CN110886656A - Method and system for setting acceleration schedule for engine start - Google Patents
Method and system for setting acceleration schedule for engine start Download PDFInfo
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- CN110886656A CN110886656A CN201811056137.3A CN201811056137A CN110886656A CN 110886656 A CN110886656 A CN 110886656A CN 201811056137 A CN201811056137 A CN 201811056137A CN 110886656 A CN110886656 A CN 110886656A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/26—Starting; Ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/26—Starting; Ignition
- F02C7/262—Restarting after flame-out
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
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Abstract
Methods and systems for setting an acceleration schedule for engine start-up of a gas turbine engine are provided herein. A rotational acceleration measurement of the engine is obtained after the engine is powered in response to the start request. The rotational acceleration measurements of the engine are compared to an acceleration band having a maximum threshold and a minimum threshold. An acceleration schedule is determined based on the locations of the rotational acceleration measurements of the engine in the acceleration band.
Description
Technical Field
The present invention relates generally to gas turbine engines and more particularly to starting and restarting.
Background
The ability of the turbine engine to start and restart may be designed based on characteristics performed across the ground and the flight envelope and/or based on simulation models. In some embodiments, the boot and restart process includes two phases: direct fuel flow control and sub-idle acceleration management. During the sub-idle acceleration phase, the control system adjusts fuel flow to maintain a predetermined acceleration reference. The objective is to ensure that appropriate fuel and acceleration schedules (schedules) are identified to effectively start the engine under all conditions while avoiding undesirable engine behavior such as compressor stall, overheating, engine stalling (engine hang) or misfire.
The engine start-up process may include inconsistent requirements. For example, a cold engine acceleration request may be indicated by compressor stability, however, a hot or high speed engine restart acceleration must be high enough to prevent engine stall. For simplicity, fuel and acceleration schedules are sometimes defined as tradeoffs resulting in limiting the aircraft speed at which the engine restarts or simply not achieving the shortest possible time to idle in all situations.
With this, there is room for improvement.
Disclosure of Invention
In one aspect, a method for setting an acceleration schedule for engine start-up of a gas turbine engine is provided. The method comprises the following steps: obtaining a rotational acceleration measurement of the engine after powering the engine in response to the start request; comparing the rotational acceleration measurement of the engine to an acceleration band having a maximum threshold and a minimum threshold; and determining an acceleration plan based on the position of the rotational acceleration measurements of the engine in the acceleration band.
In another aspect, a system for setting an acceleration schedule for engine start-up of a gas turbine engine is provided. The system includes a processor unit and a non-transitory computer readable memory having stored thereon program instructions executable by the processing unit. The program instructions executed by the processing unit are for obtaining a rotational acceleration measurement of the engine after powering the engine in response to the start request; comparing the rotational acceleration measurement of the engine to an acceleration band having a maximum threshold and a minimum threshold; and determining an acceleration plan based on the position of the rotational acceleration measurements of the engine in the acceleration band.
In a further aspect, there is provided a computer readable medium having program code stored thereon, the program code executable by a processor for setting a fuel flow schedule for starting a gas turbine engine of an aircraft, the engine having a compressor inlet and a compressor outlet. The program code includes instructions for: obtaining a rotational acceleration measurement of the engine after powering the engine in response to the start request; comparing the rotational acceleration measurement of the engine to an acceleration band having a maximum threshold and a minimum threshold; and determining an acceleration plan based on the position of the rotational acceleration measurements of the engine in the acceleration band.
Drawings
Referring now to the drawings wherein:
FIG. 1 is a schematic illustration of an example gas turbine engine;
FIG. 2 is a flowchart illustrating an example method for setting an acceleration schedule of the engine of FIG. 1, according to an embodiment;
FIG. 3A is an example illustration of rotational acceleration;
FIG. 3B is an example illustration of an acceleration zone; and
FIG. 4 is a block diagram of an example engine control system.
It is noted that throughout the drawings, like features are identified with like reference numerals.
Detailed Description
FIG. 1 illustrates a gas turbine engine 10 for which an acceleration schedule may be set for engine start-up and restart using the methods and systems described herein. Note that when engine 10 is a turbofan engine, the acceleration schedule setting method and system may be applicable to turboprops, turbine shafts, Auxiliary Power Units (APUs), and other types of aircraft engines.
