A turbine engine starting process method, system, and storage medium

Abstract

The application provides a turbine engine starting process method, system and storage medium, the method comprises the following steps: obtaining the high-pressure rotor speed, and dividing the high-pressure rotor speed into a cold running stage, an ignition stage, an acceleration stage and a slow vehicle transition stage which are executed in sequence according to the high-pressure rotor speed; in each stage of the ignition stage, the acceleration stage and the slow vehicle transition stage, a corresponding adaptive control process is executed, wherein the adaptive control process comprises the following steps: obtaining an environmental parameter and a stage identifier, wherein the environmental parameter comprises an environmental temperature, a flight altitude and a flight Mach number; using comprehensive correction logic to process the environmental parameter to obtain a comprehensive environmental correction coefficient; determining a target fuel control amount based on the stage identifier and the comprehensive environmental correction coefficient; determining a target injection pressure and a target ignition parameter based on the stage identifier, the environmental temperature and the flight altitude; and executing starting control based on the target fuel control amount, the target injection pressure and the target ignition parameter. The application can improve the starting success rate and reliability of the engine.

Description

Technical Field

[0001] This application relates to the field of aero-engine control technology, and in particular to a turbine engine start-up processing method, system and storage medium. Background Technology

[0002] The start-up process of an aero-engine is a complex nonlinear dynamic process involving the coupling of multiple disciplines such as aerodynamics, thermodynamics, combustion science, and control systems. This process is also highly nonlinear and time-varying. Secondly, the start-up process faces many problems such as compressor surge, combustion chamber flameout, exhaust overheating, structural lifespan, and impact. Furthermore, aero-engines face a variety of extreme environments during startup. Under different environmental conditions, the engine's startup characteristics vary significantly: in low-temperature environments, the air density is high, but the fuel atomization effect is poor, requiring higher ignition energy and precise fuel metering; in high-temperature environments, the air density is low, compressor efficiency decreases, and turbine inlet temperature is prone to exceeding the limit; in high-altitude environments, the air is thin and the oxygen content is low, combustion efficiency decreases, and rich fuel flameout is prone to occur; under high Mach number conditions, the inlet ram pressure effect is enhanced, the compressor operating point shifts, and the stability boundary is affected.

[0003] Traditional engine start-up control methods often employ fixed-parameter programs or single-variable corrections, lacking multi-parameter collaborative optimization capabilities. This results in low start-up success rates and high risks in the flight envelope boundary region. Therefore, there is an urgent need for an engine start-up control method that can comprehensively adapt to all operating conditions, improving the start-up success rate and reliability of the engine under extreme conditions through multi-parameter fusion correction. Summary of the Invention

[0004] To improve the starting success rate and reliability of engines under extreme conditions, this application provides a turbine engine starting processing method, system, and storage medium.

[0005] In a first aspect, a method for starting a turbine engine is provided, the method comprising:

[0006] The real-time high-pressure rotor speed of the turbine engine is obtained, and the starting process is divided into a cold start stage, an ignition stage, an acceleration stage, and an idle transition stage, which are executed sequentially, based on the high-pressure rotor speed.

[0007] Within each of the ignition phase, acceleration phase, and idle transition phase, a phase-adaptive control flow corresponding to that phase is executed, wherein the phase-adaptive control flow includes:

[0008] Obtain the current environmental parameters and the stage identifier of the current stage, wherein the environmental parameters include at least the ambient temperature, flight altitude and flight Mach number;

[0009] The environmental parameters are processed using a preset comprehensive correction logic to obtain the comprehensive environmental correction coefficient for the current stage;

[0010] The target fuel control quantity for the current stage is determined based on the stage identifier and the comprehensive environmental correction coefficient.

[0011] The target fuel injection pressure and target ignition parameters for the current stage are determined based on the stage identifier, the ambient temperature, and the flight altitude.

[0012] The current stage of start-up control is performed based on the target fuel control quantity, the target injection pressure, and the target ignition parameters.

[0013] In some embodiments, processing the environmental parameters using preset comprehensive correction logic to obtain the comprehensive environmental correction coefficient for the current stage includes:

[0014] The ambient temperature is processed by a preset temperature correction function to obtain a temperature correction coefficient, wherein the temperature correction function is obtained by piecewise polynomial fitting based on the deviation of the ambient temperature from the reference temperature.

[0015] An altitude correction coefficient is obtained by querying a preset high-speed characteristic table using the flight altitude and the flight Mach number, wherein the altitude correction coefficient is related to the air pressure ratio corresponding to the flight altitude and the flight Mach number;

[0016] The flight Mach number is processed by a preset Mach number correction function to determine the Mach number correction coefficient, wherein the Mach number correction function performs a linear correction based on the deviation of the flight Mach number from the reference Mach number;

[0017] The coupling compensation coefficient is obtained by processing the ambient temperature, the flight altitude and the flight Mach number using a three-dimensional interpolation table.

[0018] The comprehensive environmental correction factor is obtained by multiplying the temperature correction factor, the altitude correction factor, the Mach number correction factor, and the coupling compensation factor.

[0019] In some embodiments, determining the target fuel control quantity for the current stage based on the stage identifier and the comprehensive environmental correction coefficient includes:

[0020] If the stage is identified as the ignition stage, a reference ignition fuel quantity is obtained, and the reference ignition fuel quantity is multiplied by the comprehensive environmental correction coefficient to obtain the ignition stage fuel supply quantity as the target fuel control quantity.

[0021] If the stage is identified as an acceleration stage, a reference acceleration fuel quantity is obtained based on the high-pressure rotor speed and a preset acceleration fuel supply function. The reference acceleration fuel quantity is multiplied by the comprehensive environmental correction coefficient to obtain the acceleration stage fuel supply quantity as the target fuel control quantity. The acceleration fuel supply function is configured to make the reference acceleration fuel quantity increase monotonically with the speed.

[0022] If the stage is identified as the idle transition stage, the preset idle target speed is used as the set value, the high-pressure rotor speed is used as the feedback value, and the idle stage fuel supply amount, which serves as the target fuel control amount, is obtained through a closed-loop feedback control algorithm.

[0023] In some embodiments, determining the target injection pressure and target ignition parameters for the current stage based on the stage identifier, the ambient temperature, and the flight altitude includes:

[0024] The reference injection pressure and reference ignition energy are obtained, and the ambient temperature is processed by a preset temperature segmentation correction strategy to obtain the injection pressure temperature compensation amount and ignition energy temperature compensation amount.

[0025] The flight altitude is processed by a preset altitude segmentation correction strategy to determine the fuel injection pressure altitude compensation amount.

[0026] The target injection pressure is obtained by superimposing the reference injection pressure with the injection pressure temperature compensation amount and the injection pressure height compensation amount;

[0027] The first intermediate ignition energy is obtained by superimposing the reference ignition energy and the ignition energy temperature compensation amount. The ignition duration is determined based on the flight altitude and the preset altitude threshold, and the ignition energy application method is determined based on the stage identifier. The target ignition parameters are determined according to the first intermediate ignition energy, the ignition duration, and the ignition energy application method.

[0028] In some embodiments, performing the start-up control for the current stage based on the target fuel control quantity, the target injection pressure, and the target ignition parameters includes:

[0029] If the stage is identified as the ignition stage, the fuel supply system is controlled to intermittently supply fuel based on the target fuel control quantity, and the ignition system is controlled to perform ignition based on the target ignition parameters.

[0030] If the monitored exhaust temperature does not exceed the minimum temperature rise threshold set according to the environmental conditions within a preset time after the ignition command is issued, the ignition is determined to have failed and an ignition command is generated to re-trigger the ignition process.

[0031] If the stage is identified as the acceleration stage, the fuel supply system is controlled to continuously supply fuel based on the target fuel control quantity, and the rotor acceleration of the turbine engine is acquired in real time. If the rotor acceleration is lower than the preset acceleration threshold, a dynamic fuel quantity bias is added based on the target fuel control quantity, and the injection pressure is adjusted based on the target injection pressure to maintain atomization quality.

