to be thrown out, obtaining a preset adaptive adjustment gain coefficient; Step S520: generating a modified starting acceleration according to the initial push-to-start acceleration and the adaptive adjustment gain coefficient; Step S530: Applying the corrected starting acceleration to the propulsion motor causes the clutch to re-enter the ejection process.

[0078] In this embodiment, existing micro-turbojet engine starting control systems mostly use a fixed push-to-start strategy or single-action judgment logic. This means that after a single push-to-start failure, the system halts the starting process or repeatedly executes the same PWM push-to-start strategy, lacking a feedback correction mechanism. This static, non-adaptive control approach cannot dynamically adjust the push-to-start force output under complex operating conditions (such as clutch aging, changing lubrication conditions, and high or low temperatures). This can lead to repeated clutch failures. The system also fails to proactively adjust the acceleration or PWM signal to accommodate these changes, directly resulting in starting failures.

[0079] Adaptive acceleration correction, including building a correction model for the initial push-start acceleration Dynamic adjustments are made to enhance clutch impact and increase the probability of throw-out; The modified model is as follows:

[0080] : Corrected starting acceleration, unit: rad / s 2 .

[0081] : Adaptive adjustment gain coefficient, unit is s -1 , a control factor used by the control system when making thrust-to-speed acceleration corrections, controls the magnitude of the corrections and is typically determined through experimental calibration during the engineering commissioning phase. This value is not acquired through sensors but is preset in the control algorithm and can be manually adjusted for different engine platforms. To ensure the system response is neither too fast nor too slow, it is generally set between 0.3 and 0.7. Larger values ​​indicate more sensitive corrections and faster convergence, while smaller values ​​indicate a more robust system with smoother changes.

[0082] Corrected starting acceleration The process will be repeated in step S120 until the ejection condition is met or the preset maximum number of attempts is exceeded.

[0083] On the premise that the clutch is not thrown out, instead of stopping the engine directly or simply repeating the push-turn process, a corrected starting acceleration is generated by calculating the clutch response torque deviation and the engine-motor speed difference. This step not only solves the problem of traditional systems being unresponsive to the "unable to throw" state, but also provides a lightweight, self-learning adjustment strategy that significantly increases the probability of successful clutch throw-off over multiple attempts, thereby improving the overall engine starting reliability.

[0084] In one embodiment, step S300: if it is determined that the clutch is successfully released, obtaining an engine speed increase change value, and determining whether the clutch is connected and stably transmitting torque based on the engine speed increase change value, including: Step S310: If it is determined that the clutch is successfully released, the engine speed is measured and the time interval between the speed detection is obtained, and an engine speed increase change value is generated based on the engine speed and the time interval between the speed detection; Step S320: judging whether the clutch is connected and stably transmitting torque based on the engine speed increase change value.

[0085] In this embodiment, during the startup process of a conventional micro-turbojet engine, even if the clutch is detected to have completed its release (e.g., as determined by a single speed increase), the system often lacks further verification of its ability to stably transmit torque. Most current control systems only use a single point, whether the engine speed has "reached or exceeded a set value," as a criterion for clutch operation, lacking analysis of speed trends. This approach presents a critical blind spot: the clutch may appear physically "engaged" while actually in a semi-engaged or intermittently engaged state, resulting in inability to continuously and stably transmit torque.

[0086] In this application, a speed change rate model is constructed to perform a trend assessment of the engine speed increase to verify whether its acceleration is coherent, thereby verifying whether the clutch is truly connected and can stably transmit torque; The speed change rate model is as follows:

[0087] : Engine speed increase change value, unit: rad / s 2 .

[0088] : The actual engine speed at time t. This speed is acquired by a high-resolution photoelectric encoder, Hall effect speed sensor, or magnetoelectric speed sensor mounted on the engine's main or intermediate shaft. The control system samples this speed at high speed (e.g., 1-5 ms intervals) as a time series input and stores it in a high-speed cache for subsequent calculations.

[0089] : The time interval between speed detection, indicating two acquisitions The acquisition method is determined by the timer period set inside the controller. For example, when the sampling frequency is 200Hz, Take 0.005s. This value is usually not dynamically acquired, but is set as a fixed value during system design and used to calculate the speed change rate in the form of a difference quotient. The typical value range is 0.003-0.02 seconds.

[0090] The speed change rate model evaluates whether the torque can be effectively transmitted by measuring the speed increment of the engine in a short period of time.