Referring to FIG. 2, a flow chart of an example method 200 for setting an acceleration schedule for starting a gas turbine engine, such as engine 10 of FIG. 1, is shown. Note that the expressions "engine start" and "cranking engine" are used throughout this disclosure to refer to engine starting and restarting. Method 200 provides for controlling acceleration of engine 10 according to an engine schedule during a sub-idle acceleration phase of engine 10.
Pre-ignition (Pre-light-off) sub-idle engine acceleration is the result of a number of inputs, including but not limited to starter energy, aircraft speed, and oil temperature. The starter torque is directly related to the starter energy and results from a pneumatic or electric source, such as a ground vehicle or a battery. In an electrical system, starter torque varies with battery consumption. Similarly, input ram recovery (inlet ram recovery) pressurizes the engine compressor input and varies with aircraft speed. The accumulated pressure through the engine shaft will provide rotational torque on the engine core, thus affecting the available torque for engine starting. In this way, monitoring the sub-idle acceleration, pre-ignition or slightly post-ignition, and comparing them with predetermined thresholds allows the sub-idle acceleration schedule to be set according to the actual situation in which the aircraft is operating.
At step 202, a rotational acceleration measurement is obtained after the engine 10 is powered in response to the start request. An engine start request is fulfilled and method 200 is triggered. This initiation request may be received from, for example, an aircraft command system (not shown) as activated by the pilot. In response to the start request, a measure of rotational acceleration of engine 10 is determined. For example, the rotational speed of the engine 10 may be obtained via a speed sensor. The rotational speed of the engine may be used to determine a rotational acceleration measurement. In some embodiments, the rotational acceleration measurement is obtained between the time when the engine 10 is energized and the time when ignition occurs (in this case, ignition refers to ignition of the engine). In this case, the obtained rotational acceleration measurement may be referred to as a pre-fired rotational acceleration measurement. Detection of ignition may be accomplished via one or more sensors (not shown) associated with engine 10. In some embodiments, the rotational acceleration measurements are obtained at or shortly after ignition.
Referring also to FIG. 3A, an example plot of rotational acceleration 302 of engine 10 is shown. In some embodiments, the rotational acceleration measurement is taken from a plurality of rotational acceleration values measured over a period of time. In other embodiments, the rotational acceleration measurement corresponds to a single rotational acceleration value measured at a particular time. For example, in some embodiments, the rotational acceleration measurement is the last measurement 304 before the ignition 306. In other embodiments, the rotational acceleration measurement is a peak measurement 308 taken at a peak acceleration time 310 corresponding to the peak acceleration of engine 10 prior to ignition 306. In some embodiments, the rotational acceleration measurement is the peak acceleration value 312 that occurs immediately following the ignition 306. That is, peak acceleration value 312 occurs near or at or shortly after ignition. Thus, multiple rotational acceleration measurements may be obtained, and a particular measurement at any suitable point in time, at a particular engine rotational speed, and/or under a particular acceleration condition may be selected as a rotational acceleration measurement.
At step 204, the rotational acceleration measurement of engine 10 is compared to an acceleration band having a maximum threshold value and a minimum threshold value. Referring also to FIG. 3B, an acceleration band 350 is shown having a maximum threshold 352 and a minimum threshold 354. In the illustrated example, both measurements 304 and 308 are shown with respect to acceleration band 350. It should be understood that only one of the two values 304, 308 is required, and that measurements taken from the rotational acceleration 302 other than the measurements 304, 308 may also be used.
According to an embodiment, the comparison of the rotational acceleration measurements to the acceleration band 350 includes determining a first difference 376 between the rotational acceleration measurements 304, 308 and the minimum threshold value 354 and a second difference 378 between the maximum threshold value 352 and the minimum threshold value 354.
The comparison of the rotational acceleration measurements 304, 308 to the acceleration band 350 may include determining a ratio between the first difference and the second difference. For example, the ratio may be defined as follows:
ratio of
In equation (1), TmaxIs the maximum threshold 352, TminIs the minimum threshold 354 and ACC is the rotational acceleration measurement 304, 308.
In a specific and non-limiting example of an implementation, where the rotational acceleration measurement corresponds to a rotational acceleration value measured at a particular time, the maximum threshold 352 and the minimum threshold 354 may correspond to a single maximum threshold and a single minimum threshold, respectively. Thus, a comparison of the rotational acceleration measurements may be made with respect to a minimum threshold as well as a maximum threshold.
