Engine start control method, device, equipment and medium for thermal bend correction

Abstract

This application discloses an engine starting control method, apparatus, equipment, and medium with thermal bending correction. The method includes the steps of: using an atmospheric pressure correction coefficient, an atmospheric temperature correction coefficient, and different maximum thermal starting... Tt 45°C residual temperature Tt A residual temperature correction coefficient of 45 is used to jointly correct the gas generator rotor acceleration during the third stage of the turboshaft engine's start-up. During this stage, given the corrected gas generator rotor acceleration, the engine is driven solely by the turbine, operating at the corrected rotor acceleration. Fuel is supplied in a closed-loop manner according to this corrected rotor acceleration, causing the gas generator speed to increase accordingly. This application is approved. Tt 45 residual heat corrects the acceleration of the turboshaft engine in the third stage of start-up, adaptively extends the hot start-up time, reduces the probability of surge and scraping caused by thermal bending, and improves uptime.

Description

Methods, devices, equipment and media for engine starting control with thermal bending correction Technical Field

[0001] This application relates to the field of aero-engine control technology, and in particular to engine start-up control methods, devices, equipment and media with thermal bending correction. Background Technology

[0002] Thermal bending in aero-engine turboshafts refers to the radial and axial deformation of the gas turbine rotor caused by uneven heating of the engine flow channels after shutdown (see Figure 1). If the engine is hot-started under these conditions, it will increase the probability of engine surge and rotor-stator scraping, damaging the engine and resulting in a failed hot start. To ensure a successful start, the engine must wait for the residual temperature (Tt45) to decrease and the effects of thermal bending to dissipate before starting, but this waiting time often takes several hours, severely restricting the helicopter's mission performance.

[0003] Currently, the start-up of an aero-turboshaft engine includes three stages: Stage 1: No fuel supply stage; Stage 2: Given fuel flow control stage; Stage 3: Given acceleration control stage. To address the thermal bending phenomenon, existing technology incorporates fuel flow W based on the residual temperature of Tt45 during the second stage of the aforementioned start-up. f2 Correction: The higher the residual temperature at Tt45, the more W f2 The lower the supply, the better. However, this correction strategy is mainly set to reduce the fuel flow near the ignition point to avoid Tt45 overheating during hot start-up, and has very little effect on reducing the probability of surge and scraping. Summary of the Invention

[0004] This application provides an engine starting control method with thermal bending correction, which solves the technical problem that the existing turboshaft engine starting control strategies have very little effect on reducing surge and scraping probability due to thermal bending phenomena.

[0005] This application is achieved through the following solution:

[0006] A thermally bent engine starting control method includes the following steps:

[0007] The gas generator rotor acceleration in the third stage of the start-up of the aero-turboshaft engine is jointly corrected by atmospheric pressure correction coefficient, atmospheric temperature correction coefficient, and Tt45 residual temperature correction coefficient under different maximum hot start Tt45 residual temperatures. The Tt45 residual temperature correction coefficient decreases the acceleration as the maximum hot start Tt45 residual temperature increases, which is used to extend the start-up time.

[0008] In the third stage of starting the aircraft turboshaft engine, given a corrected gas generator rotor acceleration, the engine operates according to the given corrected gas generator rotor acceleration, and the fuel supply is closed-loop according to the given corrected gas generator rotor acceleration: when the actual gas generator rotor acceleration is lower than the given corrected gas generator rotor acceleration, the fuel supply is increased; when the actual gas generator rotor acceleration is higher than the given corrected gas generator rotor acceleration, the fuel supply is reduced, so that the gas generator speed increases according to the given corrected gas generator rotor acceleration.

[0009] Furthermore, the expression for the gas generator rotor acceleration during the third stage of the start-up of an aero-turboshaft engine is corrected by combining atmospheric pressure correction coefficient, atmospheric temperature correction coefficient, and Tt45 residual temperature correction coefficient under different maximum hot start Tt45 residual temperatures:

[0010] (1);

[0011] in, The standard acceleration is given under standard atmospheric conditions; This is the atmospheric pressure correction factor; This is an atmospheric temperature correction factor, for a specific engine. and All values ​​have been set and are known; P0 is the engine inlet atmospheric pressure, a measured value, which is related to the atmospheric environment at the time of startup; T0 is the engine inlet atmospheric temperature, a measured value, which is related to the atmospheric environment at the time of startup; k e3 The Tt45 residual temperature correction coefficient decreases with the increase of the maximum hot start Tt45 residual temperature, which is used to extend the start-up time.

