Method for controlling the ignition of an aircraft engine and associated device

Abstract

The application discloses an aircraft engine ignition control method and related equipment, and relates to the field of engine control, and mainly aims to solve the problem of engine ignition response lag when the altitude of the aircraft changes. The method comprises the following steps: acquiring the current altitude, the altitude change rate and the ascending / descending state of the aircraft; determining the predicted altitude of the aircraft after a preset time based on the current altitude, the altitude change rate and the ascending / descending state; acquiring at least one target mapping relationship corresponding to the predicted altitude from a plurality of candidate altitude corresponding mapping relationships, wherein the mapping relationship comprises a plurality of groups of aircraft operation data, and each group of aircraft operation data corresponds to an ignition advance angle; the ignition advance angle is used to represent the time of the theoretical ignition of the engine under the corresponding altitude and operation data; determining the target ignition advance angle based on the current operation data of the aircraft and the target mapping relationship; and controlling the operation of the aircraft based on the target ignition advance angle.

Description

Technical Field

[0001] This invention relates to the field of engine control, and more particularly to an ignition control method and related equipment for an aircraft engine. Background Technology

[0002] Most existing low-altitude aircraft propulsion systems employ gasoline-powered turbocharged spark-ignition engines, whose ignition control strategies are generally based on static calibration of current environmental parameters. Under normal cruise conditions, the controller adjusts the ignition advance angle by looking up a table based on real-time collected single altitude data, which can meet basic operational requirements. However, low-altitude aircraft often face unsteady environments with rapidly changing altitudes when performing missions such as rapid climbs, sharp descents, or penetration maneuvers. Existing technologies rely solely on the current altitude snapshot for control, failing to consider the evolution trend of environmental parameters in the short time domain due to the aircraft's strong dynamic characteristics. This control logic is essentially a lag feedback mechanism, unable to predict upcoming changes in air pressure and density, causing the adjustment of ignition parameters to always lag behind the actual changes in the environment. This inherent response lag directly leads to mismatch between the engine's intake air volume and ignition timing during drastic altitude transitions, easily inducing problems such as combustion phase deviation, power output lag, and operational instability. Summary of the Invention

[0003] In view of the above problems, the present invention provides an aircraft engine ignition control method and related equipment, the main purpose of which is to solve the problem of engine ignition response lag when the altitude of the aircraft changes.

[0004] To solve at least one of the above-mentioned technical problems, in a first aspect, the present invention provides an aircraft engine ignition control method, the method comprising: Obtain the aircraft's current altitude, altitude change rate, and ascent / descent status; Based on the current altitude, the rate of altitude change, and the ascent / descent status, determine the predicted altitude of the aircraft after a preset time. From the mapping relationships corresponding to multiple candidate altitudes, at least one target mapping relationship corresponding to the predicted altitude is obtained. The mapping relationship includes multiple sets of aircraft operation data, and each set of aircraft operation data corresponds to an ignition advance angle. The ignition advance angle is used to characterize the theoretical ignition time of the engine under the corresponding altitude and operation data. Based on the current operating data of the aircraft and the target mapping relationship, the target ignition advance angle is determined; The aircraft is controlled to operate based on the target ignition advance angle.

[0005] Optionally, in multiple mapping relationships, under the same operating data, the ignition advance angle increases with the increase of altitude.

[0006] Optionally, obtaining at least one target mapping relationship corresponding to the predicted altitude from the mapping relationships corresponding to multiple candidate altitudes includes: If any candidate altitude among multiple candidate altitudes matches the predicted altitude, the mapping relationship corresponding to the matching candidate altitude is determined as the target mapping relationship. If no candidate altitude matches the predicted altitude among multiple candidate altitudes, an associated altitude corresponding to the predicted altitude is determined among the multiple candidate altitudes, wherein the associated altitude is used to characterize the two candidate altitudes that are closest to the prediction. The mapping relationship corresponding to the two associated altitudes is taken as the target mapping relationship.

[0007] Optionally, the target mapping relationship includes a mapping relationship corresponding to candidate altitudes that match the predicted altitude; determining the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship includes: If a result matching the current operating data exists in the target mapping relationship, the matching result is determined as the target ignition advance angle; If no result matching the current running data exists in the target mapping relationship, associated running data corresponding to the current running data is determined in the target mapping relationship, wherein the associated running data is used to characterize the two sets of running data that are closest to the current running data; Interpolation calculations are performed based on the ignition advance angles corresponding to the two sets of associated operating data to determine the target ignition advance angle.

[0008] Optionally, determining the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship includes: Based on the engine's current operating data, associated operating data are determined in the mapping relationship corresponding to the two associated altitudes, wherein the associated operating data is used to characterize the two sets of operating data that are closest to the current operating data; Based on the ignition advance angles corresponding to the two sets of associated operating data, the first ignition advance angle and the second ignition advance angle are obtained. Based on the proportional relationship between the predicted altitude and the two associated altitudes, interpolation calculations are performed on the first ignition advance angle and the second ignition advance angle to determine the target ignition advance angle.

[0009] Optionally, determining the predicted altitude of the aircraft after a preset time based on the current altitude, the rate of altitude change, and the ascent / descent state includes: Obtain the altitude change rate of the aircraft; The gain coefficient is determined based on the ascent and descent state of the aircraft, wherein the gain coefficient is used to quantify the altitude change trend of the aircraft within a preset time period; The predicted altitude of the aircraft is calculated based on the current altitude, the rate of change of altitude, and the gain coefficient after a preset time, wherein the gain coefficient is used to quantify the trend of altitude change of the aircraft within the preset time.

[0010] Optionally, the above methods also include: The knock retraction angle of the engine is monitored, wherein the knock retraction angle is used to characterize the retardation angle of the actual ignition time of the engine relative to the ideal ignition time; When the detonation recoil angle is greater than a preset threshold, the mapping relationship corresponding to the candidate altitude that is lower than the predicted altitude and closest to the predicted altitude is determined as a downgraded mapping relationship. The target ignition advance angle is determined based on the degradation mapping relationship.

[0011] Secondly, embodiments of the present invention also provide an aircraft engine ignition control device, comprising: The first acquisition unit is used to acquire the aircraft's current altitude, altitude change rate, and ascent / descent status. The first determining unit is used to determine the predicted altitude of the aircraft after a preset time based on the current altitude, the altitude change rate, and the ascent / descent state. The second acquisition unit is used to acquire at least one target mapping relationship corresponding to the predicted altitude from multiple candidate altitude mapping relationships respectively. The mapping relationship includes multiple sets of aircraft operation data, and each set of aircraft operation data corresponds to an ignition advance angle. The ignition advance angle is used to characterize the theoretical ignition time of the engine under the corresponding altitude and operation data. The second determining unit is used to determine the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship; A control unit is used to control the operation of the aircraft based on the target ignition advance angle.

[0012] To achieve the above objectives, according to a third aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium comprising a stored program, wherein, when the program is executed by a processor, the steps of the above-described aircraft engine ignition control method are implemented.

[0013] To achieve the above objectives, according to a fourth aspect of the present invention, an electronic device is provided, comprising at least one processor and at least one memory connected to the processor; wherein the processor is configured to invoke program instructions in the memory to execute the steps of the above-described aircraft engine ignition control method.

[0014] By employing the above technical solution, the aircraft engine ignition control method and related equipment provided by this invention address the problem of delayed engine ignition response when the aircraft's altitude changes. This invention obtains the aircraft's current altitude, altitude change rate, and ascent / descent status; based on the current altitude, altitude change rate, and ascent / descent status, determines the predicted altitude of the aircraft after a preset time; from multiple candidate altitude mapping relationships, it obtains at least one target mapping relationship corresponding to the predicted altitude, wherein the mapping relationship includes multiple sets of aircraft operating data, each set of aircraft operating data corresponding to an ignition advance angle; the ignition advance angle characterizes the theoretical ignition time of the engine at the corresponding altitude and operating data; based on the aircraft's current operating data and the target mapping relationship, it determines the target ignition advance angle; and controls the aircraft's operation based on the target ignition advance angle.