[0032] If the stage is identified as the slow transition stage, the target slow speed is set as the slow target speed and the high-pressure rotor speed is used as the feedback value. The target fuel control quantity is dynamically adjusted using a closed-loop control algorithm, and the exhaust temperature of the turbine engine is monitored simultaneously. If the exhaust temperature exceeds the warning temperature, the gradient fuel reduction strategy is activated. If the exhaust temperature reaches the limit temperature, the fuel supply is cut off and the start-up is terminated.

[0033] In some embodiments, the method further includes:

[0034] If the engine speed stops for more than the preset time during the entire start-up process, it is determined that the suspension is started and the oil quantity adjustment or restart process is triggered.

[0035] In some embodiments, the method further includes:

[0036] Determine whether the high-voltage rotor speed is in a preset cold operation stage. If it is, obtain the current environmental parameters, wherein the environmental parameters include at least the ambient temperature.

[0037] The duration of the cold operation phase is determined by processing the ambient temperature through a preset temperature-duration mapping relationship.

[0038] During the duration, a cold-run control command is generated to control the starter motor to drive the turbine engine to rotate and to control the fuel metering device to maintain the fuel supply cut-off state.

[0039] If the high-pressure rotor speed reaches the preset cold run end speed threshold after the duration has expired, a stage switching command is generated to enter the ignition stage.

[0040] If the high-voltage rotor speed is not in the cold operation stage, the stage switching command is directly generated to enter the ignition stage.

[0041] In some embodiments, the method further includes performing an exhaust temperature monitoring and fault handling process during at least one of the ignition phase, acceleration phase, and idle transition phase, wherein the exhaust temperature monitoring and fault handling process includes:

[0042] The exhaust temperature and its rate of change of the turbine engine are acquired in real time. The exhaust temperature is compared with a preset warning temperature threshold and a limit temperature threshold, and the rate of change of the exhaust temperature is compared with a preset rate of change threshold.

[0043] If the exhaust temperature reaches or exceeds the limit temperature threshold, a fuel cut-off command is immediately generated and the entire starting process is terminated.

[0044] If the exhaust temperature exceeds the warning temperature threshold but is below the extreme temperature threshold, a gradient fuel reduction strategy is activated to generate a first adjustment command to gradually reduce the target fuel control quantity in the current stage according to a preset first gradient.

[0045] If the exhaust temperature change rate exceeds the change rate threshold, the exhaust temperature trend within a set time period is predicted. When the predicted exhaust temperature exceeds the warning temperature threshold, a second adjustment command is generated to reduce the target fuel control quantity in the current stage in advance according to a preset second gradient.

[0046] If the exhaust temperature does not exceed the warning temperature threshold and the exhaust temperature change rate does not exceed the change rate threshold, then the target fuel control quantity and the target injection pressure of the current stage are maintained unchanged.

[0047] Secondly, a turbine engine start-up processing system is provided, the system comprising: a partitioning module and a processing module; wherein...

[0048] The division module is used to obtain the real-time high-pressure rotor speed of the turbine engine and divide the starting process into a cold run stage, an ignition stage, an acceleration stage and an idle transition stage, which are executed sequentially based on the high-pressure rotor speed.

[0049] The processing module is configured to execute a stage-adaptive control flow corresponding to each of the ignition stage, acceleration stage, and idle transition stage, wherein the stage-adaptive control flow includes:

[0050] Obtain the current environmental parameters and the stage identifier of the current stage, wherein the environmental parameters include at least the ambient temperature, flight altitude and flight Mach number;

[0051] The environmental parameters are processed using a preset comprehensive correction logic to obtain the comprehensive environmental correction coefficient for the current stage;

[0052] The target fuel control quantity for the current stage is determined based on the stage identifier and the comprehensive environmental correction coefficient.

[0053] The target fuel injection pressure and target ignition parameters for the current stage are determined based on the stage identifier, the ambient temperature, and the flight altitude.

[0054] The current stage of start-up control is performed based on the target fuel control quantity, the target injection pressure, and the target ignition parameters.

[0055] Thirdly, a computer-readable storage medium is provided having a computer program stored thereon that can run on a processor, wherein when executed by the processor, the computer program implements a turbine engine start-up processing method as described in the first aspect.

[0056] By employing the above method, this application first obtains the real-time high-pressure rotor speed of the turbine engine, and divides the starting process into a sequentially executed cold start stage, ignition stage, acceleration stage, and idle transition stage based on the high-pressure rotor speed. Then, within each of the ignition, acceleration, and idle transition stages, a stage-adaptive control process corresponding to that stage is executed. This stage-adaptive control process includes: acquiring the current environmental parameters and the stage identifier of the current stage, wherein the environmental parameters include at least ambient temperature, flight altitude, and flight Mach number; processing the environmental parameters using a preset comprehensive correction logic to obtain the comprehensive environmental correction coefficient for the current stage; determining the target fuel control quantity for the current stage based on the stage identifier and the comprehensive environmental correction coefficient; determining the target injection pressure and target ignition parameters for the current stage based on the stage identifier, ambient temperature, and flight altitude; and executing the starting control for the current stage based on the target fuel control quantity, target injection pressure, and target ignition parameters. This improves the engine's starting success rate and reliability under extreme conditions. Attached Figure Description

[0057] Figure 1 This is a schematic diagram of the overall architecture provided in this application.

[0058] Figure 2 This is a block diagram of a turbine engine start-up processing method provided in an embodiment of this application.

[0059] Figure 3 This is a block diagram of the method for performing start-up control in the current stage based on the target fuel control quantity, target injection pressure and target ignition parameters provided in this application.

[0060] Figure 4 This is a schematic diagram of the overall process provided in this application.

[0061] Figure 5 This is a schematic diagram of the connection of a turbine engine starting processing system provided in an embodiment of this application. Detailed Implementation

[0062] To better understand the purpose, technical solutions, and advantages of this application, it has been described and illustrated below with reference to the accompanying drawings and embodiments. However, those skilled in the art should understand that this application can be implemented without these details. It will be apparent to those skilled in the art that various modifications can be made to the embodiments disclosed in this application, and the general principles defined in this application can be applied to other embodiments and application scenarios without departing from the principles and scope of this application. Therefore, this application is not limited to the illustrated embodiments, but is consistent with the broadest scope claimed in this application.

[0063] The embodiments of this application will now be described in further detail with reference to the accompanying drawings.

[0064] Figure 1 This is a schematic diagram of the overall architecture provided in this application. For example... Figure 1 As shown, the turbine engine starting processing system adopts an architecture based on FADEC (Full Authority Digital Electronic Control), which mainly includes three parts: an environmental sensing module, a core control module, and an execution output module.

[0065] The environmental sensing module is used to collect various environmental and state parameters required during engine startup in real time. Specifically, this module collects ambient temperature, compressor inlet temperature, and exhaust temperature through temperature sensors; static pressure and total pressure through pressure sensors to calculate flight altitude and Mach number; and high-pressure rotor speed and low-pressure rotor speed through speed sensors. The environmental sensing module also includes signal conditioning circuitry for filtering, amplifying, and converting the raw sensor signals from analog to digital.

[0066] The core control module, acting as the intelligent decision-making center, receives data from the environmental sensing module. This core control module further includes a signal preprocessing unit, an environmental parameter correction unit, and a multi-parameter collaborative controller. The signal preprocessing unit performs validity checks and fault diagnosis on the input data. The environmental parameter correction unit calculates the comprehensive environmental correction coefficient for the current stage based on the received ambient temperature, flight altitude, and flight Mach number, using preset correction functions, lookup tables, and three-dimensional interpolation. The multi-parameter collaborative controller, based on this comprehensive correction coefficient, the current stage identifier (e.g., ignition stage, acceleration stage, idle transition stage), and the engine's real-time status, generates control commands such as the target fuel control quantity, target injection pressure, and target ignition parameters for the current stage through collaborative decision-making via control algorithms.