[0012] Furthermore, the residual temperature correction coefficient of Tt45 is determined by k. e3 The following parameters are used to determine the temperature based on the difference between the highest residual temperature (Tt45) and the standard atmospheric temperature at the current altitude, as well as the constant A under different highest thermal start-up residual temperatures (Tt45) and different atmospheric environments:

[0013] (2);

[0014] Where A is a constant, T0 ISA This represents the standard atmospheric temperature at the current altitude.

[0015] Furthermore, the standard atmospheric temperature at the current altitude is 15°C.

[0016] Furthermore, the constant A under different maximum thermal start-up residual temperatures (Tt45) and different atmospheric environmental temperatures is calculated through the following steps:

[0017] Assuming the maximum permissible start-up time for a turboshaft engine is T, then the sum of the times for the three start-up stages should be less than T, that is:

[0018] t1+t2+t3 ≤ T (3);

[0019] t1, t2, and t3 are the times of the first, second, and third stages of the start-up of the aircraft turboshaft engine, respectively. Considering the influence of uncertain factors, a certain time margin M is reserved in the design of the start-up law.

[0020] If the value of constant A allows the starting time of the turboshaft engine to be extended to MT during hot start at the highest hot start temperature Tt45, then this value satisfies any hot start (the lower the Tt45 residual temperature, the longer the start time). The larger the value, the shorter the start-up time, and to avoid stopping due to exceeding the start-up protection time, the relationship of t3 can be expressed as:

[0021] t3 = MT-t1-t2 (4);

[0022] Wherein, t3 is calculated from the relationship between acceleration, rotational speed, and time, as follows:

[0023] (5);

[0024] Among them, ng idl ng represents the gas generator speed corresponding to the idle state, and ng2 represents the upper limit of the engine speed in the second stage of the aircraft turboshaft engine start-up.

[0025] Combining formulas (4) and (5), we can obtain:

[0026] (6);

[0027] Combining formulas (1), (2), and (6), we can obtain:

[0028] (7);

[0029] The constant A can be calculated based on the maximum hot start residual temperature Tt45 of different turboshaft engines.

[0030] Furthermore, the time margin M is set to a value of 0.85 to 0.95.

[0031] This application also provides a thermally bent-corrected engine starting control device, including:

[0032] The gas generator rotor acceleration correction module is used to correct the gas generator rotor acceleration in the third stage of the start-up of an aero-turboshaft engine by using atmospheric pressure correction coefficient, atmospheric temperature correction coefficient and Tt45 residual temperature correction coefficient under different maximum hot start Tt45 residual temperatures. The Tt45 residual temperature correction coefficient decreases the acceleration as the maximum hot start Tt45 residual temperature increases, which is used to prolong the start-up time.

[0033] The engine start-up control module is used in the third stage of starting an aero-turboshaft engine to provide a corrected gas generator rotor acceleration. The engine operates according to the given corrected gas generator rotor acceleration and supplies fuel in a closed loop according to the given corrected gas generator rotor acceleration: when the actual gas generator rotor acceleration is lower than the given corrected gas generator rotor acceleration, the fuel supply is increased; when the actual gas generator rotor acceleration is higher than the given corrected gas generator rotor acceleration, the fuel supply is decreased, so that the gas generator speed increases according to the given corrected gas generator rotor acceleration.

[0034] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned thermal bending correction engine starting control method.

[0035] This application also provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the aforementioned thermal bending correction engine starting control method.

[0036] Compared with the prior art, this application can produce the following significant beneficial effects:

[0037] This application provides a thermal bending correction engine start control method, device, equipment, and medium. The thermal bending correction engine start control method establishes a Tt45 residual temperature correction coefficient by different maximum thermal start Tt45 residual temperatures to correct the acceleration of the third stage of the start-up of the aircraft turboshaft engine during the start-up process, adaptively extending the thermal start-up time, thereby reducing the probability of surge and scraping caused by thermal bending and improving the helicopter's availability rate.

[0038] In addition to the purposes, features, and advantages described above, this application has other purposes, features, and advantages. A further detailed description of this application will be provided below with reference to the figures. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein:

[0041] Figure 1 is a schematic diagram of thermal bending of an aircraft turboshaft engine;

[0042] Figure 2 is a flowchart illustrating the engine starting control method with thermal bending correction according to a preferred embodiment of this application.