[0091] Based on the obtained engine speed increase change value , to determine the torque stability:

[0092] : Minimum speed change threshold, unit: rad / s 2 The critical acceleration value set to determine whether the engine is in a stable acceleration state is used to distinguish normal torque transmission from weak coupling or slipping state. It is not obtained through sensors, but is determined by the engine model, inertia moment parameters and empirical data, and is written as a software constant in the control logic. This threshold should be slightly higher than the natural acceleration level of the engine during unloaded inertial rotation, and is usually set at 50-80rad / s 2 In high altitude or high inertia systems, it is recommended to set the value lower to avoid misjudgment. In agile start systems, the value can be appropriately increased to enhance the sensitivity of response judgment.

[0093] : Torque stability determination status, 1 indicates stable, 0 indicates abnormal.

[0094] If the torque is unstable, the engine speed will stagnate or oscillate, resulting in If the value is less than the threshold, it is considered that the clutch is thrown out but not effectively engaged, and it is necessary to return to step S510 to try to correct the acceleration again.

[0095] The main advantages of this model are reflected in the following three points: The process can be verified: the speed change rate is a process physical quantity that can reflect whether the engine is stably absorbing the kinetic energy input; Reduced risk of misjudgment: Avoid mistaking brief speed fluctuations for normal clutch engagement, improving judgment accuracy. Provide a basis for subsequent corrections: once it is judged to be unstable ( ), the correction model in step S510 will be called to form a true "closed-loop nested structure" to enhance the system's recovery capability.

[0096] In this embodiment, when judging whether the clutch torque is stable, it also dynamically records whether it is currently staying in the low speed platform area (for example, 3000-4500 rad / min). Due to the influence of factors such as the rapid fluctuation of aerodynamic load, nozzle back pressure, and shaft damping, the engine often experiences the phenomenon of "speed stagnation". At this time, although the speed rises slightly in the short term, The judgment conditions are met, but the engine is actually in an unstable state of "torque transmission obstruction." Existing judgment mechanisms, lacking dwell time or area recognition capabilities, are prone to "false positive" judgments, mistakenly believing the system is stable, and thus blindly advancing the process, leading to start failures or mechanical shock.

[0097] In this embodiment, when the retention time in the low-speed platform area exceeds the set threshold of 2.5 seconds, the vehicle will be automatically By setting the value to 0, the system exits the process prematurely and re-enters the acceleration correction process, avoiding misjudgments. This effectively avoids hardware damage or start interruptions caused by misjudgments in traditional methods, significantly improving the system's engineering practicality, robustness, and safety reliability. This reinforcement mechanism, implemented solely through software logic and without relying on additional sensors, offers high implementation value and portability, making it compatible with most existing micro-turbojet engine start control platforms.

[0098] In one embodiment, step S400: if the judgment is yes, a motor disengagement judgment model is constructed, and the propulsion motor is controlled to stop based on the motor disengagement judgment model to enter the safety disengagement stage.

[0099] In existing micro-turbojet engine starting control systems, after the push-turn motor completes the initial engine speed push, it typically completes the so-called "push-turn exit" operation by setting a fixed delay time (for example, after pushing for 3 seconds) or simply stopping the engine after reaching the set ignition speed. However, this strategy has obvious drawbacks. First, because engine speed is significantly affected by environmental factors (such as temperature and air pressure) and mechanical conditions (such as lubrication and bearing friction), the actual disengagement time achieved fluctuates, and the fixed delay time is often not suitable for all starting scenarios. Second, if the push-turn motor fails to disengage in time and the engine is already running at high speed, its rotor will drag the push-turn motor back, potentially causing serious faults such as excessive back electromotive force and overheating and burning of the motor windings.

[0100] In this application, after entering the main engine starting phase, the motor disengagement judgment is no longer based on a fixed time or rough threshold. Instead, a motor disengagement judgment model is constructed to monitor whether the engine speed reaches the threshold for safe disengagement of the propulsion motor.

[0101] The motor disengagement judgment model is as follows: ; ; : The critical speed of the thrust motor. This is generally determined based on the motor structure, back-dragging safety limit, and the engine's self-sustaining speed, such as 10,000-12,000 rad / min. : Disengagement status signal, 1 indicates entering the safe disengagement stage.

[0102] The motor separation judgment model is based on the current measured speed of the engine As the only judgment variable, once the speed exceeds the disengagement threshold , then the separation condition is met, , immediately controlling the PWM signal to stop the push-turn motor and enter the safe disengagement stage.