[0067] The execution output module receives and executes control commands from the core control module. This module includes a fuel metering device for precisely adjusting fuel supply according to the target fuel control quantity; a fuel injection pressure regulator for adjusting fuel injection pressure according to the target injection pressure; and an ignition controller for controlling ignition energy and timing according to target ignition parameters. Through the coordinated action of these actuators, precise and adaptive control of the turbine engine starting process is achieved.

[0068] Figure 2 This is a block diagram of a turbine engine start-up processing method provided in an embodiment of this application. Figure 2 As shown, a turbine engine start-up process includes the following steps:

[0069] Step S100: Obtain the real-time high-pressure rotor speed of the turbine engine, and divide the starting process into the cold run stage, ignition stage, acceleration stage and idle transition stage executed sequentially based on the high-pressure rotor speed.

[0070] This application describes the process from the processing end. An electromagnetic speed sensor is installed on the engine, which can acquire the rotation signal of the high-pressure rotor in real time. The obtained high-pressure rotor speed is then substituted into a speed-stage correspondence to divide the starting process into a cold start stage, an ignition stage, an acceleration stage, and an idle transition stage. Specifically, if the high-pressure rotor speed is not less than 0% and less than 15%, the engine is in the cold start stage. If the high-pressure rotor speed is not less than 15% and less than 20%, the engine is in the ignition stage. If the high-pressure rotor speed is not less than 20% and less than 35%, the engine is in the acceleration stage. If the high-pressure rotor speed is not less than 35% and less than 100%, the engine is in the idle transition stage.

[0071] The entire process of transitioning the engine from a standstill to a working state involves sequentially executing the cold start phase, ignition phase, acceleration phase, and idle transition phase. An adaptive control procedure is required for each phase. Before executing the adaptive control procedure, it is first necessary to determine if the high-pressure rotor speed is within the preset cold start phase. If not, it is then determined if the high-pressure rotor speed is within the ignition phase. If so, the adaptive control procedure corresponding to the cold start phase is executed. Executing the adaptive control procedure corresponding to the cold start phase includes the following steps:

[0072] Step S1: Obtain the current environmental parameters, including at least the ambient temperature.

[0073] Step S2: Determine the duration of the cold operation phase by processing the ambient temperature through a preset temperature-duration mapping relationship.

[0074] Step S3: During the duration, generate a cold run control command to control the starter motor to drive the turbine engine to rotate and control the fuel metering device to maintain the fuel supply cut-off state.

[0075] Step S4: After the duration has expired, if the high-pressure rotor speed reaches the preset cold run end speed threshold, a stage switching command is generated to enter the ignition stage.

[0076] Step S5: If the high-voltage rotor speed is not in the cold running stage, directly generate a stage switching command to enter the ignition stage.

[0077] Specifically, environmental parameters are first acquired in real time through an environmental sensing module. The temperature sensing unit uses a PT1000 platinum resistance temperature sensor to measure ambient temperature, with a measurement range of -65℃ to 250℃ and an accuracy of ±0.5℃. In addition, environmental parameters also include flight altitude and Mach number, acquired through a pressure sensing unit and an airspeed indicator combined with an atmospheric data computer, respectively. These parameters together constitute the current starting environment status input.

[0078] Then, based on the characteristics of the engine requiring extended lubrication time in low-temperature environments and shortened cold-running time in high-temperature environments, a temperature-duration mapping relationship was established. This mapping relationship was calibrated based on engine component test and whole-machine test data. Specifically, when the ambient temperature is below 0℃, the cold-running duration is set to 5 to 8 seconds; when the ambient temperature is not less than 0℃ and not greater than 30℃, the cold-running duration is set to 3 to 5 seconds; and when the ambient temperature is greater than 30℃, the cold-running duration is set to 2 to 3 seconds, in order to reduce heat accumulation and accelerate the starting process. This mapping relationship is pre-stored in the storage unit of the core control module in the form of a lookup table or piecewise function.

[0079] Next, during the cold start phase, a cold start control command is sent. This command includes a starter control command and a fuel cut-off command. The starter control command keeps the starter motor energized, causing the high-pressure and low-pressure rotors to rotate at a speed less than 15%. The cut-off command then controls the fuel metering device, such as the high-pressure gear-type electric fuel pump, to remain closed, ensuring no fuel is supplied during this phase. Simultaneously, the high-pressure rotor speed is monitored in real time to ensure it remains within the cold start range.

[0080] Next, after the cold run period ends, check whether the high-pressure rotor speed has reached the cold run end speed threshold, i.e., whether the high-pressure rotor speed is not less than 15%. If it has, a stage switching command is generated, marking the end of the cold run stage and entering the ignition stage. If the speed has reached the threshold earlier than expected during the duration, the switch can also be made earlier to improve starting efficiency.

[0081] Finally, if the high-pressure rotor speed is detected to be higher than the upper limit of the cold run stage (i.e., whether the high-pressure rotor speed is not less than 15%), it is determined that the engine has skipped or completed the cold run, and a stage switching command is directly generated to enter the ignition stage and execute the subsequent adaptive control process. This extends the cold run time in low-temperature environments, ensuring that the lubricating oil fully covers the moving parts, avoiding dry friction and cold start wear; and shortens the cold run time in high-temperature environments, reducing heat accumulation and the risk of fuel vaporization, thus improving starting reliability in extreme environments. Furthermore, by combining temperature sensing with preset mapping relationships, it automatically adapts to a wide range of ambient temperatures without manual intervention or fixed timing control.

[0082] Step S200: In each of the ignition phase, acceleration phase, and idle transition phase, execute the phase-adaptive control process corresponding to the phase.

[0083] Step S300, the stage adaptive control process includes: obtaining the current environmental parameters and the stage identifier of the current stage, wherein the environmental parameters include at least the ambient temperature, flight altitude and flight Mach number.

[0084] Specifically, when executing the stage-adaptive control process corresponding to each stage of the ignition, acceleration, and idle transition stages, the environmental parameters corresponding to each stage of the ignition, acceleration, and idle transition stages can be obtained by acquiring environmental parameters during the cold run stage; that is, the current environmental parameters. This will not be elaborated further here.

[0085] In addition, each of the ignition stage, acceleration stage, and idle transition stage has a unique identifier to indicate the current stage. The current stage can be determined by first checking the high-voltage rotor speed, and then by checking the identifier corresponding to the current stage.

[0086] Step S400: Use the preset comprehensive correction logic to process the environmental parameters to obtain the comprehensive environmental correction coefficient for the current stage.

[0087] After obtaining the current environmental parameters and stage identifier, the process proceeds to the comprehensive environmental correction coefficient calculation stage. This involves fusing multi-dimensional environmental parameters using comprehensive correction logic to improve adaptability across all operating conditions. The process of using preset comprehensive correction logic to process environmental parameters and obtain the comprehensive environmental correction coefficient for the current stage includes the following steps:

[0088] Step S401: The ambient temperature is processed by a preset temperature correction function to obtain a temperature correction coefficient. The temperature correction function is obtained by piecewise polynomial fitting based on the deviation of the ambient temperature from the reference temperature.

[0089] Step S402: Obtain the altitude correction coefficient by querying a preset high-speed characteristic table using the flight altitude and flight Mach number. The altitude correction coefficient is related to the air pressure ratio and flight Mach number corresponding to the flight altitude.

[0090] Step S403: The flight Mach number is processed by a preset Mach number correction function to determine the Mach number correction coefficient. The Mach number correction function performs a linear correction based on the deviation of the flight Mach number from the reference Mach number.

[0091] Step S404: The coupling compensation coefficient is obtained by processing the ambient temperature, flight altitude and flight Mach number through a three-dimensional interpolation table.

[0092] Step S405: Multiply the temperature correction factor, altitude correction factor, Mach number correction factor, and coupling compensation factor together to obtain the comprehensive environmental correction factor.