[0043] Figure 3 is a schematic diagram of the engine start control device with thermal bending correction according to a preferred embodiment of this application;

[0044] Figure 4 is a schematic block diagram of an electronic device according to a preferred embodiment of this application;

[0045] Figure 5 is a schematic diagram of the internal structure of a computer device according to a preferred embodiment of this application. Detailed Implementation

[0046] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0047] It should be noted that the executing entity in this embodiment can be a computing service system with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an engine starting control device capable of performing the above functions, such as a thermal bending correction device. The following description uses a thermal bending correction engine starting control device as the executing entity to illustrate this embodiment and the subsequent embodiments.

[0048] The start-up of a traditional aircraft turboshaft engine includes three stages:

[0049] Phase 1: No fuel supply phase. In this phase, the engine is started by the starter motor and no fuel is supplied. The speed range is generally 0-ng1 (ng1 is generally around 10%), and the time t1 of this phase accounts for about 10% of the engine starting time; (Note: ng is the gas generator speed).

[0050] Second stage: Given fuel flow control stage. In this stage, the engine controls the fuel flow according to a given flow rate W. f2 Fuel supply begins, the ignition system ignites, and the engine is driven by the starter and gas turbine. The speed range is generally ng1-ng2 (ng2 is generally around 40%), and this stage takes about 20% of the engine starting time (t2). The given fuel supply formula is:

[0051] ;

[0052] In the above formula:

[0053] This is the starting fuel supply under standard atmospheric conditions. This is the atmospheric pressure correction factor. The above three parameters are known values ​​and are set for a specific engine. P0 is the engine inlet atmospheric pressure, which is a measured value and is related to the atmospheric environment at the time of startup. T0 is the engine inlet atmospheric temperature, which is a measured value and is related to the atmospheric environment at the time of startup.

[0054] Third stage: Given acceleration control stage. In this stage, the starter motor stops rotating, and the engine is driven solely by the turbine, with the engine operating at a given acceleration. Operation, according to Closed-loop fuel supply W f3 If the actual acceleration is lower than the given value, then increase the fuel W. f3 When the actual acceleration is higher than the given value, the fuel W is reduced. f3 In order to ensure that the engine accelerates at a given rate The speed increases. The third stage speed range is generally ng2-ng. idl (ng) idl The ng speed (which is the speed at idle, generally around 70%) is the main concentrated speed range for hot start scraping and surge. This stage takes about 70% of the engine start-up time. The formula is as follows:

[0055] ;

[0056] In the above formula, The standard acceleration is given under standard atmospheric conditions. This is the acceleration corrected for atmospheric pressure and temperature.

[0057] To address the thermal bending phenomenon, existing technologies employ fuel flow rate W based on residual temperature (Tt45) during the second stage of the aforementioned start-up process. f2 Correction: The higher the residual temperature at Tt45, the more W f2 The lower the supply, the more accurate the formula becomes:

[0058] ;

[0059] In the formula:

[0060] This is the engine hot-state correction coefficient, an inverse function of the Tt45 residual temperature. The higher the Tt45 residual temperature, the better. The smaller W f2 The smaller the value, the more effective the above formula is in reducing the oil supply flow rate.

[0061] However, this correction strategy is mainly designed to reduce fuel flow near the ignition point to avoid Tt45 overheating during hot starts, and has little effect on reducing the probability of surge and scraping.

[0062] The primary cause of surge and scraping is excessive acceleration of the gas generator rotor. The faster the acceleration, the closer the engine's common operating line moves towards the surge boundary, resulting in a lower surge margin. Under the influence of thermal bending, excessive acceleration may temporarily exacerbate temperature inhomogeneities within the flow channel and increase rotor blade stretching, amplifying the effects of thermal bending and ultimately leading to surge and scraping. Therefore, current technologies cannot effectively reduce the probability of hot-start surge and scraping caused by thermal bending.