[0103] Therefore, before starting the engine, this application obtains external conditions such as ambient temperature and altitude in real time, and calculates the initial push-start acceleration based on the motor efficiency parameters. The purpose is to achieve adaptive adjustment of the push-turn control to ensure that the appropriate starting condition input is provided under different working conditions. Then, based on the initial push-turn starting acceleration generated in the previous step , controls the PWM signal to drive the push-turn motor and collects the motor dynamic parameters during the push-turn process. The system uses this module to execute the actual action of the clutch throwing out and collect the clutch response value at the same time , providing input basis for subsequent judgment. Calculate the speed difference and judge whether the throw-out is successful, realize the first closed-loop judgment, and avoid mistaking the unthrown-out as a successful throw-out. When the throw-out fails, the module executes the correction model and adjusts the starting acceleration based on the actual response deviation to , forming an adaptive control mechanism. Even if the clutch is successfully released, it cannot be guaranteed to be stably engaged, so the engine speed increase value in a short period of time is monitored. , to verify whether the torque is transmitted smoothly. If it is determined to be abnormal, it returns to S510 for correction to ensure the stability before the formal start. Finally, when the engine speed reaches the preset critical value When the high-speed rotor reverses and drags the motor, it immediately interrupts the drive signal to the propulsion motor to avoid safety risks such as burnout. This part is the safety end unit of the entire system, ensuring that the startup process is completed within a safe range.

[0104] In one embodiment, Figure 2 As shown, a micro turbojet engine starting control system is also provided, the system comprising: an action response generating module, configured to obtain initial environmental parameters of the micro-turbojet engine, and generate a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model; a clutch release success judgment module, configured to obtain the currently measured engine speed and judge whether the clutch release is successful based on the currently measured engine speed and the clutch action response value; a torque transmission judgment module, configured to obtain an engine speed increase change value if it is determined that the clutch has been successfully released, and to judge whether the clutch is connected and stably transmitting torque based on the engine speed increase change value; The safety disengagement control module is used to construct a motor disengagement judgment model if the judgment is yes, and control the propulsion motor to stop based on the motor disengagement judgment model to enter the safety disengagement stage.

[0105] In one embodiment, the action response generation module is also used to: obtain the initial environmental parameters of the micro turbojet engine, and generate an initial push-to-start acceleration according to the initial environmental parameters based on a preset starting acceleration model; and generate a clutch action response value according to the initial push-to-start acceleration based on a preset clutch action response model.

[0106] In one embodiment, the action response generation module is also used to: obtain the initial environmental parameters of the micro turbojet engine, and obtain the preset standard reference temperature, maximum operating altitude, propulsion-turn motor efficiency coefficient and temperature sensitivity index; generate the initial propulsion-turn starting acceleration according to the initial environmental parameters, standard reference temperature, maximum operating altitude, propulsion-turn motor efficiency coefficient and temperature sensitivity index and the preset starting acceleration model.

[0107] In one embodiment, the action response generation module is also used to: obtain the average torque coefficient and the instantaneous duty cycle of the PWM signal under a unit duty cycle; generate a clutch action response value based on the initial push-start acceleration, the average torque coefficient and the instantaneous duty cycle of the PWM signal based on a preset clutch action response model.

[0108] In one embodiment, the clutch ejection success judgment module is also used to: obtain the current measured speed of the engine, and generate a speed difference based on the current measured speed of the engine and the target rotation speed of the motor; and judge whether the clutch is successfully ejected based on the speed difference and the clutch action response value.

[0109] In one embodiment, the torque transmission judgment module is also used to: if it is determined that the clutch is successfully thrown out, obtain the time interval between the actual engine speed and the speed detection, and generate an engine speed increase change value based on the time interval between the actual engine speed and the speed detection; and judge whether the clutch is connected and stably transmitting torque based on the engine speed increase change value.

[0110] In one embodiment, the safe disengagement control module is further used to: if it is determined that the clutch has failed to be ejected, obtain a preset adaptive adjustment gain coefficient; generate a corrected starting acceleration based on the initial push-turn starting acceleration and the adaptive adjustment gain coefficient; and apply the corrected starting acceleration to the push-turn motor to make the clutch re-enter the ejection process.

[0111] In one embodiment, Figure 3A computer device is also provided, including 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 above-mentioned machine vision-based separator screen surface separation detection method. The computer device also includes a system bus, internal memory, a network structure, a display screen, and an input device.