[0015] In the above scheme, the current altitude, altitude change rate, and ascent / descent status provide multi-dimensional environmental and motion data for subsequent predictions, ensuring that the predictions comprehensively consider the spacecraft's spatial position and motion trends. Based on this data, the predicted altitude after a preset time is determined. By sensing the upcoming flight altitude in advance, a time window is created for the early correction of the ignition advance angle. The predicted altitude is then matched with a preset candidate altitude mapping library, enabling the invocation of engine operating patterns under different altitude environments, allowing ignition control parameters to cover various altitude conditions the aircraft may experience. Finally, by combining the real-time engine operating status with the optimal mapping data at the predicted altitude, the ignition advance angle is determined, achieving the optimal ignition advance angle adapted to the future environment. This application breaks through the limitations of traditional ignition control based solely on current environmental parameters. By introducing the intermediate variable of predicted altitude, it achieves an advanced response to environmental changes, solving the combustion phase deviation problem caused by response lag.

[0016] Correspondingly, the aircraft engine ignition control device, equipment, and computer-readable storage medium provided in the embodiments of the present invention also have the above-mentioned technical effects.

[0017] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0018] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating an aircraft engine ignition control method according to an embodiment of the present invention is shown. Figure 2 This diagram illustrates a mapping relationship provided by an embodiment of the present invention, presented in graphical form. Figure 3 This diagram illustrates another mapping relationship provided by an embodiment of the present invention, presented in graphical form. Figure 4 This diagram illustrates yet another mapping relationship provided by an embodiment of the present invention in graphical form; Figure 5 This diagram illustrates the composition of an aircraft engine ignition control device according to an embodiment of the present invention. Figure 6 This diagram illustrates the composition of an aircraft engine ignition control electronic device according to an embodiment of the present invention. Detailed Implementation

[0019] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0020] In traditional low-altitude aircraft propulsion systems, engine ignition control strategies are generally statically calibrated based on current environmental parameters. The controller adjusts the ignition advance angle solely based on real-time collected altitude data. This control logic fails to consider the evolution of environmental parameters in the short term due to the aircraft's inherent strong dynamic characteristics, resulting in ignition parameter adjustments always lagging behind actual environmental changes. Consequently, when the aircraft faces a rapidly changing, unsteady environment, the mismatch between engine intake air volume and ignition timing is significantly amplified, leading to technical defects such as combustion phase deviation and operational instability, directly affecting the continuity of power output and the stability of the combustion process. For example, during a rapid climb mission, the aircraft ascends at a rate on the order of ten meters per second. Current altitude data is collected in real-time and used for ignition advance angle correction. However, because the dynamic characteristics of altitude change rate and ascent / descendancy are not incorporated, the control system cannot predict the higher altitude range the aircraft will enter within the next few seconds. At this point, the actual engine operating environment has changed significantly, but the ignition parameters are still set based on historical altitude data, resulting in an inaccurate match between intake oxygen concentration and ignition timing. Specifically, during rapid altitude transitions, a misalignment occurs between the air-fuel mixture formation process and the timing of ignition energy release within the combustion chamber. This causes abnormal fluctuations in the in-cylinder combustion pressure waveform, intermittent decreases in engine output torque, and interference with the aircraft's attitude control precision. If these issues are not addressed, the engine will continuously face a mismatch between ignition timing and environmental parameters during drastic altitude changes. Specifically, combustion phase deviation will lead to decreased thermal efficiency and increased emissions of unburned hydrocarbons, while operational instability may cause engine speed fluctuations exceeding safe thresholds. Ultimately, this will exacerbate power system response lag, potentially preventing the aircraft from maintaining its intended flight trajectory and even triggering the engine's protective shutdown mechanism, jeopardizing flight safety.

[0021] To address the issue of delayed engine ignition response when the altitude of an aircraft changes, this invention provides an aircraft engine ignition control method, such as... Figure 1 As shown, the method includes: S101. Obtain the aircraft's current altitude, altitude change rate, and ascent / descent status; For example, the aforementioned current altitude refers to the vertical altitude of the aircraft relative to sea level at a specific moment. This parameter is typically obtained through equipment such as an onboard altimeter or GPS and serves as a basis for assessing the atmospheric environment in which the aircraft is located. The aforementioned altitude change rate refers to the rate at which the aircraft's altitude changes over time. This parameter reflects the speed at which the aircraft is ascending or descending and is a dynamic indicator for predicting the future altitude trend of the aircraft. The aforementioned ascent / descent status refers to the current state of the aircraft—ascending, descending, or stable flight. This status information, combined with the altitude change rate, provides a more comprehensive description of the aircraft's vertical motion trend.

[0022] In one implementation, this data can be manually entered by the pilot or directly output as raw, unprocessed signals from simple sensors.

[0023] S102. Based on the current altitude, the altitude change rate, and the ascent / descent status, determine the predicted altitude of the aircraft after a preset time. For example, the predicted altitude mentioned above is an estimated altitude that the aircraft will reach after a preset time. The purpose of introducing predicted altitude is to enable the ignition control system to respond in advance to future environmental changes. The preset time refers to the time interval used to predict the future altitude of the aircraft. The setting of this time interval needs to comprehensively consider the dynamic response characteristics of the aircraft, the processing speed of the engine control system, and the rate of environmental change to ensure the effectiveness of the prediction and the timeliness of the control.

[0024] The steps described above aim to predict the altitude the aircraft will reach in a short period of time. For example, a simple linear extrapolation model can be used, where the predicted altitude equals the current altitude plus the rate of altitude change multiplied by a preset time. Alternatively, a simple lookup table based on the current altitude and ascent / descent status can be pre-built, and the corresponding predicted altitude can be directly retrieved from the table. No specific limitations are specified here.

[0025] S103. From the mapping relationships corresponding to multiple candidate altitudes, obtain at least one target mapping relationship corresponding to the predicted altitude, wherein the mapping relationship includes multiple sets of aircraft operation data, and each set of aircraft operation data corresponds to an ignition advance angle; the ignition advance angle is used to characterize the theoretical ignition time of the engine under the corresponding altitude and operation data. For example, the aforementioned candidate altitudes refer to a pre-defined series of representative altitude values. These candidate altitudes typically correspond to pre-calibrated engine operating parameter mapping relationships, providing benchmark data for ignition control at different altitudes. The aforementioned mapping relationship refers to the correspondence established between the aircraft engine's operating data and the corresponding ignition advance angle at a specific altitude. This relationship can be represented as a multidimensional table, function curve, or mathematical model, used to guide engine ignition control under different operating conditions. The aircraft's operating data may include combinations of parameters such as engine speed and engine load. The aforementioned ignition advance angle refers to the moment when the spark plug generates an electric spark before the engine piston reaches top dead center. This angle characterizes the theoretical ignition time of the engine at the corresponding altitude and operating data, directly affecting the engine's combustion efficiency, power output, and emissions performance. The target mapping relationship refers to one or more mapping relationships selected or derived from the mapping relationships corresponding to multiple candidate altitudes based on the predicted altitude. This target mapping relationship provides data support for engine ignition control at the predicted altitude.

[0026] This application obtains at least one target mapping relationship corresponding to the predicted altitude from multiple candidate altitude mapping relationships. The mapping relationship is core data for engine ignition control, containing multiple sets of aircraft operational data, each set corresponding to an ignition advance angle. For example, these mapping relationships can be pre-calibrated through bench tests or flight tests and stored in the controller in the form of a three-dimensional table. Once the predicted altitude is determined, one or two candidate altitudes closest to the predicted altitude can be found, and their corresponding mapping relationships can be used as the target mapping relationship.

[0027] S104. Based on the current operating data of the aircraft and the target mapping relationship, determine the target ignition advance angle; For example, the aforementioned target ignition advance angle refers to the ignition advance angle ultimately determined and applied to the engine based on the aircraft's current operating data and target mapping relationship. This angle is an optimized result that comprehensively considers the aircraft's future altitude, current operating status, and engine characteristics.

