Low-temperature starting control method and system for aero-engine

Abstract

The invention discloses a low-temperature starting control method and system for an aero-engine, and the method comprises the following steps: S1, collecting the operation parameters and basic total fuel injection quantity of the engine, the operation parameters comprising the environment temperature of the engine; s2, determining injection parameters of a combustion improver according to the collected environment temperature, and performing combustion improver injection, wherein the injection parameters of the combustion improver comprise the injection starting time and the injection duration of the combustion improver; and S3, secondary injection parameters of fuel oil are determined according to the collected environment temperature, and fuel oil injection is conducted. According to the invention, direct starting of the aero-engine in a low-temperature environment of-50 DEG C can be realized under the condition of starting without the help of an external auxiliary combustion-supporting structure through cooperation of secondary injection of the combustion improver and the fuel oil, so that on one hand, the structural arrangement of the aero-engine can be simplified; and on the other hand, the use scene of the aero-engine can be expanded to a great extent.

Description

TECHNICAL FIELD

[0001] The present application relates to an aero-engine control method, in particular to an aero-engine low-temperature starting control method and system. BACKGROUND

[0002] The aero-engine is a kind of highly complex and precise thermal mechanical as the core power device of the aircraft, which can provide necessary thrust and power for the flight of the aircraft. Since the ambient temperature is low when the aircraft is cruising at high altitude, it is difficult to start the aero-engine. At present, the same type of engine on the market can only be started normally at an ambient temperature of-20 DEG C and above without the help of external starting system, and cannot meet the starting under the ambient temperature of specific demand, such as-50 DEG C.

[0003] In order to realize the normal starting of the aero-engine in the low-temperature environment, the Chinese patent document CN105351030A discloses an aero-engine low-temperature starting control device, which comprises a first pipeline, the first pipeline is connected to a second pipeline through a drain pipeline and a fuel supply pipeline respectively, the second pipeline is communicated with a heat preservation oil tank, a circulating pipeline communicated with the heat preservation oil tank is arranged on the second pipeline, and an electric heater for heating the lubricating oil is arranged in the heat preservation oil tank; the drain pipeline, the fuel supply pipeline, the circulating pipeline and the second pipeline are all provided with a switch valve, an oil pump for discharging lubricating oil from the heat preservation oil tank is arranged on the second pipeline, and the control device further comprises a controller for controlling the operation of the electric heater, and the switch valve is controlled by the controller to realize the discharge or supply of the lubricating oil system. The lubricating oil in the lubricating oil system of the engine is heated by the way of lubricating oil replacement, that is, the lubricating oil in the lubricating oil system of the engine is sequentially pumped back to the heat preservation oil tank, and then is sent back to the lubricating oil system of the engine after being heated in the heat preservation oil tank, so that the reliable starting of the aero-engine in low temperature is realized.

[0004] In addition, the Chinese patent document CN1345430A discloses a compact, efficient and rapid fuel storage and heating device and heating method. The heating device mainly consists of a fuel storage device component, a heating ring component, an upper section heat insulation component, a lower section heat insulation component, a left section heat insulation component, a right section heat insulation component, a temperature sensor and the like. The present application is used for directly heating the fuel of the fuel system of the small and medium-sized gas turbine or aero-engine before starting or during operation, has the ability to rapidly heat the fuel in the storage device from low temperature to a specified temperature within a specified time, ensures that the temperature of the fuel stored in the heating device is within a specified temperature range when the gas turbine or aero-engine reaches the fuel supply rotating speed, and can adjust the outlet oil temperature. The present application adjusts the heating temperature of the fuel heating device by adopting heating temperature feedback control, realizes the fuel temperature rise, and at the same time, protects the device from over-temperature, so as to avoid the danger of fuel temperature exceeding the flash point.