[0093] The temperature correction function is derived from test data of engine fuel system components and reflects the nonlinear relationship between fuel atomization, air density, and temperature. Specifically, the temperature correction coefficient is described using a piecewise polynomial form: Temperature Correction Coefficient = 1 + First Coefficient * (Ambient Temperature - Reference Temperature) + Second Coefficient * (Ambient Temperature - Reference Temperature) 2 The first and second coefficients are set in segments according to the temperature range to match the characteristics of the fuel system at different temperatures. When the ambient temperature is below 0℃, the first coefficient is 0.015 and the second coefficient is 0.0005. At this time, the temperature correction coefficient is greater than 1, and the fuel quantity increases as the temperature decreases to compensate for poor fuel atomization at low temperatures. When the ambient temperature is not less than 0℃ and not greater than 30℃, the first coefficient is 0.008 and the second coefficient is 0.0002, which is a smooth transition zone with a small correction range. When the ambient temperature is greater than 30℃, the first coefficient is -0.01 and the second coefficient is 0.0003. At this time, the temperature correction coefficient is less than 1, and the fuel quantity decreases as the temperature increases to prevent overheating due to rich fuel at high temperatures.

[0094] The high-speed characteristics table is compiled based on engine test data and reflects the impact of intake pressure and air density on starting fuel quantity under different combinations of altitude and Mach number. The formula for calculating the altitude correction factor is: Altitude Correction Factor = Current Atmospheric Pressure at Current Altitude / Standard Atmospheric Pressure at Sea Level * (1 + 0.2 * Flight Mach Number) 2 ) -3.5 The atmospheric pressure at the current altitude is obtained through a barometric pressure sensor, and an altitude correction coefficient is obtained by real-time lookup or calculation based on the Mach number. This altitude correction coefficient is close to 1 in the first altitude region and decreases significantly in the middle and high altitude regions to adapt to the oil and gas matching requirements in the thin air environment.

[0095] The Mach number correction factor adopts a linear correction model, i.e., the Mach number correction function. Specifically, the Mach number correction factor = 1 + Mach number correction gain factor * (flight Mach number - reference Mach number). The Mach number correction gain factor is obtained through engine inlet ramjet effect testing and calibration. This correction is mainly used to compensate for the impact of inlet ramjet effect on the compressor operating point during high-speed flight.

[0096] Because of the cross-coupling effect among temperature, altitude, and Mach number, such as the coupling problem between atomization and combustion under high altitude and low temperature conditions, this application uses a pre-constructed three-dimensional interpolation table for coupling compensation. This three-dimensional interpolation table is generated based on engine full envelope start-up test data, that is, the coupling compensation coefficient is obtained in real time by looking up the table according to the current ambient temperature, flight altitude, and flight Mach number, so as to correct the nonlinear interaction effects between multiple parameters.

[0097] Finally, the temperature correction factor, altitude correction factor, Mach number correction factor, and coupling compensation factor are multiplied together to obtain the comprehensive environmental correction factor, i.e., Comprehensive Environmental Correction Factor = Temperature Correction Factor * Altitude Correction Factor * Mach Number Correction Factor * Coupling Compensation Factor. This comprehensive environmental correction factor serves as a unified correction factor for the adaptive adjustment of fuel control quantity, injection pressure, and ignition parameters in subsequent stages, thereby achieving start-up optimization across the entire operating range.

[0098] This approach achieves two key benefits: firstly, piecewise polynomial temperature correction precisely matches the nonlinear characteristics of the fuel system over a wide temperature range, improving fuel-air matching accuracy under extreme temperatures; secondly, the high-speed characteristic table, combined with physical formulas, enables joint correction for altitude and Mach number, enhancing starting adaptability under high-altitude and high-speed conditions. Furthermore, three-dimensional interpolation coupling compensation effectively handles the cross-influence of multiple parameters, improving control robustness across the entire operating range.

[0099] Step S500: Determine the target fuel control quantity for the current stage based on the stage identifier and the comprehensive environmental correction coefficient.

[0100] After obtaining the comprehensive environmental correction coefficient, a differentiated fuel control strategy is adopted based on the current stage identifier to generate a target fuel control quantity that precisely matches the current environmental conditions and engine status. Determining the target fuel control quantity for the current stage based on the stage identifier and the comprehensive environmental correction coefficient includes the following steps:

[0101] Step S501: If the stage is identified as the ignition stage, obtain the reference ignition fuel quantity, and multiply the reference ignition fuel quantity by the comprehensive environmental correction coefficient to obtain the ignition stage fuel supply quantity as the target fuel control quantity.

[0102] Step S502: If the stage is identified as the acceleration stage, a reference acceleration fuel quantity is obtained based on the high-pressure rotor speed and the preset acceleration fuel supply function. The reference acceleration fuel quantity is multiplied by the comprehensive environmental correction coefficient to obtain the acceleration stage fuel supply quantity as the target fuel control quantity. The acceleration fuel supply function is configured to make the reference acceleration fuel quantity monotonically increase with the speed.

[0103] Step S503: If the stage is identified as the slow transition stage, the slow stage fuel supply amount is obtained through a closed-loop feedback control algorithm, using the preset slow target speed as the set value and the high-pressure rotor speed as the feedback value, and the target fuel control amount is obtained.

[0104] Specifically, when the ignition phase is determined, the system first retrieves the baseline ignition fuel quantity, pre-determined through core engine testing, from the storage unit. This baseline ignition fuel quantity is the minimum fuel quantity that ensures reliable ignition under standard sea level and ambient temperature conditions. Then, the previously calculated comprehensive environmental correction factor is multiplied by this baseline ignition fuel quantity to obtain the fuel supply quantity suitable for the current actual environmental conditions. For example, in high-altitude, low-temperature environments, the comprehensive environmental correction factor may be less than 1, resulting in a lower ignition fuel quantity calculated to prevent fuel-rich flameout due to thin air and reduced combustion efficiency. In high-temperature environments, the correction factor may also guide the system to reduce fuel supply, reducing the occurrence of turbine inlet temperature exceeding limits due to low air density. Thus, by directly applying a unified environmental impact factor to the baseline fuel quantity, rapid and accurate adaptive adjustment of the ignition fuel quantity is achieved across the entire operating range.

[0105] Once the acceleration phase begins, the fuel control strategy switches to responsive control. First, based on the real-time high-pressure rotor speed, a preset acceleration fuel supply function is queried or calculated to obtain a baseline acceleration fuel quantity that monotonically increases with engine speed. This acceleration fuel supply function typically exhibits an exponential law, i.e., baseline acceleration fuel quantity = third coefficient * (1 - e^(-1 / 2))^(-1 / 2 ... -第四系数*高压转子转速 The third and fourth coefficients are determined based on the characteristics of the engine's starting components, ensuring the smoothness and rationality of fuel quantity growth during acceleration. This baseline acceleration fuel quantity is then multiplied by a comprehensive environmental correction coefficient to obtain the final target fuel control quantity. For example, under high Mach number conditions, the correction coefficient provides positive compensation for the baseline fuel quantity to address the effects of intake manifold ram airflow. Under high altitude conditions, a negative correction is applied to prevent excessive acceleration from causing overheating. This method, combining a baseline curve with environmental correction, ensures both the basic fuel requirement during acceleration and precise compensation for environmental disturbances.

[0106] Once the engine speed enters the idle transition phase, the control objective shifts to smoothly increasing and stabilizing the engine speed at the target idle speed. At this point, a closed-loop feedback control strategy is employed. The preset target idle speed is used as the setpoint, and the real-time high-pressure rotor speed is used as the feedback value. The required fuel supply is dynamically calculated using closed-loop control algorithms such as PID control. This algorithm continuously compares the deviation between the setpoint and the feedback value, and calculates a fuel control command based on proportional, integral, and derivative terms to eliminate the deviation and stabilize the engine speed. During this stage, the influence of the environmental correction coefficient is implicitly included in the engine speed closed-loop feedback system. For example, in low-density air conditions, engine acceleration resistance may change, causing the engine speed response to differ from standard operating conditions. The closed-loop controller automatically adjusts the fuel supply to overcome this difference, ensuring the engine speed eventually converges to the target value, thus achieving a smooth and reliable transition from the final acceleration phase to a stable idle state.