[0063] As shown in Figure 2, to address the aforementioned technical problems, a preferred embodiment of this application provides a thermally bent correction engine starting control method, comprising the following steps:

[0064] S1. The gas generator rotor acceleration in the third stage of the start-up of the aircraft turboshaft engine is corrected by the atmospheric pressure correction coefficient, the atmospheric temperature correction coefficient, and the Tt45 residual temperature correction coefficient under different maximum hot start Tt45 residual temperatures. The Tt45 residual temperature correction coefficient decreases the acceleration as the maximum hot start Tt45 residual temperature increases, which is used to extend the start-up time.

[0065] S2. In the third stage of starting the aircraft turboshaft engine, given the corrected gas generator rotor acceleration, the starter motor stops rotating, and the engine is driven only by the turbine. The engine operates according to the given corrected gas generator rotor acceleration, and the fuel quantity W is supplied in a closed loop according to the given corrected gas generator rotor acceleration. f3 When the actual gas generator rotor acceleration is lower than the given corrected gas generator rotor acceleration, the fuel supply quantity W is increased. f3 When the actual gas generator rotor acceleration is higher than the given corrected gas generator rotor acceleration, the fuel supply quantity W is reduced. f3 This causes the gas generator speed to increase according to the given modified gas generator rotor acceleration.

[0066] This embodiment provides a thermal bending correction engine start-up control method. This method establishes a Tt45 residual temperature correction coefficient based on different maximum thermal start-up Tt45 residual temperatures to correct the acceleration in the third stage of the turboshaft engine start-up process, extending the thermal start-up time and thus reducing the probability of surge and scraping caused by thermal bending, thereby improving helicopter availability. Simultaneously, this embodiment offers fast diagnostic speed; it can utilize the engine CNC system for automatic adjustment, reducing manual operation; it can handle complex operations such as Tt45 residual temperature and different atmospheric environments, effectively improving the success rate of thermal start-up; it further improves the surge margin of thermal start-up and reduces the probability of scraping; it is easy to implement and has good feasibility.

[0067] In this embodiment, the entire process is calculated by computer. At the moment the engine "start" switch is pressed, the CNC system automatically identifies parameters such as the residual temperature at Tt45, P0, and T0, thereby quickly calculating the acceleration for the third stage. This method is applicable to different engines and different hot-start time intervals.

[0068] Preferably, the expression for the gas generator rotor acceleration in the third stage of the start-up of an aero-turboshaft engine, which is corrected by a combination of atmospheric pressure correction coefficient, atmospheric temperature correction coefficient, and Tt45 residual temperature correction coefficient at different maximum hot start Tt45 residual temperatures, is as follows:

[0069] (1);

[0070] in, The standard acceleration is given under standard atmospheric conditions; This is the atmospheric pressure correction factor; This is an atmospheric temperature correction factor, for a specific engine. and All values ​​have been set and are known; P0 is the engine inlet atmospheric pressure, a measured value, which is related to the atmospheric environment at the time of startup; T0 is the engine inlet atmospheric temperature, a measured value, which is related to the atmospheric environment at the time of startup; k e3 The Tt45 residual temperature correction coefficient decreases with the increase of the maximum hot start Tt45 residual temperature, which is used to extend the start-up time.

[0071] Preferably, the Tt45 residual temperature correction coefficient is determined by k. e3 The following parameters are used to determine the temperature based on the difference between the highest residual temperature (Tt45) and the standard atmospheric temperature at the current altitude, as well as the constant A under different highest thermal start-up residual temperatures (Tt45) and different atmospheric environments:

[0072] (2);

[0073] Where A is a constant, T0 ISAThe standard atmospheric temperature at the current altitude is preferably 15°C.

[0074] When the residual temperature at Tt45 is the same as the standard atmospheric temperature The value is 1, meaning no correction is made; as the residual temperature of Tt45 increases, The smaller the value, the smaller the acceleration of the gas generator rotor. This avoids the possibility that excessive acceleration under the influence of thermal bending may temporarily aggravate the unevenness of temperature in the flow channel and the stretching of the rotor blades, thus amplifying the effect of thermal bending and ultimately leading to surge and scraping problems. This effectively reduces the probability of thermal start-up surge and scraping caused by thermal bending.

[0075] For a specific engine, ng idl , , , , All of these are known values. When entering the third stage, ng1, ng2, t1, t2, etc. are all known. For engines that start up in a specific atmospheric environment, P0 and T0 can also be obtained through actual measurement. Therefore, preferably, the A value for different Tt45 residual temperatures and different atmospheric environments can be calculated according to the following formula, thereby realizing differentiated starting rules.