[0005] Although the prior art described above can realize the smooth starting of the aero-engine in the low-temperature environment, a separate heating device is used for heating in the starting process, and the structure is complex. Moreover, since the environment temperature of the aircraft can reach-50 DEG C when cruising at high altitude, the existing aero-engine cannot realize normal starting under the environment temperature of-50 DEG C. SUMMARY

[0006] In order to solve the technical problem that the low-temperature starting of the aero-engine in the prior art needs to be heated by the heating device, resulting in a complex structure, the present application provides a low-temperature starting control method of an aero-engine, comprising the following steps: S1: collecting the operating parameters and the basic total injection oil amount of the engine, and the operating parameters include the environment temperature where the engine is located; In the formula a, the environment temperature is determined according to the collected environment temperature to determine the injection parameters of the combustion-supporting agent and perform injection of the combustion-supporting agent, and the injection parameters of the combustion-supporting agent include the starting time of the injection of the combustion-supporting agent and the duration of the injection; … Formula a; In the formula a, the starting time of the injection of the combustion-supporting agent is represented by alpha, and the duration of the injection of the combustion-supporting agent is represented by beta, x The environment temperature is represented by T; S3: the environment temperature is determined according to the collected environment temperature to determine the secondary injection parameters of the fuel and perform injection of the fuel, and the secondary injection parameters include the multiple of the total injection oil amount under the current environment temperature relative to the basic total injection oil amount, the starting time of the first injection, the ending time of the second injection, and the ratio of the first injection amount to the total injection oil amount under the current environment temperature; … Formula b; In the formula b, the multiple of the total injection oil amount under the current environment temperature relative to the basic total injection oil amount is represented by gamma, and the product of gamma and the basic total injection oil amount is the total injection oil amount under the current environment temperature; the starting time of the first injection is represented by delta, the ending time of the second injection is represented by theta, and the ratio of the first injection amount to the total injection oil amount under the current environment temperature is represented by mu.

[0007] In the prior art, an external auxiliary heating device is needed to start in the low-temperature environment, which on the one hand leads to the complication of the structure of the aero-engine, and on the other hand limits the use scene of the aero-engine. In the present application, the cooperation of the combustion-supporting agent and the secondary injection of the fuel can realize the direct starting of the aero-engine in the low-temperature environment without the help of the external auxiliary combustion-supporting structure, which on the one hand can simplify the structure of the aero-engine, and on the other hand can greatly expand the use scene of the aero-engine.

[0008] Preferably, in S1, the collected operating parameters further include cylinder head temperature, and when the cylinder head temperature changes by a preset value, the injection parameters of the combustion improver and the secondary injection parameters of the fuel are adjusted when the ambient temperature is constant. The present scheme further adjusts the injection parameters of the combustion improver and the secondary injection parameters of the fuel according to the cylinder head temperature, so as to improve the accuracy of the injection parameters of the combustion improver and the secondary injection parameters of the fuel, thereby further realizing the normal starting of the aero-engine in a low-temperature environment, and the operation is simple.

[0009] Preferably, the preset value is 10℃, when the cylinder head temperature increases by 10℃, the start time of the combustion improver injection is increased by 0.5s, the duration of the combustion improver injection is reduced by 0.5s, the total injection oil amount at the current ambient temperature is reduced by 3.5% relative to the basic total injection oil amount, the start time of the first fuel injection is advanced by 10°, the end time of the second fuel injection is advanced by 10°, and the ratio of the first fuel injection amount to the total injection oil amount at the current ambient temperature is increased by 0.05. The present scheme can effectively ensure the normal starting of the aero-engine in a low-temperature environment.

[0010] Preferably, in S1, the collected operating parameters further include the power supply voltage of the engine and the atmospheric pressure of the environment where the engine is located; and in S3, the total injection oil amount at the current ambient temperature is corrected according to the collected atmospheric pressure and power supply voltage. In the present scheme, the total injection oil amount at the current ambient temperature can be corrected according to the atmospheric pressure and power supply voltage of the environment where the aero-engine is currently located, thereby effectively ensuring the normal starting of the aero-engine in a low-temperature environment.