[0028] The current operational data of the aforementioned aircraft typically includes parameters such as engine speed and engine load, which can be acquired in real time through engine sensors. After obtaining the target mapping relationship, the current operational data is used to search within that target mapping relationship.

[0029] S105. Control the operation of the aircraft based on the target ignition advance angle.

[0030] Using the above technical solution, once the target ignition advance angle is determined, this parameter will be sent to adjust the engine's ignition timing. For example, based on the received target ignition advance angle, the spark plug ignition timing can be precisely controlled by adjusting the on / off timing of the ignition coil. Thus, the engine's actual ignition timing can be matched with the predicted future environment and current operating conditions, thereby optimizing the combustion process. The above-described aircraft engine ignition control method aims to improve engine performance, fuel efficiency, and operational stability by precisely adjusting the engine's ignition timing and optimizing the combustion process.

[0031] The following example will provide a more detailed explanation of the above technical solution: Suppose an aircraft is performing a rapid climb. At a certain moment, the aircraft's control system receives the following data: current altitude is 1500 meters, altitude change rate is +10 meters / second (indicating ascent), and the ascent / descent status is ascending. The preset time is set to 5 seconds.

[0032] First, the control system acquires the current altitude of 1500 meters, the altitude change rate of +10 meters per second, and the ascent / descent status. This data is input into the prediction module. Next, based on this acquired data, the control system determines the predicted altitude of the aircraft after a preset time. Using a simple linear prediction formula, the predicted altitude is calculated as: current altitude 1500 meters + altitude change rate of 10 meters per second × preset time 5 seconds = 1550 meters. Therefore, the system predicts that the aircraft will reach an altitude of 1550 meters in 5 seconds.

[0033] Subsequently, the control system retrieves the target mapping relationship corresponding to the predicted altitude of 1550 meters from a pre-stored set of mapping relationships corresponding to multiple candidate altitudes. Assume the candidate altitudes include 0 meters, 1000 meters, 2000 meters, 3000 meters, etc., and each altitude corresponds to a three-dimensional table containing engine operating data and ignition advance angle. Considering that 1550 meters does not precisely match any of the candidate altitudes, the system searches for the closest one or two candidate altitudes. In this example, the closest candidate altitude to 1550 meters is 2000 meters. Therefore, the system determines the mapping relationship corresponding to the 2000-meter altitude as the target mapping relationship. Simultaneously with determining the target mapping relationship, the control system acquires the aircraft's current operating data in real time. Assume the current engine speed is 3000 rpm and the engine load is 70%.

[0034] Then, based on the current operating data, the engine speed of 3000 rpm, the load of 70%, and the established target mapping relationship (i.e., the mapping relationship corresponding to an altitude of 2000 meters), the system begins to determine the target ignition advance angle. In the mapping relationship table for the 2000-meter altitude, the system searches for data points that match the engine speed of 3000 rpm and the load of 70%. If an exact match exists, for example, if a data point in the table reads "3000 rpm, 70% load, ignition advance angle 25°", then 25° is determined as the target ignition advance angle. If no exact match exists, the system searches for the data point closest to the current operating data, such as "3000 rpm, 75% load, ignition advance angle 26°", and uses its corresponding ignition advance angle as the target ignition advance angle.

[0035] Finally, based on the determined target ignition advance angle, such as 25°, the control system sends a command to the engine control unit to adjust the engine's ignition timing. Thus, the engine's ignition advance angle is set to 25° to adapt to the 1550-meter altitude environment the aircraft will soon reach and the current operating conditions.

[0036] Based on the above examples, in traditional existing technologies, when an aircraft is at an altitude of 1500 meters and is rapidly climbing, the ignition control system typically determines the ignition advance angle solely based on the current altitude data at 1500 meters. This means that even if the aircraft is rapidly ascending, the system can only passively adjust based on "past" altitude information. When the aircraft actually reaches 1550 meters, its ignition parameters may still be based on data from 1500 meters or even lower altitudes, leading to a mismatch between the ignition timing and the actual air intake and environmental parameters. This can result in problems such as combustion phase deviation, power output lag, and operational instability.

[0037] In contrast, this embodiment achieves proactive ignition control by introducing a predicted altitude mechanism. In the example above, the system predicts that the aircraft will reach 1550 meters after a preset time when it is still at 1500 meters. Therefore, the determination of the ignition advance angle no longer depends solely on the current altitude of 1500 meters, but is based on a prediction of the future altitude of 1550 meters. This proactive adjustment allows the engine's ignition timing to adapt to changing environmental conditions in advance. For example, when the aircraft actually reaches 1550 meters, its ignition advance angle has already been optimized based on the mapping relationship of the 2000-meter altitude, thus ensuring a good match between the engine's air intake and ignition timing during periods of rapid altitude transition. This predictive mechanism effectively solves the problem of lag feedback in traditional control strategies. It enables the control system to perceive environmental changes in advance and adjust ignition parameters accordingly, thereby significantly improving the engine's combustion stability, power response, and overall operating efficiency in unsteady environments.

[0038] In one embodiment, among the multiple mapping relationships, under the same operating data, the ignition advance angle increases with the increase of altitude.

[0039] For example, the above mapping relationship includes multiple sets of aircraft operating data, each set of operating data corresponding to an ignition advance angle, used to characterize the theoretical ignition time of the engine under the corresponding altitude and operating data. Based on this, this application further clarifies the characteristics of these mapping relationships: in multiple mapping relationships, under the same operating data, the ignition advance angle increases with increasing altitude, where the operating data is a combination of engine speed and engine load. These mapping relationships can exist in the form of multidimensional lookup tables, mathematical functions, or algorithms, used for quickly querying or calculating the required ignition advance angle in the control system. The ignition advance angle is a key parameter in engine control, determining how long before the spark plug ignites the engine before the piston reaches top dead center. A precise ignition advance angle ensures efficient combustion of fuel in the cylinder, thereby optimizing engine power output, fuel economy, and emissions performance. Its value is usually expressed as crankshaft angle. The above operating data refers to a combination of parameters that reflect the engine's operating state in real time, specifically including engine speed and engine load. Engine speed is typically obtained using a crankshaft position sensor, representing the engine's revolutions per minute (rpm). Engine load can be measured using parameters such as intake air density, reflecting the engine's power output. The combination of these two parameters provides a comprehensive description of the engine's current operating condition.

[0040] The aforementioned pattern of increasing ignition advance angle with altitude is based on the physical characteristics of engine combustion. As altitude increases, air density decreases, leading to a reduction in the amount of oxygen entering the cylinder and a slower combustion rate. To maintain the maximum combustion pressure point at the optimal crankshaft angle for best power output and efficiency, ignition needs to be advanced, i.e., the ignition advance angle needs to be increased, to compensate for the slower combustion rate. Candidate altitudes are a pre-defined series of discrete altitude points, such as 0 meters, 1000 meters, 2000 meters, 3000 meters, 4000 meters, and 5000 meters. These altitude points serve as the benchmark for engine performance calibration and data acquisition, and each candidate altitude corresponds to an independent mapping relationship. By establishing precise mapping relationships at these discrete points, a basis for interpolation or lookup can be provided for continuous altitude changes.

[0041] It is important to note that, under the same operating data, the difference in ignition advance angle between two adjacent candidate altitudes is between 1.5° and 2.5°. This quantitative constraint aims to ensure the smoothness and reasonableness of the ignition advance angle variation across different altitudes. During engine calibration, this range is determined through experiments and simulations to avoid abrupt changes in ignition advance angle in altitude transition regions, thereby ensuring engine stability and response linearity. Setting this range helps optimize the interpolation accuracy of the control strategy and prevents engine performance fluctuations caused by discontinuous calibration data.

[0042] This scheme provides a more precise benchmark for engine ignition control at different altitudes by quantifying the correlation between ignition advance angle and altitude variation. Specifically, when the aircraft is performing tasks such as rapid climb or sharp descent, the control system can determine the target ignition advance angle based on the predicted altitude and a pre-calibrated mapping relationship that satisfies the rule that the ignition advance angle increases with altitude. This design effectively compensates for the changes in combustion rate caused by the reduced air density at high altitudes, ensuring that the engine's combustion phase remains within the optimal range under different air pressure environments.