[0107] This approach achieves two key benefits. First, by combining a unified comprehensive environmental correction coefficient with the specific reference fuel quantity calculation logic for each stage, it ensures a precise match between the fuel control law and the physical characteristics of the starting process. Specifically, during the ignition phase, the reference fuel quantity is directly corrected to guarantee initial combustion. During acceleration, the correction coefficient is combined with the follow-up curve to balance acceleration requirements and environmental adaptability. Finally, closed-loop control is employed during the idle phase to ensure stable and accurate engine speed. Second, through phased and differentiated fuel quantity adaptation, it effectively avoids problems such as fuel-rich stalling, excessively slow acceleration, or turbocharger overheating that can easily occur under extreme conditions with traditional fixed-parameter programs, thus improving the starting success rate and safety across the entire operating range.

[0108] Step S600: Determine the target fuel injection pressure and target ignition parameters for the current stage based on the stage identifier, ambient temperature, and flight altitude.

[0109] After determining the target fuel control quantity adapted to the environment based on the comprehensive environmental correction coefficient, in order to ensure fuel atomization quality and ignition reliability, it is also necessary to coordinately optimize the injection pressure and ignition parameters. This application dynamically determines the strategy based on the needs of different start-up stages and the specific influences of ambient temperature and flight altitude. Among them, determining the target injection pressure and target ignition parameters for the current stage based on stage identifier, ambient temperature, and flight altitude includes the following steps:

[0110] Step S601: Obtain the reference injection pressure and reference ignition energy, and process the ambient temperature using a preset temperature segmentation correction strategy to obtain the injection pressure temperature compensation amount and ignition energy temperature compensation amount.

[0111] Step S602: The flight altitude is processed by a preset altitude segmentation correction strategy to determine the fuel injection pressure altitude compensation amount.

[0112] Step S603: The reference injection pressure, the injection pressure temperature compensation, and the injection pressure height compensation are superimposed to obtain the target injection pressure.

[0113] Step S604: The reference ignition energy and the ignition energy temperature compensation amount are superimposed to obtain the first intermediate ignition energy. The ignition duration is determined based on the flight altitude and the preset altitude threshold. The ignition energy application method is determined based on the stage identifier. The target ignition parameters are determined according to the first intermediate ignition energy, the ignition duration and the ignition energy application method.

[0114] Specifically, the system first retrieves the reference injection pressure and reference ignition energy, calibrated through engine bench tests under standard sea level and ambient temperature conditions, from the storage unit. Then, it performs calculations based on the currently collected ambient temperature using a preset temperature segmentation correction strategy. This temperature segmentation correction strategy stems from in-depth research into the characteristics of the fuel system. For injection pressure, the temperature compensation is determined as follows: when the ambient temperature is below 0°C, to prevent increased fuel viscosity and poor atomization at low temperatures, the injection pressure needs to be increased, with a positive compensation, such as increasing at a gradient of 0.1 MPa / 10°C. When the ambient temperature is above 30°C, to prevent premature fuel vaporization at high temperatures from affecting mixture formation, the injection pressure needs to be appropriately reduced, with a negative compensation, such as decreasing at a gradient of 0.05 MPa / 10°C. When the ambient temperature is between 0°C and 30°C, a minor smoothing correction is performed, or no compensation is applied. The logic for determining the temperature compensation for ignition energy is as follows: In low-temperature environments, to overcome the challenges of difficult fuel evaporation and high ignition requirements, ignition energy needs to be increased, and the compensation is positive. In high-temperature environments, due to relatively improved fuel-air mixing conditions, ignition energy can be maintained or slightly reduced, and the compensation is negative or zero. Specific compensation values ​​can be obtained through experimentally calibrated piecewise functions or by looking up tables.

[0115] Then, based on the current flight altitude, a preset altitude segmentation correction strategy is applied to calculate the injection pressure altitude compensation. Flight altitude is primarily obtained by measuring static pressure using a barometric pressure sensor, such as a silicon piezoresistive pressure sensor. The core principle is to address the impact of varying air density at different altitudes on fuel atomization and air-fuel mixture. Specifically, in low-altitude areas, such as below 3 km, the air density is close to sea level, having a minimal impact on atomization; the injection pressure altitude compensation can be approximately zero or only slightly compensated. In mid-to-high altitude areas, such as above 3 km, as the air becomes thinner, the injection pressure needs to be adjusted to maintain effective fuel atomization quality and air-fuel mixture ratio. The injection pressure altitude compensation is typically a positive value, meaning the injection pressure needs to be appropriately increased to compensate for the decrease in atomization effect under low-density air. The specific value can be calculated based on the altitude using preset lookup tables or formulas.

[0116] After obtaining the temperature compensation and altitude compensation, the final target injection pressure is generated by superposition. The calculation formula is: Target injection pressure = Base injection pressure + Temperature compensation + Altitude compensation. This comprehensively reflects the independent and coupled effects of the two key environmental factors, ambient temperature and flight altitude, on the injection pressure, ensuring that the injection system can provide optimal atomization pressure in various extreme environments, from low-temperature high-altitude areas to high-temperature low-altitude areas.

[0117] Finally, the complete target ignition parameters are determined. The first step is to calculate the temperature-corrected first intermediate ignition energy, i.e., first intermediate ignition energy = baseline ignition energy + ignition energy temperature compensation. The second step is to determine the ignition duration. This parameter is mainly affected by flight altitude because at high altitudes, with thin air and low oxygen content, a longer ignition time is needed to ensure the flame core has sufficient time to develop and stabilize. For example, an altitude threshold can be preset. When the flight altitude is not lower than the altitude threshold, the ignition duration is set to a longer value, such as 2-3 seconds; when the flight altitude is lower than the altitude threshold, a standard or shorter ignition duration, such as 1-2 seconds, is used. The third step is to determine the ignition energy application method. This depends on the current stage. For example, during the ignition stage, a high-energy, intermittent application method is needed to ignite the initial flame core; during the acceleration stage, if auxiliary ignition is needed to prevent surge or stabilize combustion, a continuous but lower-energy application method is used; during the idle transition stage, no additional ignition is required. The fourth step combines the first intermediate ignition energy, ignition duration, and ignition energy application method to define the complete target ignition parameters for the current stage, and sends them to the ignition controller for execution.

[0118] This temperature-segmented correction strategy precisely matches the nonlinear variations in fuel atomization and ignition energy requirements across a wide temperature range. The altitude-segmented correction strategy effectively addresses the varying requirements of air properties at different altitudes on the atomization process and combustion continuity. Finally, by superimposing temperature and altitude compensation values ​​with baseline values ​​and combining them with stage markers to determine the ignition application method, coordinated adaptive optimization of injection pressure and ignition parameters is achieved across all operating conditions. This not only significantly improves the first-time ignition success rate and flame stability in extreme environments but also effectively prevents low combustion efficiency due to poor atomization or the risk of flameout due to mismatched ignition parameters, thus ensuring engine starting reliability and success rate from another crucial dimension.

[0119] Step S700: Execute the start-up control for the current stage based on the target fuel control quantity, target injection pressure, and target ignition parameters.

[0120] After determining the target fuel control quantity, target injection pressure, and target ignition parameters for each stage, the specific execution control phase begins. Figure 3This is a block diagram of the method provided in this application for performing start-up control in the current stage based on target fuel control quantity, target injection pressure, and target ignition parameters. Figure 3 As shown, the start-up control for the current stage, based on the target fuel control quantity, target injection pressure, and target ignition parameters, includes the following steps:

[0121] Step S701: If the stage is identified as the ignition stage, the fuel supply system is controlled to intermittently supply fuel based on the target fuel control quantity, and the ignition system is controlled to perform ignition based on the target ignition parameters.