[0011] Preferably, in S3, the total injection oil amount at the current ambient temperature is corrected according to the collected atmospheric pressure and power supply voltage according to formula c. … formula c; Wherein, π represents the correction coefficient of the total injection oil amount at the current ambient temperature according to the atmospheric pressure, y represents the atmospheric pressure, and the atmospheric pressure unit is kpa; ε represents the correction coefficient of the total injection oil amount at the current ambient temperature according to the power supply voltage, z represents the power supply voltage, and the power supply voltage unit is V. The present scheme further improves the accuracy of the secondary fuel injection, and can effectively ensure the normal starting of the aero-engine in a low-temperature environment.

[0012] Preferably, in S1, the operating parameters further include the fault code of the engine and the engine speed, the current working state of the engine is judged according to the operating parameters, and then a pre-starting instruction is sent according to the working state and S2 is executed. The present scheme can automatically determine whether the low-temperature starting operation needs to be performed according to the current working state of the engine, can ensure the timely starting of the low-temperature starting operation, and thereby ensures the normal flight of the aero-engine.

[0013] Preferably, in S2, the start time of the injection is within a preset time period after the pre-start instruction is issued. In this scheme, the start time of the injection of the combustion improver is set after the pre-start instruction is issued, so that waste of the combustion improver can be avoided.

[0014] Preferably, in S2, the start instruction is sent after the injection of the combustion improver is completed, and S3 is executed. This scheme can effectively ensure normal start of the aero-engine in a low-temperature environment.

[0015] In a second aspect, the present application also provides an aero-engine low-temperature start control system, which comprises a collection module for collecting operation parameters of the engine and basic total injection oil amount, a determination module for determining the working state of the engine, and an execution module for executing injection of the combustion improver and injection of the fuel, and the collection module and the execution module control the low-temperature start of the aero-engine according to the above-mentioned aero-engine low-temperature start control method.

[0016] The present application has the following beneficial effects: The present application can realize direct start of the aero-engine in a low-temperature environment of-50℃ without the aid of external auxiliary combustion structures, which can simplify the structural arrangement of the aero-engine and greatly expand the use scenarios of the aero-engine. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 It is a flowchart of the control method in the embodiment of the aero-engine low-temperature start control method and system of the present application. Figure 2 It is a module block diagram of the control system in the embodiment of the aero-engine low-temperature start control method and system of the present application. DETAILED DESCRIPTION

[0018] The following will be further described in detail through specific embodiments: 1. Definitions Fault code: a specific code generated when the engine has a fault, used to locate the fault component and type, different fault codes correspond to different fault categories and solutions.

[0019] Combustion improver: an aviation fuel additive that can improve the efficiency of aviation fuel and reduce pollution emissions, its working principle is to improve the combustion process of the fuel and improve the efficiency of the fuel.

[0020] 2. The embodiment is basically as shown in the accompanying drawings: an aero-engine low-temperature start control method, comprising the following steps: Figure 1 and Figure 2 S1: collecting operation parameters of the engine and basic total injection oil amount and determining the current working state of the engine. S1: collecting operation parameters of the engine and basic total injection oil amount and determining the current working state of the engine.

[0021] Collecting the running parameters of the engine and the basic total injection oil amount, the running parameters including cylinder head temperature, atmospheric pressure, power supply voltage, engine speed, fuel pressure and the ambient temperature where the engine is located and the fault code of the engine; wherein the working state of the engine is judged according to the collected fault code, engine speed, power supply voltage and fuel pressure, and whether the pre-start instruction needs to be issued is confirmed.

[0022] Since the engine can be started normally without the help of an external starting system at the ambient temperature of-20℃ at present, that is, the total injection oil amount at the ambient temperature of-20℃ can be obtained during the starting process of the engine, in the present scheme, the total injection oil amount at the ambient temperature of-20℃ is set as the basic total injection oil amount.