For example, where the rotational acceleration measurement is the last measurement value 304 before the ignition 306, the maximum threshold 352 and the minimum threshold 354 may correspond to the maximum last value 362 before the ignition 306 and the minimum last value 364 before the ignition 306, respectively. In this manner, a comparison between the last measurement 304 before the ignition 306 may be made with respect to the maximum last value 362 and the minimum last value 364, respectively. A ratio between the first difference 376 and the second difference 378 may thus be determined. By way of specific and non-limiting example, if the last measured value 304 is equal to 40RPM/s, the maximum last value 362 is equal to 60RPM/s and the minimum last value 364 is equal to 25RPM/s, then the first difference 376 is equal to 15RPM/s, the second difference is equal to 35RPM/s and the ratio is 3/7.
Similarly, where the rotational acceleration measurement is pre-fired by peak measurement value 308, maximum threshold 352 and minimum threshold 353 may correspond to maximum peak 366 pre-firing and minimum peak 368 pre-firing, respectively. In this manner, comparisons between peak measurements 308 may be made with respect to maximum peak 366 and minimum peak 368, respectively. For example, a first difference 376 between peak measurement 308 and minimum peak 368 may be determined, and a second difference 378 between maximum peak 366 and minimum peak 368 may be determined. A ratio between the first difference and the second difference may then be determined.
The maximum threshold 352 and the minimum threshold 354 may be set to any suitable values. Maximum threshold 352 may correspond to a maximum engine core acceleration of engine 10, and minimum threshold 354 may correspond to a minimum engine core acceleration of engine 10. Both the maximum engine core acceleration and the minimum engine core acceleration may be a function of a charge level of one or more batteries used to start engine 10, aircraft speed, and/or oil temperature. According to an embodiment, the maximum engine core acceleration of engine 10 may be achieved using a hot engine, using a maximum aircraft speed that allows for engine restart at maximum engine starter torque. When the battery is fully charged, maximum engine starter torque may be achieved. Similarly, according to an embodiment, a minimum engine core acceleration of engine 10 may be achieved using a static cold soak engine when using a maximum allowed depleted battery.
In other embodiments, the ratio may be between a first difference between the rotational acceleration measurement and a maximum threshold and a second difference between the rotational acceleration measurement and a minimum threshold.
Referring back to FIG. 2, at step 206, an acceleration schedule is determined based on the location of the rotational acceleration measurements of engine 10 in acceleration band 350.
According to an embodiment, the position of the rotational acceleration measurements may be used to select a value for the acceleration plan between a maximum acceleration plan and a minimum acceleration plan by interpolation. The maximum acceleration schedule may include values as a function of time for a sub-idle acceleration phase of engine 10, and the minimum acceleration schedule may include values as a function of time for a sub-idle acceleration phase of engine 10. In other examples, the maximum acceleration schedule may include values as a function of engine rotational speed for a sub-idle acceleration phase of engine 10, and the minimum acceleration schedule may include values as a function of engine rotational speed for a sub-idle acceleration phase of engine 10.
The maximum acceleration schedule may be associated with a maximum threshold 352 and the minimum acceleration schedule may be associated with a minimum threshold 354. For example, the maximum acceleration schedule and the minimum acceleration schedule may be predetermined by measurements and/or simulations of engine 10 during the sub-idle acceleration phase. Thus, the maximum acceleration schedule may be derived from measuring rotational acceleration of engine 10 under conditions set for maximum engine core acceleration during the sub-idle acceleration phase, and the minimum acceleration schedule may be derived from measuring rotational acceleration of engine 10 under conditions set for minimum engine core acceleration during the sub-idle acceleration phase.
According to an embodiment, the value selected for the acceleration plan between the maximum acceleration plan and the minimum acceleration may be selected to be proportional to said ratio. For example, the values selected for the acceleration plan may be defined as follows:
value of
In equation (2), ACCmaxCorresponding to the value of the maximum acceleration plan in time, ACCminCorresponds to the value of the minimum acceleration plan over time, and R corresponds to the ratio as determined in equation (1).
By way of specific and non-limiting example, if the ratio is determined to be 3/4, the value selected for the acceleration plan may be 3/4 of the value between the maximum acceleration plan and the minimum acceleration plan.
According to an embodiment, the acceleration plan is determined by comparing the position of the rotational acceleration measurement with a threshold between a maximum acceleration plan and a minimum acceleration plan, and selecting either the maximum acceleration plan or the minimum acceleration plan. For example, if the position of the rotational acceleration measurement is between the threshold and the maximum acceleration plan, the maximum acceleration plan may be selected, and if the position of the rotational acceleration measurement is between the threshold and the minimum acceleration plan, the minimum acceleration plan may be selected.