[0122] Step S702: If the monitored exhaust temperature does not exceed the minimum temperature rise threshold set according to the environmental conditions within a preset time after the ignition command is issued, the ignition is determined to have failed and an ignition command is generated to re-trigger the ignition process.

[0123] Step S703: If the stage is identified as the acceleration stage, the fuel supply system is continuously supplied with fuel based on the target fuel control quantity, and the rotor acceleration of the turbine engine is acquired in real time. If the rotor acceleration is lower than the preset acceleration threshold, a dynamic fuel quantity bias is added based on the target fuel control quantity, and the injection pressure is adjusted based on the target injection pressure to maintain atomization quality.

[0124] In step S704, if the stage is identified as the slow-speed transition stage, the target fuel control quantity is dynamically adjusted using the slow-speed target speed as the set value and the high-pressure rotor speed as the feedback value, and the exhaust temperature of the turbine engine is monitored simultaneously. If the exhaust temperature exceeds the warning temperature, the gradient fuel reduction strategy is activated. If the exhaust temperature reaches the limit temperature, the fuel supply is cut off and the start-up is terminated.

[0125] Specifically, when the ignition phase is determined to be underway, a control command is sent to the execution output module. For example, the fuel metering device of the high-speed gear-type electric fuel pump receives the target fuel control quantity command, which is the fuel supply quantity for the ignition phase adjusted by the comprehensive environmental correction coefficient, and adopts an intermittent fuel supply mode. This mode supplies the calculated total fuel quantity in multiple stages by periodically opening and closing the fuel supply valve, preventing excessive fuel accumulation in the combustion chamber and causing rich fuel flameout, especially beneficial for gradual fuel evaporation and mixing in low-temperature environments. Simultaneously, the ignition controller triggers the high-energy igniter to operate according to the target ignition parameters, generating an electric spark. These target ignition parameters include the ignition energy after temperature and altitude compensation, the ignition duration adapted to high altitudes, and the high-energy intermittent ignition mode set for this phase. The exhaust temperature is monitored in real time by the temperature sensing unit. If ignition is successful, the heat generated by combustion will cause a significant rise in exhaust temperature within seconds after ignition.

[0126] To ensure reliable starting, an ignition failure detection mechanism is implemented. If, within a preset time after the ignition command is issued, the monitored exhaust temperature does not exceed the minimum temperature rise threshold set according to environmental conditions, it indicates that effective combustion has not occurred, and the core control module determines that the ignition has failed. Subsequently, instead of simply repeating the previous process, a new ignition command is generated to trigger a backup ignition strategy. This strategy may include: adjusting the ignition timing, such as slightly delaying the relative timing of fuel injection and ignition, switching the ignition coil or spark plug, or, under safe conditions, fine-tuning the target ignition energy, such as further increasing energy in extremely low-temperature environments. The retried ignition process will again begin with intermittent fuel injection and ignition execution, forming a closed-loop attempt until successful ignition or the maximum number of attempts is reached, after which a safety procedure is initiated.

[0127] When the high-pressure rotor speed enters the acceleration phase, the fuel supply mode switches from intermittent to continuous. The fuel metering device provides a continuous fuel supply according to the target fuel control quantity, which is designed to increase monotonically with the speed according to an exponential law. Simultaneously, the high-pressure rotor acceleration is calculated in real time by a speed sensor. The core control module compares the calculated real-time acceleration with a preset acceleration threshold set according to the current environmental conditions. If the real-time acceleration is lower than this threshold, it indicates that the engine acceleration is weak, posing a risk of suspension failure. At this time, the multi-parameter collaborative controller adds a dynamic fuel quantity bias to the current target fuel control quantity, gradually increasing it according to a preset step size, to provide additional torque to improve acceleration. This process is closed-loop, continuously monitoring acceleration changes until it returns to the desired level. At the same time, the fuel injection pressure regulator acts according to the target injection pressure command, dynamically adjusting the fuel injection pressure. This target injection pressure has integrated compensation for ambient temperature and flight altitude, ensuring that the fuel atomization particle size and cone angle are always maintained within the optimal range under various extreme conditions, providing a foundation for stable combustion and efficient acceleration.

[0128] Once the engine speed enters the idle transition phase, the control core switches to precise and stable closed-loop control of the engine speed. Using a preset idle target speed as the setpoint and the real-time high-pressure rotor speed as feedback, a closed-loop control algorithm such as fuzzy PID dynamically calculates and outputs the required target fuel control quantity, ensuring the engine speed smoothly converges to the idle state. During this process, the rate of change in fuel quantity is limited to prevent stalling or speed fluctuations due to overshoot. Simultaneously, exhaust temperature is strictly monitored and protected. The real-time exhaust temperature is compared with two preset thresholds: a warning temperature and an extreme temperature. If the exhaust temperature exceeds the warning temperature but does not reach the extreme temperature, the system activates a soft protection mechanism, i.e., a gradient fuel reduction strategy: the core control module generates an adjustment command, controlling the fuel metering device to gradually reduce the current fuel supply at fixed ratios at specific time intervals, gently suppressing the temperature rise. If the exhaust temperature directly reaches or exceeds the extreme temperature, hard protection is immediately triggered, generating a fuel cut-off command, controlling the fuel metering device to completely stop fuel supply, and aborting the entire starting process to prevent permanent damage to turbine components from hot starting.

[0129] This approach, on the one hand, strictly divides the starting process into different stages and matches differentiated fuel supply modes, control modes, and protection strategies to each stage, ensuring that control actions closely align with the physical characteristics and safety requirements of each engine starting stage. On the other hand, through ignition failure detection and retry mechanisms, and dynamic fuel quantity bias adjustment during acceleration, it can automatically diagnose and take corrective measures when faced with common fault states such as unsuccessful initial ignition and weak acceleration, improving the success rate and robustness of single starts. Furthermore, the deep integration of exhaust temperature monitoring into each stage of control enables a progressive safety response from early warning fuel reduction to emergency cutoff, and real-time follow-up control of injection pressure ensures basic combustion quality, effectively preventing serious safety accidents such as hot starts, overheating, and surge, thus ensuring high reliability of the starting process.

[0130] Preferably, if the engine speed stops for more than a preset duration during the entire start-up process, it is determined to be a suspension start and the fuel adjustment or restart procedure is triggered. This not only adapts to environmental changes but also addresses abnormal states that may occur during dynamic processes. It avoids start-up failures directly caused by brief pauses by first attempting adaptive fuel adjustments based on the current stage to correct the problem, and only performing an orderly restart when adjustments fail. This significantly improves the probability of a successful start-up under complex conditions and the overall robustness of the start-up process, while reducing unnecessary in-flight engine shutdown risks and reliance on manual pilot intervention.

[0131] Preferably, during at least one of the ignition phase, acceleration phase, and idle transition phase, an exhaust temperature monitoring and fault handling procedure is executed, wherein the exhaust temperature monitoring and fault handling procedure includes:

[0132] Step S6: Real-time acquisition of the exhaust temperature and its rate of change of the turbine engine; comparison of the exhaust temperature with preset warning temperature threshold and limit temperature threshold; and comparison of the exhaust temperature rate of change with preset rate of change threshold.

[0133] Step S7: If the exhaust temperature reaches or exceeds the limit temperature threshold, a fuel cut-off command is immediately generated and the entire starting process is terminated.

[0134] Step S8: If the exhaust temperature exceeds the warning temperature threshold but is below the limit temperature threshold, the gradient fuel reduction strategy is activated to generate a first adjustment command to gradually reduce the target fuel control quantity of the current stage according to the preset first gradient.

[0135] Step S9: If the rate of change of exhaust temperature exceeds the rate of change threshold, predict the exhaust temperature trend within a set time period in the future. When the predicted exhaust temperature exceeds the warning temperature threshold, generate a second adjustment command to reduce the target fuel control quantity of the current stage in advance according to the preset second gradient.