[0043] This application specifies multiple candidate altitudes, such as 0 meters, 1000 meters, 2000 meters, 3000 meters, 4000 meters, and 5000 meters, and concretizes the operating data into combinations of engine speed and engine load. These discrete candidate altitude points provide the foundation for constructing a refined mapping relationship, enabling the correction of the ignition advance angle to accurately match the real-time operating conditions of the engine. Furthermore, by limiting the difference in ignition advance angle between two adjacent candidate altitudes to between 1.5° and 2.5° under the same engine speed and engine load, this application provides a clear engineering constraint for the calibration of the mapping relationship. This constraint ensures that the adjustment of the ignition advance angle is smooth and consistent within the altitude transition range, avoiding engine operation fluctuations caused by abrupt changes in calibration data. Therefore, the solution of this application, combined with the mechanism for obtaining predicted altitude, enables the control system to adjust the ignition advance angle in advance and smoothly based on the prediction of future altitude and using a refined mapping relationship that meets specific change patterns. This forward-looking, quantitatively constrained control strategy significantly improves the accuracy and timeliness of ignition timing correction, thereby effectively solving the problem of insufficient ignition timing correction when altitude changes drastically, and ensuring the combustion efficiency and operational stability of the engine across the entire altitude range.

[0044] like Figure 2-4 As shown in the table, the mapping relationship between operating data and ignition angle at three altitudes is provided. The row dimension is defined as engine speed (850-5000 rpm), and the column dimension is defined as intake air density (120-2500 mg / L). The table values ​​are the optimal ignition advance angles for the corresponding operating conditions. In this data structure, intake air density is used instead of throttle opening or manifold pressure to characterize engine load because low-altitude aircraft experience drastic fluctuations in external air pressure and temperature under transient operating conditions. Intake air density, by integrating pressure and temperature parameters, can eliminate environmental interference and directly reflect the actual air quality entering the cylinder. This not only accurately adapts to the actual intake state of the turbocharged engine after intercooling, but also forms the physical basis for calculating the air-fuel ratio and matching the optimal ignition phase. This provides the controller with a real load judgment basis that has strong anti-interference capabilities and the shortest logic chain.

[0045] Through the above technical solution, this application effectively solves the problem of insufficient ignition timing correction accuracy in traditional ignition control strategies when altitude changes drastically. By clearly defining the law that the ignition advance angle increases with altitude and quantifying and constraining it within a difference range of 1.5° to 2.5° between adjacent candidate altitudes, this application ensures that the engine's ignition advance angle adjustment can be precise and smooth at different altitudes, especially during rapid ascent or descent. This keeps the engine's combustion phase at its optimal state, effectively avoiding mismatch between intake air volume and ignition timing caused by sudden altitude changes, thereby significantly improving the engine's combustion efficiency, power output stability, and responsiveness across the entire altitude range, and reducing the risk of operational instability. Combined with the acquisition of predicted altitude, this solution achieves predictive control of future environmental changes, further enhancing the robustness and adaptability of ignition control.

[0046] In one embodiment, obtaining at least one target mapping relationship corresponding to the predicted altitude from the mapping relationships corresponding to multiple candidate altitudes includes: If any candidate altitude among multiple candidate altitudes matches the predicted altitude, the mapping relationship corresponding to the matching candidate altitude is determined as the target mapping relationship. If no candidate altitude matches the predicted altitude among multiple candidate altitudes, an associated altitude corresponding to the predicted altitude is determined among the multiple candidate altitudes, wherein the associated altitude is used to characterize the two candidate altitudes that are closest to the prediction. The mapping relationship corresponding to the two associated altitudes is taken as the target mapping relationship.

[0047] Considering the technical challenge of traditional low-altitude aircraft propulsion systems in ignition control based on predicted altitude—where the predicted altitude is often not exactly equal to a pre-calibrated specific altitude node—leading to the inability to directly retrieve the corresponding ignition mapping relationship. Existing technologies, if only able to call the single mapping relationship closest to the current altitude, can cause abrupt changes in ignition parameters during altitude transitions, affecting the smoothness of power output; if correction stops due to the lack of a corresponding mapping relationship, it can lead to a control blind zone. This application establishes a mapping relationship query and retrieval mechanism covering the entire altitude range, ensuring that effective ignition data support can be obtained regardless of the predicted altitude value.

[0048] To address this, this application further proposes that when any candidate altitude among multiple candidate altitudes matches the predicted altitude, the mapping relationship corresponding to the matching candidate altitude is determined as the target mapping relationship. This step aims to handle the situation where the predicted altitude precisely coincides with a preset discrete candidate altitude. When the predicted altitude calculated by the aircraft system happens to match a pre-calibrated candidate altitude (e.g., 0 meters, 1000 meters, 2000 meters, etc.), the system will directly select the mapping relationship corresponding to the precisely matched candidate altitude as the basis for subsequent ignition advance angle determination. This ensures that at key altitude points that have undergone detailed calibration, ignition control can directly utilize the most accurate calibration data, thereby guaranteeing the accuracy of control and the timeliness of response. This can be implemented by using a comparison logic unit in the controller to compare the predicted altitude with the stored candidate altitude list one by one. If the values ​​are found to be equal or within a preset very small error range, the corresponding mapping relationship is directly indexed and extracted. Another approach is to pre-build a hash table or search tree, using candidate elevations as keys and mapping relationships as values. When the predicted elevation is used as the query key, if a direct match is found, the corresponding mapping relationship is returned.

[0049] In cases where no candidate altitude matches the predicted altitude among multiple candidate altitudes, the associated altitudes corresponding to the predicted altitude are determined from among the multiple candidate altitudes. These associated altitudes represent the two candidate altitudes closest to the predicted altitude. This step handles the more common case where the predicted altitude does not precisely match any preset candidate altitude. Since the predicted altitude is a continuously changing quantity, while candidate altitudes are discrete calibration points, the predicted altitude usually falls between two candidate altitudes. In this case, the system needs to identify the two candidate altitudes closest to the predicted altitude: one lower than the predicted altitude and closest to it, and the other higher than the predicted altitude and closest to it. These two identified candidate altitudes are called associated altitudes. Determining the associated altitudes lays the foundation for subsequent interpolation calculations, ensuring a smooth and reasonable ignition advance angle can be obtained even at non-calibration points. This can be achieved by traversing and searching the sorted list of candidate altitudes to find the first candidate altitude greater than the predicted altitude; then, its predecessor and itself are the associated altitudes. Alternatively, a binary search algorithm can be used to quickly locate the interval containing the predicted altitude, thereby determining its two adjacent associated altitudes.

[0050] The system uses the mapping relationships corresponding to two associated altitudes as target mapping relationships. Once the two associated altitudes closest to the predicted altitude are determined, the system simultaneously acquires the mapping relationships corresponding to each of these two associated altitudes. These two mapping relationships are used together as the "target mapping relationship" for subsequent interpolation calculations. The purpose of this approach is to comprehensively consider the data from both calibration points when the predicted altitude is between them, and to calculate a smooth transition ignition advance angle through an interpolation algorithm, rather than simply selecting one of the mapping relationships, thereby avoiding abrupt changes in ignition parameters. This can be achieved by, after determining the associated altitudes, the controller simultaneously loads or references the complete mapping relationship data (e.g., two three-dimensional tables) corresponding to the two associated altitudes from memory and passes them to the subsequent ignition advance angle calculation module.