[0023] When the working state of the engine is determined, if the fault code of the engine, the engine speed, the power supply voltage and the fuel pressure meet the preset determination condition, the pre-start instruction is issued. In the embodiment, when the four conditions that the engine has no fault code, the engine speed is ≤100 r / min, the power supply voltage is between 10.5V and 14V, and the fuel pressure is >0.5bar are all met, it can be determined that the preset determination condition is met, the pre-start instruction is issued, and S2 is executed.

[0024] S2, when the pre-start instruction is received, the injection parameters of the combustion improver are determined according to the collected cylinder head temperature and ambient temperature, and the combustion improver is injected.

[0025] Since the lower the ambient temperature, the less the actual oil amount at the same injection pulse width, and the worse the fuel atomization, the longer the continuous injection time of the combustion improver is required, but if the fuel injection and the combustion improver injection overlap for a long time, it will cause large differences in combustion between engine cycles and large fluctuations in engine speed.

[0026] Therefore, when the injection parameters of the combustion improver are determined, in order to ensure that the continuous time of the combustion improver injection meets the starting requirements of the engine and the normal operation of the engine after fuel injection, the collected ambient temperature is first determined according to formula a to determine the starting time and the continuous time of the combustion improver injection and to allocate them.

[0027] … Formula a; In formula a, α represents the starting time of the combustion improver injection, and β represents the continuous time of the combustion improver injection, x represents the ambient temperature.

[0028] Then, when the ambient temperature remains unchanged, the injection parameters of the combustion improver are adjusted when the cylinder head temperature changes by a preset value. Specifically, when the cylinder head temperature increases by 10℃, the starting time of the combustion improver injection increases by 0.5s, and the continuous time of the combustion improver injection decreases by 0.5s.

[0029] In this embodiment, when the ambient temperature is within -50℃ to -20℃, the corresponding cylinder head temperature is within -50℃ to -20℃, the start time of the combustion-supporting agent injection is within 0s to 1.5s after the pre-start instruction is sent, and the duration of the combustion-supporting agent injection is within 1.5s to 3s. The specific results are shown in Table 1 and Table 2.

[0030] Table 1 Relationship between start time of combustion-supporting agent injection and ambient temperature and cylinder head temperature In Table 1, when the ambient temperature is constant, the start time of the combustion-supporting agent injection increases by 0.5s for each 10℃ increase in the cylinder head temperature.

[0031] Table 2 Relationship between duration of combustion-supporting agent injection and ambient temperature and cylinder head temperature In Table 2, when the ambient temperature is constant, the duration of the combustion-supporting agent injection decreases by 0.5s for each 10℃ increase in the cylinder head temperature.

[0032] The start instruction is sent after the combustion-supporting agent injection is completed, and S3 is executed.

[0033] S3, when the start instruction is received, the secondary injection parameters of the fuel are determined according to the collected cylinder head temperature, ambient temperature, atmospheric pressure, and power supply voltage, and the fuel is injected.

[0034] Because the lower the ambient temperature, the less the actual fuel output and the worse the fuel atomization under the same injection pulse width, the required fuel quantity is larger. The later the first injection start time and the second injection end time, the more fuel left in the combustion chamber during scavenging, but if the fuel nozzle starts to inject too late, the actual injection into the cylinder will be reduced due to the large cylinder pressure in the combustion chamber, so the first injection start time and the second injection end time should be controlled within a certain range as the ambient temperature decreases. The lower the ambient temperature, the worse the fuel atomization, and when the single injection fuel quantity reaches a certain value, it cannot form sufficient atomized fuel with good atomization effect by increasing the injection fuel quantity, so it is necessary to control the single injection fuel quantity by two injections. Because the first fuel injection is earlier, there is more time to form a more uniform mixture, so the first injection fuel quantity should be higher than the second injection fuel quantity when it does not exceed the single injection limit.

[0035] When determining the secondary injection parameters of the fuel, the collected ambient temperature is determined according to formula b to determine the multiple of the total injection fuel quantity relative to the base total injection fuel quantity, the first injection start time, the second injection end time, and the ratio of the first injection fuel quantity to the total injection fuel quantity at the current ambient temperature.