[0076] Preferably, the constant A under different maximum hot start Tt45 residual temperatures and different atmospheric thermal conditions is calculated through the following steps:

[0077] S11. Assuming the longest permissible start-up time for a turboshaft engine is T, then the sum of the times for the three start-up stages should be less than T, that is:

[0078] t1+t2+t3 ≤ T (3);

[0079] t1, t2, and t3 are the times for the first, second, and third stages of the start-up of the aero-turboshaft engine, respectively. Considering the influence of uncertain factors, a certain time margin M is reserved in the design of the start-up law. The value of the time margin M is 0.85~0.95, and the preferred time margin M in this embodiment is 0.9.

[0080] S12. If the value of constant A can extend the starting time of the turboshaft engine to MT during hot start at the highest hot start temperature Tt45, then this value satisfies any hot start (the lower the Tt45 residual temperature, the longer the start time). The larger the value, the shorter the start-up time, and to avoid stopping due to exceeding the start-up protection time, the relationship of t3 can be expressed as:

[0081] t3 = MT-t1-t2 (4);

[0082] Wherein, t3 is calculated from the relationship between acceleration, rotational speed, and time, as follows:

[0083] (5);

[0084] Among them, ng idl ng represents the gas generator speed corresponding to the idle state, and ng2 represents the upper limit of the gas generator speed in the second stage of the aircraft turboshaft engine start-up.

[0085] S13. Combining formulas (4) and (5), we can obtain:

[0086] (6);

[0087] S14. Combining formulas (1), (2), and (6), we can obtain:

[0088] (7);

[0089] The constant A can be calculated based on the maximum hot start residual temperature Tt45 of different turboshaft engines.

[0090] In this embodiment, the constant A is equivalent to a lever, and its magnitude plays a crucial role: if the constant A is too small, then... If the correction effect is insufficient and the acceleration change in the third stage is not significant, the probability of scraping and surge will still be relatively high. If the constant A is too large, the time t3 of the third stage will be too long, ultimately leading to start-up protection and start-up failure. Therefore, this embodiment requires the targeted selection of a suitable constant A for different Tt45 residual temperatures and atmospheric environments. This ensures that the constant A is neither too small nor too large, reducing the probability of scraping and surge, and ensuring that the time t3 of the third stage is not too long, thus avoiding start-up failure caused by start-up protection. It is evident that because this embodiment calculates different constants A based on different Tt45 residual temperatures, it results in differentiated hot start-up strategy logic, improving the control accuracy, reliability, and adaptability of this application.

[0091] Preferably, the time margin M is 0.85 to 0.95.

[0092] As shown in Figure 3, another preferred embodiment of this application also provides a thermally bent engine starting control device, including:

[0093] The gas generator rotor acceleration correction module is used to correct the gas generator rotor acceleration in the third stage of the start-up of an aero-turboshaft engine by using atmospheric pressure correction coefficient, atmospheric temperature correction coefficient and Tt45 residual temperature correction coefficient under different maximum hot start Tt45 residual temperatures. The Tt45 residual temperature correction coefficient decreases the acceleration as the maximum hot start Tt45 residual temperature increases, which is used to prolong the start-up time.

[0094] The engine start-up control module is used in the third stage of starting an aero-turboshaft engine to provide a corrected gas generator rotor acceleration. During this stage, the starter motor stops rotating, and the engine is driven solely by the turbine. The engine operates according to the corrected gas generator rotor acceleration, and a closed-loop fuel supply W is provided according to this corrected gas generator rotor acceleration. f3 When the actual gas generator rotor acceleration is lower than the given corrected gas generator rotor acceleration, the fuel supply quantity W is increased. f3 When the actual gas generator rotor acceleration is higher than the given corrected gas generator rotor acceleration, the fuel supply quantity W is reduced. f3 This causes the gas generator speed to increase according to the given modified gas generator rotor acceleration.

[0095] The thermal bending correction engine starting control device provided in this embodiment employs the thermal bending correction engine starting control method described in the above embodiments, solving the technical problem that existing turboshaft engine starting control strategies have minimal effect on reducing surge and scraping probability due to thermal bending phenomena. Compared with the prior art, the beneficial effects of the thermal bending correction engine starting control device provided in this embodiment are the same as those of the thermal bending correction engine starting control method described in the above embodiments, and other technical features in the thermal bending correction engine starting control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0096] As shown in Figure 4, a preferred embodiment of this embodiment also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the engine starting control method with thermal bending correction described in the above embodiment.