[0051] The following is a concrete example to illustrate this. Assume the aircraft's engine control system has calculated a predicted altitude of 1550 meters after a preset time based on the current altitude, rate of altitude change, and ascent / descent status. Simultaneously, the system has preset candidate altitudes including 0 meters, 1000 meters, 2000 meters, 3000 meters, 4000 meters, and 5000 meters, and each candidate altitude corresponds to a stored mapping relationship. First, the system checks if the predicted altitude of 1550 meters exactly matches any of the candidate altitudes. Clearly, 1550 meters is not equal to any of the candidate altitudes such as 0 meters, 1000 meters, or 2000 meters. Therefore, there is no exact match. Next, the system identifies the two closest associated altitudes to the predicted altitude of 1550 meters from the candidate altitude list. Through comparison, it can be determined that 1000 meters is the closest candidate altitude less than 1550 meters, and 2000 meters is the closest candidate altitude greater than 1550 meters. Therefore, 1000 meters and 2000 meters are identified as the associated altitudes. Finally, the system uses both the mapping relationship corresponding to 1000 meters altitude (MAP_1000m) and the mapping relationship corresponding to 2000 meters altitude (MAP_2000m) as target mapping relationships. These two mapping relationships will be used as input by the subsequent interpolation calculation module to perform linear or nonlinear interpolation between 1000 meters and 2000 meters based on the predicted altitude of 1550 meters, thereby obtaining an accurate ignition advance angle suitable for an altitude of 1550 meters.

[0052] This application's solution effectively solves the technical challenge of mismatch between predicted altitude and discrete calibration points by constructing a query mechanism that combines precise matching and interval coverage. When the aircraft engine control system obtains the predicted altitude after a preset time, it first attempts to find an item that precisely matches the predicted altitude from a set of pre-defined candidate altitudes. If a precisely matching candidate altitude exists, the mapping relationship corresponding to that candidate altitude is directly selected as the target mapping relationship. This direct matching method ensures that when the aircraft is operating at a fully calibrated specific altitude point, the most accurate calibration data can be directly utilized, thereby guaranteeing the accuracy and response speed of ignition control. However, since the predicted altitude is a continuously changing quantity, the situation where it precisely matches a discrete candidate altitude is relatively rare. Therefore, when no precise match exists, this solution further determines the two associated altitudes closest to the predicted altitude from the multiple candidate altitudes. These two associated altitudes represent the lower and upper limits of the predicted altitude, respectively, and together they define the interval in which the predicted altitude lies. Subsequently, the system uses the mapping relationships corresponding to these two associated altitudes simultaneously as the target mapping relationships, providing the necessary data foundation for subsequent ignition advance angle interpolation calculations. By simultaneously acquiring the mapping relationship between two related altitudes, the system can comprehensively consider the data characteristics at both ends of the predicted altitude range, thereby calculating a smooth transition ignition advance angle using an interpolation algorithm in subsequent steps. This mechanism is closely integrated with the determination of predicted altitude and the setting of candidate altitudes in the aircraft engine ignition control method. The introduction of predicted altitude enables the system to anticipate future environmental changes, while the query mechanism of this scheme ensures that effective ignition data can be found regardless of the predicted altitude value. In this way, the lag problem caused by relying solely on the current altitude snapshot for control in traditional methods is avoided, as well as the step jumps or control blind spots in ignition parameters during altitude transition ranges, thus ensuring that the engine can still obtain smooth and precise power output when altitude changes drastically.

[0053] In one embodiment, the target mapping relationship includes a mapping relationship corresponding to candidate altitudes that match the predicted altitude; determining the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship includes: If a result matching the current operating data exists in the target mapping relationship, the matching result is determined as the target ignition advance angle; If no result matching the current running data exists in the target mapping relationship, associated running data corresponding to the current running data is determined in the target mapping relationship, wherein the associated running data is used to characterize the two sets of running data that are closest to the current running data; Interpolation calculations are performed based on the ignition advance angles corresponding to the two sets of associated operating data to determine the target ignition advance angle.

[0054] This application takes into account that in actual operation, the current operating data of the aircraft (engine speed and load) often cannot completely coincide with the data points in the preset mapping relationship, causing the direct lookup table method to fail under non-calibrated operating conditions, making it impossible to accurately determine the ignition advance angle, thereby affecting the combustion efficiency and operational stability of the engine.

[0055] In response, this application further proposes a method for determining the target ignition advance angle, wherein the target mapping relationship includes a mapping relationship corresponding to candidate altitudes that match the predicted altitude; the target ignition advance angle is determined based on the current operating data of the aircraft and the target mapping relationship, including: if there is a result in the target mapping relationship that matches the current operating data, the matching result is determined as the target ignition advance angle; if there is no result in the target mapping relationship that matches the current operating data, the associated operating data corresponding to the current operating data is determined in the target mapping relationship, wherein the associated operating data is used to represent the two sets of operating data that are closest to the current operating data; interpolation calculation is performed based on the ignition advance angles corresponding to the two sets of associated operating data to determine the target ignition advance angle; wherein, a matching means that the engine speed and engine load in the current operating data are consistent with the data points in the target mapping relationship; no matching means that the engine speed, engine load, or both in the current operating data are mismatched.

[0056] The target mapping relationship includes a mapping relationship corresponding to candidate altitudes that match the predicted altitude. This refers to a pre-established data structure containing the theoretical ignition advance angle of the aircraft engine under different combinations of operating data (e.g., engine speed and engine load) at a specific predicted altitude. This mapping relationship can be a multi-dimensional lookup table, such as a two-dimensional array, where rows and columns represent engine speed and engine load, respectively, and the value of each cell is the corresponding ignition advance angle. Alternatively, this mapping relationship can be a mathematical model trained using regression analysis or machine learning methods, capable of calculating the ignition advance angle based on the input engine speed and engine load. Determining the target ignition advance angle based on the aircraft's current operating data and the target mapping relationship describes the process of calculating the optimal ignition advance angle under the current operating conditions using the engine's real-time operating status information and the pre-selected mapping relationship. This process aims to ensure that the engine obtains the most suitable ignition timing at any given moment to optimize combustion efficiency and power output.

[0057] Specifically, when a result matching the current operating data exists in the target mapping relationship, the matching result is determined as the target ignition advance angle. When the current operating data of the aircraft engine (engine speed and engine load) is completely consistent with a preset calibration point in the target mapping relationship, the system directly uses the ignition advance angle corresponding to that calibration point as the target ignition advance angle. This direct lookup method ensures the highest accuracy of ignition control when the engine is operating at a known and precisely calibrated operating point. When the current operating data of the aircraft engine (engine speed and engine load) is inconsistent with any calibration point in the target mapping relationship, the system identifies several calibration data points (e.g., four, forming a rectangular area) that are numerically closest to the current operating data point in the operating data space defined by the target mapping relationship (e.g., the engine speed-engine load plane). These identified calibration data points and their corresponding ignition advance angles are the associated operating data, which will serve as the reference for subsequent interpolation calculations. Interpolation calculations are performed based on the ignition advance angles corresponding to the two sets of associated operating data to determine the target ignition advance angle. Specifically, after identifying the associated operational data, the system uses this data and its corresponding ignition advance angle to estimate the ignition advance angle under the current non-calibrated operating condition through a mathematical interpolation algorithm. For example, if the associated operational data consists of the four corner points surrounding the current operational data point, a bilinear interpolation method can be used. This method first performs linear interpolation in two dimensions to obtain a smooth and continuous ignition advance angle value, thus filling the gaps between discrete calibration data points.

[0058] Understandably, "matching" means that the current engine speed and load values ​​must be exactly the same as the speed and load values ​​of a preset data point in the target mapping relationship, or, in practical applications, a match is considered acceptable within a very small error range. "No matching" means that the engine speed, engine load, or both in the current operating data are mismatched. This technical feature clarifies the conditions for triggering interpolation calculations. If the current engine speed or load value (or both) is not completely consistent with any calibration data point in the target mapping relationship, it is considered a mismatch. In this case, the system will no longer perform a direct table lookup but will instead execute the interpolation calculation process.