[0036] Formula b In formula b, γ represents a multiple of the total injection oil amount at the current ambient temperature relative to the basic total injection oil amount, and the product of γ and the basic total injection oil amount is the total injection oil amount at the current ambient temperature; δ represents the first injection start time, θ represents the second injection end time; μ represents the ratio of the first injection amount to the total injection oil amount at the current ambient temperature.

[0037] Then, when the ambient temperature is unchanged, the second injection parameters of the fuel are adjusted every time the cylinder head temperature changes by a preset value. Specifically, when the cylinder head temperature increases by 10°C, the multiple of the total injection oil amount at the current ambient temperature relative to the basic total injection oil amount decreases by 3.5%, the first injection start time is advanced by 10°, the second injection end time is advanced by 10°, and the first injection amount accounts for 0.05 of the total injection oil amount at the current ambient temperature.

[0038] Specifically, in the present embodiment, when the second injection of the fuel is performed, when the ambient temperature is within -50°C~ -20°C, the corresponding cylinder head temperature is within -50°C~ -20°C, the total injection oil amount at the current ambient temperature is within 10mg / cycle~20mg / cycle, the ratio of the first injection amount to the total injection oil amount at the current ambient temperature is between 90% and 60%, the first injection start time is between 130° and 220° before the piston top dead center, and the second injection end time is between 40° and 70° before the top dead center. The specific results are shown in Tables 3, 4, 5 and 6.

[0039] Table 3 Relationship between the multiple of the total injection oil amount at the current ambient temperature relative to the basic total injection oil amount and the ambient temperature and the cylinder head temperature In Table 3, when the ambient temperature is unchanged, the multiple of the total injection oil amount at the current ambient temperature relative to the basic total injection oil amount decreases by 3.5% every time the cylinder head temperature increases by 10°C.

[0040] Table 4 Relationship between the first injection start time and the ambient temperature and the cylinder head temperature In Table 4, when the ambient temperature is unchanged, the first injection start time is advanced by 10° every time the cylinder head temperature increases by 10°C.

[0041] Table 5 Relationship between the second injection end time and the ambient temperature and the cylinder head temperature In Table 5, when the ambient temperature is unchanged, the second injection end time is advanced by 10° every time the cylinder head temperature increases by 10°C.

[0042] Table 6 Relationship between the ratio of the first injection amount to the total injection amount at the current ambient temperature and the ambient temperature, cylinder head temperature In Table 6, when the ambient temperature is constant, the ratio of the first injection amount to the total injection amount at the current ambient temperature increases by 0.05 when the cylinder head temperature increases by 10℃.

[0043] With the increase of the ECU voltage, the increase of the nozzle outlet cross-sectional area leads to the increase of the actual injection amount, and with the decrease of the atmospheric pressure, the corresponding injection amount should also decrease due to the decrease of the air density, so the total injection amount at the current ambient temperature is also corrected according to the collected atmospheric pressure and the power supply voltage. Specifically, the total injection amount at the current ambient temperature is corrected according to the collected atmospheric pressure and the power supply voltage according to formula c in turn; … Formula c; Wherein, π represents the correction coefficient of the total injection amount at the current ambient temperature according to the atmospheric pressure, y represents the atmospheric pressure, and the atmospheric pressure unit is kpa; ε represents the correction coefficient of the total injection amount at the current ambient temperature according to the power supply voltage, z represents the power supply voltage, and the power supply voltage unit is V.

[0044] Specifically, when the atmospheric pressure is between 45kpa and 103kpa, the total injection amount at the current ambient temperature is corrected on the basis of 10mg / cycle~20mg / cycle, and the correction coefficient is between 0.5 and 1, and when the power supply voltage is between 10.5V and 14V, the total injection amount at the current ambient temperature will also be corrected, and the correction coefficient is between 0.85 and 1.15.