[0112] 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 of the micro-turbojet engine starting control method are implemented.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] 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.

[0127] 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.

[0128] 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.

[0129] 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.

[0130] 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.

[0131] 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 micro turbojet engine starting control method, characterized in that: The method comprises: Acquiring initial environmental parameters of the micro-turbojet engine, and generating a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model; Obtaining the current measured speed of the engine, and determining whether the clutch is successfully released based on the current measured speed of the engine and the clutch action response value; If it is determined that the clutch is successfully released, the engine speed increase change value is obtained, and based on the engine speed increase change value, it is determined whether the clutch is connected and stably transmitting torque; If the judgment is yes, a motor disengagement judgment model is constructed, and the propulsion motor is controlled to stop based on the motor disengagement judgment model to enter the safe disengagement stage.

2. The micro-turbojet engine starting control method according to claim 1, characterized in that: Acquiring initial environmental parameters of the micro-turbojet engine, and generating a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model, including: Acquiring initial environmental parameters of the micro turbojet engine, and generating an initial propulsion starting acceleration according to the initial environmental parameters based on a preset starting acceleration model; A clutch action response value is generated according to the initial push-to-start acceleration based on a preset clutch action response model.

3. The micro-turbojet engine starting control method according to claim 2, characterized in that: Acquiring initial environmental parameters of the micro-turbojet engine and generating an initial propulsion starting acceleration according to the initial environmental parameters based on a preset starting acceleration model; comprising: Obtain the initial environmental parameters of the micro turbojet engine, and obtain the preset standard reference temperature, maximum operating altitude, thrust-rotor motor efficiency coefficient, and temperature sensitivity index; An initial push-turn starting acceleration is generated according to the initial environmental parameters, the standard reference temperature, the maximum operating altitude, the push-turn motor efficiency coefficient and the temperature sensitivity index and a preset starting acceleration model.

4. The micro-turbojet engine starting control method according to claim 2, characterized in that: Generating a clutch action response value according to the initial push-start acceleration based on a preset clutch action response model; comprising: Get the average torque coefficient under unit duty cycle and the instantaneous duty cycle of the PWM signal; A clutch action response value is generated based on a preset clutch action response model according to the initial push-start acceleration, the average torque coefficient and the instantaneous duty cycle of the PWM signal.

5. The micro-turbojet engine starting control method according to claim 1, characterized in that: Obtaining the current measured engine speed, and judging whether the clutch is successfully thrown out based on the current measured engine speed and the clutch action response value; including: Obtaining a current measured speed of the engine, and generating a speed difference based on the current measured speed of the engine and a target propulsion speed of the motor; Whether the clutch is successfully thrown out is determined based on the speed difference and the clutch action response value.

6. The micro-turbojet engine starting control method according to claim 1, characterized in that: If it is determined that the clutch is successfully released, then obtaining the engine speed increase change value, and judging whether the clutch is connected and stably transmitting torque based on the engine speed increase change value, including: If it is determined that the clutch is successfully released, obtaining the time interval between the actual engine speed and the speed detection, and generating an engine speed increase change value based on the time interval between the actual engine speed and the speed detection; It is determined whether the clutch is connected and stably transmitting torque according to the engine speed increase change value.

7. The micro-turbojet engine starting control method according to claim 2, characterized in that: The method further comprises: If it is determined that the clutch fails to be thrown out, a preset adaptive adjustment gain coefficient is obtained; generating a modified starting acceleration according to the initial push-to-start acceleration and the adaptive adjustment gain coefficient; The corrected starting acceleration is applied to the push-turn motor to make the clutch re-enter the throwing-out process.

8. A micro turbojet engine starting control system, characterized in that: The system comprises: an action response generating module, configured to obtain initial environmental parameters of the micro-turbojet engine, and generate a clutch action response value according to the initial environmental parameters based on a preset starting acceleration model and a clutch action response model; a clutch release success judgment module, configured to obtain the currently measured engine speed and judge whether the clutch release is successful based on the currently measured engine speed and the clutch action response value; a torque transmission judgment module, configured to obtain an engine speed increase change value if it is determined that the clutch has been successfully released, and to judge whether the clutch is connected and stably transmitting torque based on the engine speed increase change value; The safety disengagement control module is used to construct a motor disengagement judgment model if the judgment is yes, and control the propulsion motor to stop based on the motor disengagement judgment model to enter the safety disengagement stage.

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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