[0097] This embodiment provides an electronic device that employs the thermal bending correction engine start-up control method described in the above embodiments. This addresses the technical problem that existing turboshaft engine start-up control strategies have minimal effect on reducing surge and scraping probability due to thermal bending phenomena. Compared with the prior art, the beneficial effects of the electronic device provided in this embodiment are the same as those of the thermal bending correction engine start-up control method described in the above embodiments. Furthermore, other technical features of the electronic device are the same as those disclosed in the methods described in the above embodiments, and will not be elaborated upon here.

[0098] As shown in Figure 5, a preferred embodiment of this invention also provides a computer device, which can be a terminal or a liveness detection server, and its internal structure is shown in Figure 5. The computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The network interface is used to communicate with other external computer devices via a network connection. When the computer program is executed by the processor, it implements the steps of the aforementioned thermal bending correction engine starting control method.

[0099] Those skilled in the art will understand that the structure shown in FIG5 is merely a block diagram of a portion of the structure related to the solution of this embodiment, and does not constitute a limitation on the computer device to which the solution of this embodiment is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0100] The computer device provided in this application adopts the engine start-up control method with thermal bending correction in the above embodiments, which solves the technical problem that the start-up control strategy of the existing turboshaft engine has a very small effect on reducing surge and scraping probability due to thermal bending phenomenon. Compared with the prior art, the beneficial effects of the computer device provided in this embodiment are the same as the beneficial effects of the engine start-up control method with thermal bending correction provided in the above embodiments, and other technical features in the electronic device are the same as the features disclosed in the method of the above embodiments, which will not be repeated here.

[0101] A preferred embodiment of this example also provides a storage medium, the storage medium including a stored program, which, when the program is executed, controls the device where the storage medium is located to perform the steps of the thermal bending correction engine start control method described in the above embodiment.

[0102] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0103] If the functions described in this embodiment are implemented as software functional units and sold or used as independent products, they can be stored in one or more computing device-readable storage media. Based on this understanding, the parts of this embodiment that contribute to the prior art or the technical solution can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a computing device (which may be a personal computer, server, mobile computing device, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this embodiment. The aforementioned storage media include: USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, optical disks, and other media capable of storing program code.

[0104] Those skilled in the art will understand that the embodiments of this example can be provided as methods, systems, or computer program products. Therefore, this example can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this example can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code. The solutions in this example can be implemented using various computer languages, such as the object-oriented programming language C++ and the embedded programming language C.

[0105] This embodiment is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this embodiment. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a system for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0106] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including an instruction system that implements the functions specified in one or more flowcharts and / or one or more block diagrams.

[0107] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0108] This embodiment also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the engine starting control method with thermal bending correction as described above.

[0109] The computer program product provided in this embodiment solves the technical problem that existing turboshaft engine starting control strategies have minimal effect on reducing surge and scraping probabilities due to thermal bending phenomena. Compared with the prior art, the beneficial effects of the computer program product provided in this embodiment are the same as those of the thermal bending correction engine starting control method provided in the above embodiments, and will not be repeated here.

[0110] Obviously, those skilled in the art can make various modifications and variations to this embodiment without departing from the spirit and scope of this embodiment. Therefore, if these modifications and variations of this embodiment fall within the scope of the claims of this embodiment and their equivalents, this embodiment is also intended to include these modifications and variations.

Claims

1. An engine starting control method with thermal bending correction, characterized in that, The process includes the following steps: The gas generator rotor acceleration during the third stage of aero-turboshaft engine startup is corrected using atmospheric pressure correction coefficients, atmospheric temperature correction coefficients, and Tt45 residual temperature correction coefficients at different maximum hot-start Tt45 residual temperatures. The Tt45 residual temperature correction coefficient decreases as the maximum hot-start Tt45 residual temperature increases, thus extending the startup time. During the third stage of aero-turboshaft engine startup, given a corrected gas generator rotor acceleration, the engine operates according to this corrected acceleration, and a closed-loop fuel supply is provided based on this corrected acceleration: when the actual gas generator rotor acceleration is lower than the corrected acceleration, the fuel supply is increased; when the actual gas generator rotor acceleration is higher than the corrected acceleration, the fuel supply is decreased, causing the gas generator speed to increase according to the corrected acceleration.