[0045] Based on the above-mentioned low-temperature starting control method of the aero-engine, an aero-engine low-temperature starting control system is also disclosed in this embodiment, which comprises a collection module for collecting the operating parameters of the engine and the basic total injection amount, a determination module for determining the working state of the engine, and an execution module for executing the injection of combustion-supporting agent and fuel.

[0046] The operating parameters collected by the collection module include engine fault codes, engine speed, fuel pressure, power supply voltage, atmospheric pressure, cylinder head temperature and ambient temperature of the engine. The engine fault codes can use the fault codes of the gas rail pressure and the like.

[0047] The determination module determines the current operating state of the engine according to the collected operating parameters, so as to determine whether to execute steps S2 and S3.

[0048] In the judgment, the preset judgment condition is that the engine fault code, the engine speed is less than or equal to 100 r / min, the power supply voltage is between 10.5V and 14V, and the fuel pressure is greater than 0.5bar. All four conditions are met to determine that S2 and S3 steps can be executed.

[0049] The execution module executes the combustion aid injection operation in S2 and the secondary fuel injection operation in S3 according to the collected operating parameters.

[0050] Specifically, the combustion aid injection operation in S2 is that when the ambient temperature is within-50℃~-20℃, the corresponding cylinder head temperature is within-50℃~-20℃, the start time of the combustion aid injection is within 0s~1.5s after the pre-start instruction is issued, and the combustion aid injection duration is within 1.5s~3s. After the combustion aid injection is completed, the start instruction is sent, and S3 is executed.

[0051] The secondary fuel injection operation in S3 is that when the ambient temperature is within-50℃~-20℃, the corresponding cylinder head temperature is within-50℃~-20℃, the total injection oil amount under the current ambient temperature is within 10mg / cycle~20mg / cycle, the ratio of the first injection amount to the total injection oil amount is between 90% and 60%, the first injection start time is between 130° and 220° before the piston top dead center, and the second injection end time is between 40° and 70° before the top dead center.

[0052] When the atmospheric pressure is between 45kpa and 103kpa, the total injection oil amount under the current ambient temperature is corrected on the basis of 10mg / cycle~20mg / cycle, and the correction coefficient is between 0.5 and 1. When the power supply voltage is between 10.5V and 14V, the total injection oil amount under the current ambient temperature will be further corrected, and the correction coefficient is between 0.85 and 1.15.

[0053] In the specific implementation process, three aero-engines are used, which are 1# (using an electronic control unit, port injection), 2# (using an electronic control unit, direct injection), and 3# (using an electronic control unit, direct injection, using a combustion aid injection system, and using a secondary fuel injection strategy). The starting test is carried out in the freezer at-10℃, -20℃, -30℃, and-50℃, respectively. All of them are stationary at this temperature for 8h before starting. The starting success criterion is to start continuously for 3 times, and one time successfully ignites and lasts for more than 10s. The results are shown in Table 7.

[0054] Table 7 Comparison results of low temperature starting According to Table 7, it can be concluded that the aero-engine low-temperature starting control method of the present application can ensure that the aero-engine is directly started at an ambient temperature of-50 DEG C without the aid of external auxiliary equipment, greatly expanding the use scenarios of the user.

[0055] The above is only an embodiment of the present application, and the common knowledge of specific structures and characteristics in the scheme is not described in detail. The ordinary skilled person in the art knows all the ordinary technical knowledge in the field of the present application before the application date or the priority date, can know all the prior art in the field, and has the ability to apply conventional experimental means before that date. The ordinary skilled person in the art can improve and implement the present scheme based on their own ability under the guidance of the present application. Some typical known structures or known methods should not be an obstacle for the ordinary skilled person in the art to implement the present application. It should be noted that, for those skilled in the art, without departing from the structure of the present application, a number of modifications and improvements can be made, which should also be considered within the scope of protection of the present application. The scope of protection of the present application should be subject to the content of its claims, and the specific implementation in the specification can be used to explain the content of the claims.