[0136] Step S10: If the exhaust temperature does not exceed the warning temperature threshold and the exhaust temperature change rate does not exceed the change rate threshold, then maintain the target fuel control quantity and target injection pressure unchanged in the current stage.

[0137] Specifically, exhaust temperature is collected in real time using a PT1000 platinum resistance temperature sensor installed on the engine exhaust section, with a sampling frequency of no less than 10Hz. Simultaneously, the signal preprocessing unit in the core control module filters the exhaust temperature and calculates its rate of change, i.e., the rate of increase of exhaust temperature per unit time. Three key thresholds are preset: a warning temperature threshold, an extreme temperature threshold, and a rate of change threshold. The warning temperature threshold is set to be lower than the extreme temperature threshold by a certain margin. The extreme temperature threshold is determined based on the temperature resistance limit of the turbine material and is given during the engine design phase. The real-time collected exhaust temperature and exhaust temperature rate of change are compared with the above thresholds in real time.

[0138] When the exhaust temperature is detected to be not lower than the limit temperature threshold, it indicates that the engine is in a dangerous hot-start state. The core control module immediately generates a fuel cut-off command, which is sent to the fuel metering device through the execution output module to completely stop fuel supply. At the same time, an abort command is generated to terminate the current starting process and record a fault code to prevent turbine components from being damaged due to overheating.

[0139] When the exhaust temperature exceeds the warning temperature threshold but remains below the extreme temperature threshold, a soft protection mechanism, namely a gradient fuel reduction strategy, is activated. The core control module generates a first adjustment command, controlling the fuel metering device to gradually reduce the target fuel control quantity at fixed time intervals according to a preset first gradient, such as 2% to 3%. This strategy gently suppresses the rising trend of exhaust temperature, avoiding engine stalling due to sudden and significant fuel reduction, while also preventing the temperature from further climbing to the extreme value.

[0140] When the rate of change of exhaust temperature exceeds the threshold, it indicates that the exhaust temperature is rising too rapidly. Even if the current temperature has not exceeded the warning threshold, it may exceed it in the near future. The predictive control algorithm is activated, which predicts the exhaust temperature trend over a set time period based on the current rate of change of exhaust temperature. If the predicted value will exceed the warning temperature threshold, the core control module generates a second adjustment command in advance, controlling the fuel metering device to reduce the target fuel control quantity in advance according to a preset second gradient, such as reducing the fuel quantity by 3% to 5% every 100ms. This predictive intervention can proactively adjust before the temperature actually exceeds the threshold, avoiding triggering hard protection and improving the smoothness and success rate of the start-up process.

[0141] When the exhaust temperature does not exceed the warning temperature threshold and the rate of change does not exceed the rate of change threshold, it indicates that the current temperature state is safe and the upward trend is controllable. No intervention is required. The target fuel control quantity and target injection pressure of the current stage remain unchanged, and the established start-up procedure continues to be executed.

[0142] On the one hand, by setting dual temperature thresholds—both warning and extreme—and combining them with a gradient fuel reduction strategy, the engine can be gently adjusted when the temperature approaches but does not reach a dangerous level, avoiding abrupt interruptions. On the other hand, the introduction of a rate of change prediction mechanism can identify rapid temperature increases in advance and proactively intervene to prevent hot starts. This process significantly improves the starting safety and reliability of the engine in extreme environments, reduces the risk of start-up failures or component damage due to temperature runaway, and maintains the smoothness and continuity of the starting process through closed-loop adaptive adjustment.

[0143] Figure 4 This is a schematic diagram of the overall process provided in this application. For example... Figure 4As shown, the process begins with inputting environmental parameters. Then, temperature, altitude, and Mach number correction coefficients are determined based on these parameters. These coefficients are then combined to obtain a comprehensive correction coefficient. Based on this comprehensive correction coefficient, a corresponding comprehensive correction strategy is determined to increase injection pressure to improve atomization, decrease injection pressure to prevent vaporization, and reduce starting fuel quantity to utilize the ram effect. Next, fuel quantity and pressure are output in a coordinated manner to control the actuator. During actuator control, the starting process is monitored to determine success. If successful, the engine enters idle mode. If unsuccessful, safety protection actions are initiated, and the cause of failure is analyzed. Based on the cause, the correction parameters are adjusted, and then the environmental parameters are input again.

[0144] Figure 5 This is a schematic diagram of the connection of a turbine engine starting processing system provided in an embodiment of this application. Figure 5 As shown, a turbine engine start-up processing system includes a partitioning module and a processing module.

[0145] The system includes a segmentation module to acquire the real-time high-pressure rotor speed of the turbine engine and divide the start-up process into sequentially executed cold start, ignition, acceleration, and idle transition phases based on this rotor speed. A processing module executes a phase-adaptive control flow corresponding to each phase within the ignition, acceleration, and idle transition phases. This phase-adaptive control flow includes: acquiring current environmental parameters and the phase identifier, where environmental parameters include at least ambient temperature, flight altitude, and flight Mach number; processing the environmental parameters using a preset comprehensive correction logic to obtain the comprehensive environmental correction coefficient for the current phase; determining the target fuel control quantity for the current phase based on the phase identifier and the comprehensive environmental correction coefficient; determining the target injection pressure and target ignition parameters for the current phase based on the phase identifier, ambient temperature, and flight altitude; and executing start-up control for the current phase based on the target fuel control quantity, target injection pressure, and target ignition parameters.

[0146] The other functions performed by the above-mentioned division module and processing module, as well as the technical details of each function, are the same as or similar to the corresponding features in the turbine engine start-up processing method described above, so they will not be repeated here.

[0147] This application also provides a computer storage medium storing a computer program that, when run on a computer, enables the computer to execute the steps in the turbine engine start-up process described above.

[0148] It should be understood that although the steps in the flowcharts in the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order requirement for the execution of these steps, and they can be performed in other orders.

[0149] The above description is only a partial embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for starting a turbine engine, characterized in that, The method includes: The real-time high-pressure rotor speed of the turbine engine is obtained, and the starting process is divided into a cold start stage, an ignition stage, an acceleration stage, and an idle transition stage, which are executed sequentially, based on the high-pressure rotor speed. Within each of the ignition phase, acceleration phase, and idle transition phase, a phase-adaptive control flow corresponding to that phase is executed, wherein the phase-adaptive control flow includes: Obtain the current environmental parameters and the stage identifier of the current stage, wherein the environmental parameters include at least the ambient temperature, flight altitude and flight Mach number; The environmental parameters are processed using a preset comprehensive correction logic to obtain the comprehensive environmental correction coefficient for the current stage; The target fuel control quantity for the current stage is determined based on the stage identifier and the comprehensive environmental correction coefficient. The target fuel injection pressure and target ignition parameters for the current stage are determined based on the stage identifier, the ambient temperature, and the flight altitude. The current stage of start-up control is performed based on the target fuel control quantity, the target injection pressure, and the target ignition parameters; wherein, the step of processing the environmental parameters using a preset comprehensive correction logic to obtain the comprehensive environmental correction coefficient for the current stage includes: The ambient temperature is processed by a preset temperature correction function to obtain a temperature correction coefficient, wherein the temperature correction function is obtained by piecewise polynomial fitting based on the deviation of the ambient temperature from the reference temperature. An altitude correction coefficient is obtained by querying a preset high-speed characteristic table using the flight altitude and the flight Mach number, wherein the altitude correction coefficient is related to the air pressure ratio corresponding to the flight altitude and the flight Mach number; The flight Mach number is processed by a preset Mach number correction function to determine the Mach number correction coefficient, wherein the Mach number correction function performs a linear correction based on the deviation of the flight Mach number from the reference Mach number; The coupling compensation coefficient is obtained by processing the ambient temperature, the flight altitude and the flight Mach number using a three-dimensional interpolation table. The comprehensive environmental correction factor is obtained by multiplying the temperature correction factor, the altitude correction factor, the Mach number correction factor, and the coupling compensation factor.