[0059] Through the aforementioned mechanism, the scheme in this application optimizes the basic ignition control method. In the basic scheme, the system is already able to select an appropriate mapping relationship based on the predicted altitude, thereby anticipating future environmental changes. Building upon this, this application further introduces the ability to accurately match or interpolate the engine's current operating data. This combination enables the ignition control strategy to not only adapt to future altitude changes but also smoothly adapt to continuous changes in engine speed and load, avoiding control jumps and accuracy losses caused by data point discreteness. This dual adaptability ensures that the engine obtains continuous and accurate ignition timing under various dynamic flight conditions, whether in calibrated or non-calibrated operating conditions, thereby significantly improving the engine's combustion efficiency, power output smoothness, and overall operational stability.

[0060] In one embodiment, determining the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship includes: Based on the engine's current operating data, associated operating data are determined in the mapping relationship corresponding to the two associated altitudes, wherein the associated operating data is used to characterize the two sets of operating data that are closest to the current operating data; Based on the ignition advance angles corresponding to the two sets of associated operating data, the first ignition advance angle and the second ignition advance angle are obtained. Based on the proportional relationship between the predicted altitude and the two associated altitudes, interpolation calculations are performed on the first ignition advance angle and the second ignition advance angle to determine the target ignition advance angle.

[0061] For example, each of the two associated altitudes has its own independent mapping relationship. These mapping relationships are typically stored in the controller in the form of multidimensional tables or functions for querying or calculating the ignition advance angle. Determining the associated operating data refers to finding the preset operating data point closest to the current engine operating data within the mapping relationships of the two associated altitudes, based on the current engine operating data. For example, if the current engine speed is 2500 rpm and the load is 60%, but the mapping relationship only contains discrete data points such as 2000 rpm / 50% and 3000 rpm / 70%, then it is necessary to determine which data points are closest to 2500 rpm / 60%. The associated operating data is used to characterize the two sets of operating data closest to the current operating data. "Closest" typically refers to the preset data point that is numerically closest to the current operating data point in both engine speed and engine load dimensions. For example, mathematical methods such as Euclidean distance and Manhattan distance can be used to measure the proximity between data points, or a preset search algorithm can be used to find four adjacent data points surrounding the current running data point in the mapping table (e.g., the upper and lower limits in the speed dimension and the upper and lower limits in the load dimension), thereby forming two or more sets of related running data.

[0062] The process of obtaining the first and second ignition advance angles based on the ignition advance angles corresponding to the two sets of associated operating data means that after determining the two sets of associated operating data closest to the current operating data, the ignition advance angles corresponding to these two sets of associated operating data can be directly found from the mapping relationship corresponding to the associated altitude or calculated through interpolation. For example, if the associated operating data are (speed 1, load 1) and (speed 2, load 2), then their ignition advance angles at a specific associated altitude can be queried or calculated respectively. The first and second ignition advance angles refer to the ignition advance angles calculated by interpolation based on the current operating data in the first associated altitude mapping relationship, and the ignition advance angles calculated by interpolation based on the current operating data in the second associated altitude mapping relationship. These two ignition advance angles represent the theoretical ignition times corresponding to the current operating conditions at the two reference altitudes.

[0063] The first ignition advance angle and the second ignition advance angle are interpolated based on the proportional relationship between the predicted altitude and the two associated altitudes to determine the target ignition advance angle. The two associated altitudes refer to the two preset altitudes that are closest to the predicted altitude among multiple candidate altitudes. For example, if the predicted altitude is 1450 meters, and the candidate altitudes are 0 meters, 1000 meters, 2000 meters, etc., then the two associated altitudes will be 1000 meters and 2000 meters. The proportional relationship refers to the positional ratio of the predicted altitude between the two associated altitudes. For example, if the predicted altitude is H_pred, and the two associated altitudes are H_lower and H_upper, then the proportional relationship can be expressed as (H_pred-H_lower) / (H_upper-H_lower). This proportional relationship is used to perform linear or non-linear weighting between the ignition advance angles corresponding to the two associated altitudes. The interpolation calculation is a mathematical method used to estimate the value of unknown data points between known data points. Here, the interpolation calculation is based on the proportional relationship between the predicted altitude and two related altitudes. A weighted average of the first and second ignition advance angles is applied to obtain a smooth transition ignition advance angle. Common interpolation methods include linear interpolation and polynomial interpolation. Linear interpolation is frequently used due to its simplicity and real-time performance, and this application does not specifically limit its application. The target ignition advance angle is the final calculated advance angle used to control the ignition of the aircraft engine. This angle comprehensively considers the engine's current operating data, predicted altitude, and altitude change trends, aiming to ensure that the engine maintains optimal combustion conditions during dynamic altitude changes.

[0064] This application's solution achieves refined dynamic correction of the ignition advance angle by introducing a dual interpolation mechanism. Specifically, based on the engine's current operating data, the system determines the two sets of associated operating data that are closest to the current operating data in the mapping relationships corresponding to the two associated altitudes. These mapping relationships are pre-calibrated and include the ignition advance angles corresponding to different operating data at specific altitudes. By interpolating these two sets of associated operating data, the first ignition advance angle corresponding to the first associated altitude and the second ignition advance angle corresponding to the second associated altitude can be obtained respectively. This processing method ensures that at each associated altitude reference point, the ignition advance angle can achieve optimal matching with the current engine speed and load, effectively solving the calculation deviation that may be caused by using only a single mapping relationship or simple interpolation. Subsequently, in order to incorporate the continuous change of the predicted altitude into the calculation of the ignition advance angle, this method performs secondary interpolation calculations on the first and second ignition advance angles based on the proportional relationship between the predicted altitude and the two associated altitudes, thereby determining the final target ignition advance angle. This process not only considers the impact of operational data on ignition timing but also transforms continuous changes in altitude into a smooth transition in the ignition advance angle through altitude-weighted calculation. This hierarchical interpolation logic effectively solves the problem of abrupt or inaccurate ignition parameter changes at non-candidate altitude points, ensuring that the engine's ignition timing can be smoothly and accurately adjusted to follow environmental evolution trends during drastic altitude changes. Ultimately, based on the determined target ignition advance angle, the aircraft engine's operation is controlled, thereby significantly improving the engine's combustion efficiency and operational stability under complex flight conditions.

[0065] In one embodiment, determining the predicted altitude of the aircraft after a preset time based on the current altitude, the rate of altitude change, and the ascent / descent status includes: Obtain the altitude change rate of the aircraft; The gain coefficient is determined based on the ascent and descent state of the aircraft, wherein the gain coefficient is used to quantify the altitude change trend of the aircraft within a preset time period; The predicted altitude of the aircraft is calculated based on the current altitude, the rate of change of altitude, and the gain coefficient after a preset time, wherein the gain coefficient is used to quantify the trend of altitude change of the aircraft within the preset time.

[0066] Considering that during actual flight, the aircraft is affected by its own dynamic characteristics, and its altitude change trend is not a simple linear extrapolation, if only the basic altitude change rate is relied upon for calculation, it is difficult to accurately quantify the dynamic altitude evolution of the aircraft within a preset time, resulting in insufficient accuracy in altitude prediction, which in turn affects the accuracy of subsequent ignition advance angle.

[0067] This application further proposes that when determining the gain coefficient based on the aircraft's ascent and descent states, the core function of this gain coefficient is to quantify the aircraft's altitude change trend over a preset time period. It serves as a key correction factor to adjust the linear prediction model based on the altitude change rate, enabling it to more accurately reflect the aircraft's actual nonlinear dynamic behavior. The determination of this gain coefficient can include: pre-calibrating using a large amount of flight test data to establish a lookup table or functional relationship between the ascent / descent states and the gain coefficient. For example, under specific engine thrust, flight speed, and ascent / descent states, a suitable gain coefficient can be obtained by inversely correcting the deviation between actual flight data and theoretical calculations. Alternatively, the gain coefficient can also be obtained through simulation calculations using the aircraft's dynamic model. By combining parameters such as engine thrust characteristics and aerodynamic drag characteristics, the altitude change trend under different ascent / descent states can be simulated, and a correction factor can be extracted from the simulation.