Claims

1. A method for controlling low-temperature starting of an aircraft engine, comprising the following steps: S1: collecting engine operating parameters and basic total injection oil volume, wherein the operating parameters include the ambient temperature of the engine; Its characteristics are: S2. Determine the injection parameters of the combustion aid according to formula a based on the collected ambient temperature and perform combustion aid injection, wherein the injection parameters of the combustion aid include the start time and duration of the combustion aid injection; ...Formula a; In the formula a, α represents the start time of the combustion aid injection, β represents the duration of the combustion aid injection, x Indicates the ambient temperature; S3. Determine secondary fuel injection parameters based on the collected ambient temperature according to formula (b) and perform fuel injection. The secondary fuel injection parameters include a multiple of the total fuel injection amount relative to the base total fuel injection amount at the current ambient temperature, the start time of the first fuel injection, the end time of the second fuel injection, and the ratio of the first fuel injection amount to the total fuel injection amount at the current ambient temperature. ...Formula b; In formula b, γ represents the multiple of the total injection oil amount at the current ambient temperature relative to the basic total injection oil amount, and the product of γ and the basic total injection oil amount is the total injection oil amount at the current ambient temperature; δ represents the start time of the first injection, θ represents the end time of the second injection; and μ represents the ratio of the first injection amount to the total injection oil amount at the current ambient temperature.

2. The aircraft engine low temperature start control method according to claim 1, characterized in that: In S1 , the collected operating parameters also include the cylinder head temperature. When the ambient temperature remains unchanged, the injection parameters of the combustion aid and the secondary injection parameters of the fuel are adjusted every time the cylinder head temperature changes by a preset value.

3. The aircraft engine low temperature start control method according to claim 2, characterized in that: The preset value of the change is 10°C. When the cylinder head temperature increases by 10°C, the start time of the combustion aid injection increases by 0.5s, the duration of the combustion aid injection decreases by 0.5s, the total injection oil amount at the current ambient temperature is reduced by 3.5% relative to the multiple of the basic total injection oil amount, the start time of the first injection is advanced by 10°, the end time of the second injection is advanced by 10°, and the ratio of the first injection amount to the total injection oil amount at the current ambient temperature increases by 0.

05.

4. The aircraft engine low temperature start control method according to any one of claims 1 to 3, characterized in that: In S1, the collected operating parameters also include the engine's power supply voltage and the atmospheric pressure of the engine's environment; In S3 , the total injected oil quantity at the current ambient temperature is corrected according to the collected atmospheric pressure and power supply voltage.

5. The aircraft engine low temperature start control method according to claim 4, characterized in that: In S3, the total injection oil quantity at the current ambient temperature is corrected according to the collected atmospheric pressure and supply voltage according to formula c; ...Formula c; Where π represents the correction coefficient of the total injected oil volume at the current ambient temperature according to the atmospheric pressure, y represents the atmospheric pressure, and the unit of atmospheric pressure is kPa; ε represents the correction coefficient of the total injected oil volume at the current ambient temperature according to the power supply voltage, z represents the power supply voltage, and the unit of power supply voltage is V.

6. The aircraft engine low temperature start control method according to claim 5, characterized in that: In S1, the operating parameters also include the engine fault code and engine speed. The current working state of the engine is determined based on the operating parameters, and a pre-start instruction is sent based on the working state and S2 is executed.

7. The aircraft engine low temperature start control method according to claim 6, characterized in that: In S2, the injection start time is within a preset time period after the pre-start instruction is issued.

8. The aircraft engine low temperature start control method according to claim 7, characterized in that: In S2, after the injection of the oxidant is completed, a start command is sent and S3 is executed.

9. Aircraft engine low temperature starting control system, characterized by: It includes a collection module for collecting the operating parameters of the engine and the basic total injection oil amount, a determination module for determining the working status of the engine, and an execution module for executing combustion-aid injection and fuel injection. The collection module, the determination module, and the execution module control the low-temperature start of the aircraft engine according to the aircraft engine low-temperature start control method according to any one of claims 1 to 8.

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