2. The method according to claim 1, characterized in that, Determining the target fuel control quantity for the current stage based on the stage identifier and the comprehensive environmental correction coefficient includes: If the stage is identified as the ignition stage, a reference ignition fuel quantity is obtained, and the reference ignition fuel quantity is multiplied by the comprehensive environmental correction coefficient to obtain the ignition stage fuel supply quantity as the target fuel control quantity. If the stage is identified as an acceleration stage, a reference acceleration fuel quantity is obtained based on the high-pressure rotor speed and a preset acceleration fuel supply function. The reference acceleration fuel quantity is multiplied by the comprehensive environmental correction coefficient to obtain the acceleration stage fuel supply quantity as the target fuel control quantity. The acceleration fuel supply function is configured to make the reference acceleration fuel quantity increase monotonically with the speed. If the stage is identified as the idle transition stage, the preset idle target speed is used as the set value, the high-pressure rotor speed is used as the feedback value, and the idle stage fuel supply amount, which serves as the target fuel control amount, is obtained through a closed-loop feedback control algorithm.

3. The method according to claim 1, characterized in that, The process of determining the target injection pressure and target ignition parameters for the current stage based on the stage identifier, the ambient temperature, and the flight altitude includes: The reference injection pressure and reference ignition energy are obtained, and the ambient temperature is processed by a preset temperature segmentation correction strategy to obtain the injection pressure temperature compensation amount and ignition energy temperature compensation amount. The flight altitude is processed by a preset altitude segmentation correction strategy to determine the fuel injection pressure altitude compensation amount. The target injection pressure is obtained by superimposing the reference injection pressure with the injection pressure temperature compensation amount and the injection pressure height compensation amount; The first intermediate ignition energy is obtained by superimposing the reference ignition energy and the ignition energy temperature compensation amount. The ignition duration is determined based on the flight altitude and the preset altitude threshold, and the ignition energy application method is determined based on the stage identifier. The target ignition parameters are determined according to the first intermediate ignition energy, the ignition duration, and the ignition energy application method.

4. The method according to claim 3, characterized in that, The execution of the current stage of start-up control based on the target fuel control quantity, the target injection pressure, and the target ignition parameters includes: If the stage is identified as the ignition stage, the fuel supply system is controlled to intermittently supply fuel based on the target fuel control quantity, and the ignition system is controlled to perform ignition based on the target ignition parameters. If the monitored exhaust temperature does not exceed the minimum temperature rise threshold set according to the environmental conditions within a preset time after the ignition command is issued, the ignition is determined to have failed and an ignition command is generated to re-trigger the ignition process. If the stage is identified as the acceleration stage, the fuel supply system is controlled to continuously supply fuel based on the target fuel control quantity, and the rotor acceleration of the turbine engine is acquired in real time. If the rotor acceleration is lower than the preset acceleration threshold, a dynamic fuel quantity bias is added based on the target fuel control quantity, and the injection pressure is adjusted based on the target injection pressure to maintain atomization quality. If the stage is identified as the slow transition stage, the target slow speed is set as the slow target speed and the high-pressure rotor speed is used as the feedback value. The target fuel control quantity is dynamically adjusted using a closed-loop control algorithm, and the exhaust temperature of the turbine engine is monitored simultaneously. If the exhaust temperature exceeds the warning temperature, the gradient fuel reduction strategy is activated. If the exhaust temperature reaches the limit temperature, the fuel supply is cut off and the start-up is terminated.

5. The method according to claim 4, characterized in that, The method further includes: If the engine speed stops for more than the preset time during the entire start-up process, it is determined that the suspension is started and the oil quantity adjustment or restart process is triggered.

6. The method according to claim 1, characterized in that, The method further includes: Determine whether the high-voltage rotor speed is in a preset cold operation stage. If it is, obtain the current environmental parameters, wherein the environmental parameters include at least the ambient temperature. The duration of the cold operation phase is determined by processing the ambient temperature through a preset temperature-duration mapping relationship. During the duration, a cold-run control command is generated to control the starter motor to drive the turbine engine to rotate and to control the fuel metering device to maintain the fuel supply cut-off state. If the high-pressure rotor speed reaches the preset cold run end speed threshold after the duration has expired, a stage switching command is generated to enter the ignition stage. If the high-voltage rotor speed is not in the cold operation stage, the stage switching command is directly generated to enter the ignition stage.

7. The method according to claim 1, characterized in that, The method further includes executing an exhaust temperature monitoring and fault handling procedure during at least one of the ignition phase, acceleration phase, and idle transition phase, wherein the exhaust temperature monitoring and fault handling procedure includes: The exhaust temperature and its rate of change of the turbine engine are acquired in real time. The exhaust temperature is compared with a preset warning temperature threshold and a limit temperature threshold, and the rate of change of the exhaust temperature is compared with a preset rate of change threshold. If the exhaust temperature reaches or exceeds the limit temperature threshold, a fuel cut-off command is immediately generated and the entire starting process is terminated. If the exhaust temperature exceeds the warning temperature threshold but is below the extreme temperature threshold, a gradient fuel reduction strategy is activated to generate a first adjustment command to gradually reduce the target fuel control quantity in the current stage according to a preset first gradient. If the exhaust temperature change rate exceeds the change rate threshold, the exhaust temperature trend within a set time period is predicted. When the predicted exhaust temperature exceeds the warning temperature threshold, a second adjustment command is generated to reduce the target fuel control quantity in the current stage in advance according to a preset second gradient. If the exhaust temperature does not exceed the warning temperature threshold and the exhaust temperature change rate does not exceed the change rate threshold, then the target fuel control quantity and the target injection pressure of the current stage are maintained unchanged.

8. A turbine engine starting processing system, characterized in that, The system includes: a partitioning module and a processing module; wherein... The division module is used to obtain the real-time high-pressure rotor speed of the turbine engine and divide the starting process into a cold run stage, an ignition stage, an acceleration stage and an idle transition stage, which are executed sequentially based on the high-pressure rotor speed. The processing module is configured to execute a stage-adaptive control flow corresponding to each of the ignition stage, acceleration stage, and idle transition stage, wherein the stage-adaptive control flow includes: Obtain the current environmental parameters and the stage identifier of the current stage, wherein the environmental parameters include at least the ambient temperature, flight altitude and flight Mach number; The environmental parameters are processed using a preset comprehensive correction logic to obtain the comprehensive environmental correction coefficient for the current stage; The target fuel control quantity for the current stage is determined based on the stage identifier and the comprehensive environmental correction coefficient. The target fuel injection pressure and target ignition parameters for the current stage are determined based on the stage identifier, the ambient temperature, and the flight altitude. The current stage of start-up control is performed based on the target fuel control quantity, the target injection pressure, and the target ignition parameters. The step of using preset comprehensive correction logic to process the environmental parameters to obtain the comprehensive environmental correction coefficient for the current stage includes: The ambient temperature is processed by a preset temperature correction function to obtain a temperature correction coefficient, wherein the temperature correction function is obtained by piecewise polynomial fitting based on the deviation of the ambient temperature from the reference temperature. An altitude correction coefficient is obtained by querying a preset high-speed characteristic table using the flight altitude and the flight Mach number, wherein the altitude correction coefficient is related to the air pressure ratio corresponding to the flight altitude and the flight Mach number; The flight Mach number is processed by a preset Mach number correction function to determine the Mach number correction coefficient, wherein the Mach number correction function performs a linear correction based on the deviation of the flight Mach number from the reference Mach number; The coupling compensation coefficient is obtained by processing the ambient temperature, flight altitude, and flight Mach number using a three-dimensional interpolation table; the comprehensive environmental correction coefficient is obtained by multiplying the temperature correction coefficient, the altitude correction coefficient, the Mach number correction coefficient, and the coupling compensation coefficient.

9. A computer-readable storage medium having a computer program stored thereon that can run on a processor, characterized in that, When the computer program is executed by the processor, it implements a turbine engine start-up processing method as described in any one of claims 1 to 7.

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