[0068] In practice, during engine bench tests or flight tests, the engine's operating conditions (such as throttle opening, speed, and load) can be varied while simultaneously monitoring the aircraft's ascent and descent and actual altitude changes, recording a large amount of relevant data. Subsequently, data analysis methods such as regression analysis and machine learning are used to establish a mapping relationship between engine characteristics, ascent and descent states, and gain coefficients. To accommodate individual differences between different engine models or batches, targeted calibration can be performed separately to ensure the accuracy of the gain coefficients.

[0069] When the aircraft is ascending, the gain coefficient is positive; when the aircraft is descending, the gain coefficient is negative. This control logic can be achieved by judging the aircraft's vertical speed or ascent / descendance flag. For example, if the vertical speed is greater than a certain positive threshold, it is judged as ascending; if it is less than a certain negative threshold, it is judged as descending. The gain coefficient is then directly assigned a positive or negative sign based on the judgment result. The absolute value of the gain coefficient can also be dynamically adjusted according to the severity of the ascent / descendance (e.g., the absolute value of the vertical speed) to achieve more precise correction.

[0070] This application's solution introduces a pre-calibrated gain coefficient based on engine characteristics, enabling refined quantification of the aircraft's altitude change trend and significantly improving the accuracy of altitude prediction. By acquiring the altitude change rate, the current speed of altitude change can be reflected, providing fundamental data support for prediction. Real-time differential calculations of the altitude sensor signals, combined with low-pass filtering, effectively eliminate sensor noise interference, ensuring the stability and reliability of the altitude change rate data. The gain coefficient is determined based on the aircraft's ascent and descent states; by assigning positive or negative values ​​to the gain coefficient according to the ascent or descent state, the direction of the prediction model's response to altitude changes can be dynamically adjusted. Since the gain coefficient is pre-calibrated based on engine characteristics, the prediction model can adapt to the altitude evolution patterns of different aircraft under specific power outputs, thereby correcting the bias caused by linear predictions relying solely on the altitude change rate. Ultimately, the altitude is predicted by comprehensively calculating the current altitude, the rate of change of altitude, and the gain coefficient. This organically combines the static current state with the dynamic trend prediction, enabling the aircraft's altitude position after a preset time to be predicted more accurately. This provides more accurate input parameters for subsequently obtaining target mapping relationships and determining the target ignition advance angle, ensuring the combustion stability of the engine in unsteady environments.

[0071] In one embodiment, the above method further includes: The knock retraction angle of the engine is monitored, wherein the knock retraction angle is used to characterize the retardation angle of the actual ignition time of the engine relative to the ideal ignition time; When the detonation recoil angle is greater than a preset threshold, the mapping relationship corresponding to the candidate altitude that is lower than the predicted altitude and closest to the predicted altitude is determined as a downgraded mapping relationship. The target ignition advance angle is determined based on the degradation mapping relationship.

[0072] Considering that the engine may experience knocking due to factors such as fuel quality, sudden environmental changes, or control deviations during the implementation of the above solution, if control is based solely on predicted altitude, it will be impossible to detect and respond to combustion abnormalities inside the engine in real time. This will result in the inability to adjust the ignition strategy in time when knocking occurs, which may lead to engine damage or a decline in operating performance.

[0073] Knock retraction angle is a key parameter for measuring engine combustion stability, defined as the angle by which the actual ignition timing is delayed relative to the ideal ignition timing. Monitoring the knock retraction angle aims to assess in real time whether engine knock occurs and its intensity. Methods for monitoring knock retraction angle include, but are not limited to: detecting abnormal high-frequency vibration signals in the combustion chamber using a knock sensor (such as a piezoelectric sensor) mounted on the engine block, and analyzing and calculating these signals in conjunction with crankshaft position sensor signals; or directly measuring the combustion chamber pressure curve using an in-cylinder pressure sensor, analyzing the pressure waveform characteristics to determine knock and calculate the retraction angle; or using an ion current sensor to detect the ion current signal of the combustion flame, analyzing its abnormal fluctuations to infer the occurrence and intensity of knock. All these methods provide real-time feedback on the engine combustion status, providing a basis for subsequent ignition strategy adjustments.

[0074] To address this, this application further proposes monitoring the knock retraction angle of the engine. When the monitored knock retraction angle exceeds a preset threshold (e.g., 5 degrees), it indicates that the engine is experiencing severe knocking, requiring measures to suppress it. The mapping relationship corresponding to the candidate altitude closest to the predicted altitude (below the predicted altitude) is determined as a downgraded mapping relationship. This downgraded mapping relationship is selected based on the following principle: generally, the lower the altitude, the higher the air density, and the higher the combustion pressure and temperature, making the engine more prone to knocking. Therefore, the ignition advance angle corresponding to lower altitudes will be relatively conservative (i.e., smaller) to avoid knocking. When knocking occurs, switching to the mapping relationship corresponding to the lower altitude can effectively reduce the ignition advance angle, thereby slowing down the combustion process, reducing peak pressure and temperature in the combustion chamber, and achieving the purpose of suppressing knocking. This process can be implemented through a logic judgment module within the control unit. When the knock retraction angle meets the conditions, it automatically selects a suitable downgraded mapping relationship from multiple pre-stored candidate altitude mapping relationships. Once the downgraded mapping relationship is determined, the next step is to use this downgraded mapping relationship to determine a new target ignition advance angle. This typically involves looking up tables or interpolating calculations within a selected degradation mapping relationship, based on the aircraft's current operating data (such as engine speed and engine load). For example, if the degradation mapping relationship is a three-dimensional table, the corresponding ignition advance angle is found in the table or calculated using methods such as linear interpolation or bilinear interpolation based on the current engine speed and load. This new ignition advance angle will be smaller than the original ignition advance angle determined based on predicted altitude, thereby suppressing knock.

[0075] By employing the above-mentioned scheme, this application adds a closed-loop safety protection layer to the aircraft engine ignition control by introducing a knock monitoring and feedback mechanism. During aircraft operation, the control system continuously monitors the engine's knock retraction angle. The knock retraction angle, as the angle of retardation between the actual ignition time and the ideal ignition time, can quantitatively assess the stability of the engine's current combustion state in real time. When the detected knock retraction angle exceeds a preset threshold (e.g., 5 degrees), it indicates that the current ignition advance angle determined based on the predicted altitude may be too aggressive, inducing combustion abnormalities and posing a knock risk. In this case, the system no longer relies entirely on the predicted altitude to determine the ignition advance angle but actively initiates a degradation strategy. Specifically, the system selects a mapping relationship from multiple preset candidate altitude mapping relationships that is lower than the current predicted altitude and closest to the predicted altitude, and identifies this as the degradation mapping relationship. Since lower altitudes typically correspond to more conservative (i.e., smaller) ignition advance angles, this switching can effectively reduce the pressure and temperature inside the combustion chamber, thereby suppressing the continued occurrence of knock. Subsequently, the control system will, based on this downgraded mapping relationship and combined with the aircraft's current operating data (such as engine speed and load), redetermine the target ignition advance angle. This new target ignition advance angle will be a relatively conservative value, designed to quickly mitigate knocking. Through this mechanism, this scheme adds dynamic adjustment capabilities based on knock feedback to the original open-loop control based on predicted altitude. When engine knocking occurs, the system can promptly detect it and automatically adjust the ignition strategy, adjusting the ignition advance angle to a safer range, thereby effectively suppressing knocking and preventing engine damage or performance degradation. This strategy, combining predictive control and real-time feedback, enables the engine to maintain efficient operation while ensuring its safety and reliability in complex and changing environments.

[0076] Through the above technical solution, this application effectively solves the problem that in schemes based on predicted altitude to determine the ignition advance angle, the engine may experience knocking due to factors such as fuel quality, sudden environmental changes, or control deviations, leading to the inability to adjust the ignition strategy in a timely manner. This solution monitors the engine's knock retraction angle in real time and sets a preset threshold. Once the knock retraction angle exceeds this threshold, the system can quickly identify the abnormal combustion state of the engine. Based on this, the system no longer rigidly adheres to the predicted altitude but intelligently selects a mapping relationship corresponding to a lower altitude as a downgraded mapping relationship, thereby determining a more conservative ignition advance angle. Since the ignition advance angle corresponding to lower altitudes is usually smaller, this adjustment can effectively reduce the pressure and temperature inside the combustion chamber, thereby rapidly suppressing the occurrence of knocking. This allows the engine to make timely self-protective adjustments when faced with sudden knocking, avoiding engine damage or performance degradation that may result from persistent knocking, and significantly enhancing the engine's robustness, safety, and reliability in complex flight environments.