2. The engine starting control method with thermal bending correction according to claim 1, characterized in that, The expression for the gas generator rotor acceleration in the third stage of the start-up of an aero-turboshaft engine, which is corrected by combining atmospheric pressure correction coefficient, atmospheric temperature correction coefficient, and Tt45 residual temperature correction coefficient under different maximum hot start Tt45 residual temperatures, is as follows: (1); where, The standard acceleration is given under standard atmospheric conditions; This is the atmospheric pressure correction factor; This is an atmospheric temperature correction factor, for a specific engine. and All values ​​have been set and are known; P0 is the engine inlet atmospheric pressure, a measured value, which is related to the atmospheric environment at the time of startup; T0 is the engine inlet atmospheric temperature, a measured value, which is related to the atmospheric environment at the time of startup; k e3 The Tt45 residual temperature correction coefficient decreases with the increase of the maximum hot start Tt45 residual temperature, which is used to extend the start-up time.

3. The engine starting control method with thermal bending correction according to claim 2, characterized in that, The residual temperature correction factor for Tt45 is determined by k. e3 The following parameters are used to determine the temperature based on the difference between the highest residual temperature (Tt45) and the standard atmospheric temperature at the current altitude, as well as the constant A under different highest thermal start-up residual temperatures (Tt45) and different atmospheric environments: (2); where A is a constant, T0 ISA This represents the standard atmospheric temperature at the current altitude.

4. The engine starting control method with thermal bending correction according to claim 2, characterized in that, The standard atmospheric temperature at the current altitude is 15°C.

5. The engine starting control method with thermal bending correction according to claim 3, characterized in that, The constant A under different maximum hot start Tt45 residual temperature and different atmospheric environment heat is calculated by the following steps: Assuming that the maximum allowable start time of the turboshaft engine is T, the sum of the times of the three start stages should be less than T, that is: t1+t2+t3 ≤ T (3); t1, t2, and t3 are the times of the first, second, and third stages of the start of the aircraft turboshaft engine, respectively. Considering the influence of uncertain factors, a certain time margin M is reserved in the design of the start law; If the value of constant A can extend the start time of the turboshaft engine to MT when it is hot start at the maximum hot start Tt45 residual temperature, then this value satisfies any hot start and avoids stopping due to exceeding the start protection time. Then the relationship of t3 can be expressed as: t3 = MT-t1-t2 (4); where t3 is calculated by the relationship between acceleration, speed and time, as follows: (5); where ng idl Let ng be the gas generator speed corresponding to the idle state, and ng2 be the upper limit of the gas generator speed in the second stage of the aircraft turboshaft engine start-up; combining formulas (4) and (5), we can obtain: (6); Combining formulas (1), (2) and (6), we can obtain: (7) The constant A can be calculated based on the maximum hot start residual temperature Tt45 of different turboshaft engines.

6. The engine starting control method with thermal bending correction according to claim 5, characterized in that, The time margin M is set to a value of 0.85 to 0.

95.

7. A thermally bent engine starting control device, characterized in that, include: The gas generator rotor acceleration correction module is used to correct the gas generator rotor acceleration in the third stage of the start-up of an aero-turboshaft engine by using atmospheric pressure correction coefficient, atmospheric temperature correction coefficient and Tt45 residual temperature correction coefficient under different maximum hot start Tt45 residual temperatures. The Tt45 residual temperature correction coefficient decreases the acceleration as the maximum hot start Tt45 residual temperature increases, which is used to prolong the start-up time. The engine start-up control module is used in the third stage of starting an aero-turboshaft engine to provide a corrected gas generator rotor acceleration. The engine operates according to the given corrected gas generator rotor acceleration and supplies fuel in a closed loop according to the given corrected gas generator rotor acceleration: when the actual gas generator rotor acceleration is lower than the given corrected gas generator rotor acceleration, the fuel supply is increased; when the actual gas generator rotor acceleration is higher than the given corrected gas generator rotor acceleration, the fuel supply is decreased, so that the gas generator speed increases according to the given corrected gas generator rotor acceleration.

8. An electronic device, the electronic device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, when the processor executes the computer program, it implements the engine starting control method for thermal bending correction as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the engine starting control method with thermal bending correction as described in any one of claims 1 to 6.

Images