[0077] Furthermore, as a response to the above Figure 1 In addition to the implementation of the method shown, this embodiment of the invention also provides an aircraft engine ignition control device for controlling the above-mentioned... Figure 1 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 5 As shown, the device includes: a first acquisition unit 21, a first determination unit 22, a second acquisition unit 23, a second determination unit 24, and a control unit 25, wherein... The first acquisition unit 21 is used to acquire the aircraft's current altitude, altitude change rate, and ascent / descent status. The first determining unit 22 is used to determine the predicted altitude of the aircraft after a preset time based on the current altitude, the altitude change rate, and the ascent and descent state; The second acquisition unit 23 is used to acquire at least one target mapping relationship corresponding to the predicted altitude from multiple mapping relationships corresponding to candidate altitudes. The mapping relationship includes multiple sets of aircraft operation data, and each set of aircraft operation data corresponds to an ignition advance angle. The ignition advance angle is used to characterize the theoretical ignition time of the engine under the corresponding altitude and operation data. The second determining unit 24 is used to determine the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship; Control unit 25 is used to control the operation of the aircraft based on the target ignition advance angle.

[0078] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and by adjusting kernel parameters, a method for controlling aircraft engine ignition can be implemented, addressing the problem of delayed engine ignition response when the aircraft's altitude changes.

[0079] This invention provides a computer-readable storage medium including a stored program that, when executed by a processor, implements the aircraft engine ignition control method.

[0080] This invention provides a processor for running a program, wherein the program executes the aircraft engine ignition control method during runtime.

[0081] This invention provides an electronic device, which includes at least one processor and at least one memory connected to the processor; wherein the processor is used to call program instructions in the memory to execute the aircraft engine ignition control method described above. This invention provides an electronic device 30, such as... Figure 6 As shown, the electronic device includes at least one processor 301, and at least one memory 302 and bus 303 connected to the processor; wherein, the processor 301 and the memory 302 communicate with each other through the bus 303; the processor 301 is used to call program instructions in the memory to execute the above-mentioned aircraft engine ignition control method.

[0082] The smart electronic devices mentioned in this article can be PCs, tablets, mobile phones, etc.

[0083] This application also provides a computer program product that, when executed on a process management electronic device, is suitable for executing a program that initializes the steps of the above-described aircraft engine ignition control method.

[0084] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0085] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0086] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will 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 computer, 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 machine for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0087] 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 instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0088] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0089] This application also provides a computer program product, which includes computer software instructions that, when executed on a processing device, cause the processing device to perform actions such as... Figure 1 The control flow of the memory in the corresponding embodiment.

[0090] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0091] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0092] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between apparatuses or units, and may be electrical, mechanical, or other forms.

[0093] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0094] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0095] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0096] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for controlling the ignition of an aircraft engine, characterized in that, include: Obtain the aircraft's current altitude, altitude change rate, and ascent / descent status; Based on the current altitude, the rate of altitude change, and the ascent / descent status, determine the predicted altitude of the aircraft after a preset time. From the mapping relationships corresponding to multiple candidate altitudes, at least one target mapping relationship corresponding to the predicted altitude is obtained. The mapping relationship includes multiple sets of aircraft operation data, and each set of aircraft operation data corresponds to an ignition advance angle. The ignition advance angle is used to characterize the theoretical ignition time of the engine under the corresponding altitude and operation data. Based on the current operating data of the aircraft and the target mapping relationship, the target ignition advance angle is determined; The aircraft is controlled to operate based on the target ignition advance angle.

2. The method according to claim 1, characterized in that, In multiple mapping relationships, under the same operating data, the ignition advance angle increases with the increase of altitude.

3. The method according to claim 2, characterized in that, The step of obtaining at least one target mapping relationship corresponding to the predicted altitude from the mapping relationships corresponding to multiple candidate altitudes includes: If any candidate altitude among multiple candidate altitudes matches the predicted altitude, the mapping relationship corresponding to the matching candidate altitude is determined as the target mapping relationship. If no candidate altitude matches the predicted altitude among multiple candidate altitudes, an associated altitude corresponding to the predicted altitude is determined among the multiple candidate altitudes, wherein the associated altitude is used to characterize the two candidate altitudes that are closest to the prediction. The mapping relationship corresponding to the two associated altitudes is taken as the target mapping relationship.

4. The method according to claim 3, characterized in that, The target mapping relationship includes a mapping relationship corresponding to candidate altitudes that match the predicted altitude; determining the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship includes: If a result matching the current operating data exists in the target mapping relationship, the matching result is determined as the target ignition advance angle; If no result matching the current running data exists in the target mapping relationship, associated running data corresponding to the current running data is determined in the target mapping relationship, wherein the associated running data is used to characterize the two sets of running data that are closest to the current running data; Interpolation calculations are performed based on the ignition advance angles corresponding to the two sets of associated operating data to determine the target ignition advance angle.

5. The method according to claim 3, characterized in that, The determination of the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship includes: Based on the engine's current operating data, associated operating data are determined in the mapping relationship corresponding to the two associated altitudes, wherein the associated operating data is used to characterize the two sets of operating data that are closest to the current operating data; Based on the ignition advance angles corresponding to the two sets of associated operating data, the first ignition advance angle and the second ignition advance angle are obtained. Based on the proportional relationship between the predicted altitude and the two associated altitudes, interpolation calculations are performed on the first ignition advance angle and the second ignition advance angle to determine the target ignition advance angle.

6. The method according to claim 1, characterized in that, The step of determining the predicted altitude of the aircraft after a preset time based on the current altitude, the rate of altitude change, and the ascent / descent status includes: Obtain the altitude change rate of the aircraft; The gain coefficient is determined based on the ascent and descent state of the aircraft, wherein the gain coefficient is used to quantify the altitude change trend of the aircraft within a preset time period; The predicted altitude of the aircraft is calculated based on the current altitude, the rate of change of altitude, and the gain coefficient after a preset time, wherein the gain coefficient is used to quantify the trend of altitude change of the aircraft within the preset time.

7. The method according to claim 1, characterized in that, Also includes: The knock retraction angle of the engine is monitored, wherein the knock retraction angle is used to characterize the retardation angle of the actual ignition time of the engine relative to the ideal ignition time; When the detonation recoil angle is greater than a preset threshold, the mapping relationship corresponding to the candidate altitude that is lower than the predicted altitude and closest to the predicted altitude is determined as a downgraded mapping relationship. The target ignition advance angle is determined based on the degradation mapping relationship.

8. An aircraft engine ignition control device, characterized in that, Also includes: The first acquisition unit is used to acquire the aircraft's current altitude, altitude change rate, and ascent / descent status. The determining unit is used to determine the predicted altitude of the aircraft after a preset time, based on the current altitude, the rate of change of altitude, and the ascent / descent state. The second acquisition unit is used to acquire at least one target mapping relationship corresponding to the predicted altitude from multiple candidate altitude mapping relationships respectively. The mapping relationship includes multiple sets of aircraft operation data, and each set of aircraft operation data corresponds to an ignition advance angle. The ignition advance angle is used to characterize the theoretical ignition time of the engine under the corresponding altitude and operation data. The determining unit is used to determine the target ignition advance angle based on the current operating data of the aircraft and the target mapping relationship; A control unit is used to control the operation of the aircraft based on the target ignition advance angle.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed by a processor, it implements the steps of the aircraft engine ignition control method as described in any one of claims 1 to 7.

10. An electronic device, characterized in that, The electronic device includes at least one processor and at least one memory connected to the processor; wherein the processor is configured to call program instructions in the memory to execute the steps of the aircraft engine ignition control method as described in any one of claims 1 to 7.

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