According to an embodiment, the acceleration plan is determined by comparing the position of the rotational acceleration measurement with a tolerance band and selecting the acceleration plan corresponding to said position within the tolerance band. For example, the acceleration plan may be determined by quantifying the rotational acceleration measurement to one of a plurality of discrete values and selecting a corresponding acceleration plan associated with the discrete value of the rotational acceleration measurement.
According to an embodiment, determining the acceleration schedule includes adding an increment to a predetermined sub-idle acceleration schedule. The increment may be selected based on the location of the rotational acceleration measurements of engine 10 within acceleration band 350.
Other practical implementations for determining the acceleration schedule may be possible by determining the acceleration schedule based on the rotational acceleration of engine 10.
In some embodiments, method 200 further includes adjusting fuel flow to the engine during the sub-idle acceleration according to an acceleration schedule. For example, after ignition 306 of engine 10, direct fuel flow may be maintained using a predetermined open-loop fuel flow schedule until a sub-idle acceleration phase during which an acceleration schedule may then be applied. While in the sub-idle acceleration phase, fuel flow may be adjusted to maintain acceleration levels using closed-loop tracking of rotational acceleration of engine 10 according to an acceleration schedule.
The method 200 may be implemented by a control system. Referring to fig. 4, the control system may be implemented by a computing device 410 that includes a processing unit 412 and a memory 414 that has stored therein computer-executable instructions 416. The processing unit 412 may include any suitable device configured to implement the method 200 such that the instructions 416, when executed by the computing device 410 or other programmable apparatus, may cause performance of the functions/acts/steps performed as part of the method 200 as described herein. Processing unit 412 may include, for example, any type of general purpose microprocessor or microcontroller, a Digital Signal Processing (DSP) processor, a Central Processing Unit (CPU), an integrated circuit, a Field Programmable Gate Array (FPGA), a reconfigurable processor, other suitable programmed or programmable logic circuitry, or any combination thereof.
Memory 414 may include any suitable known or other machine-readable storage medium. Memory 414 may include a non-transitory computer readable storage medium such as, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Memory 414 may include any type of suitable combination of computer memory, either internal or external to the device, such as Random Access Memory (RAM), Read Only Memory (ROM), Compact Disc Read Only Memory (CDROM), electro-optical memory, magneto-optical memory, Erasable Programmable Read Only Memory (EPROM), and Electrically Erasable Programmable Read Only Memory (EEPROM), ferroelectric RAM (fram), and the like. Memory 414 may include any storage mechanism (e.g., device) suitable for recoverably storing machine-readable instructions 416 for execution by processing unit 412. Note that the control system may be implemented as part of a Full Authority Digital Engine Control (FADEC) or other similar device, including an Electronic Engine Control (EEC), an Engine Control Unit (ECU), and so forth.
The methods and systems for setting an acceleration plan for a gas turbine engine described herein may be implemented in a high level procedural or object oriented programming language, or scripting language, or a combination thereof, to communicate with or assist in the operation of a computer system, such as computing device 410. Alternatively, the method and system for setting an acceleration plan for a gas turbine engine may be implemented in assembly or machine language. The language may be a compiled or interpreted language. Programming code for implementing the methods and systems for setting an acceleration schedule for a gas turbine engine may be stored on a storage medium or device, such as a ROM, magnetic disk, optical disk, flash disk, or any other suitable storage medium or device. The programming code may be read by a general or special purpose programmable computer, for configuring and operating the computer, when the storage medium or device is read by the computer to perform the procedures described herein. Embodiments of the method and system for setting an acceleration plan for a gas turbine engine are also contemplated as being implemented by a non-transitory computer readable storage medium having a computer program stored thereon. The computer program may include computer readable instructions that cause a computer, or more specifically the processing unit 412 of the computing device 410, to operate in a specific and predefined manner to perform the functions described herein, such as those described in the method 200.
Computer-executable instructions may be in many forms, including program modules, executed by one or more computers or other devices. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. Typically, the functionality of the program modules may be combined or distributed as desired in various embodiments.
The above description is intended to be exemplary only, and those skilled in the art will recognize that changes may be made to the embodiments described without departing from the scope of the invention disclosed. Other modifications that fall within the scope of the invention will be apparent to those skilled in the art in view of this disclosure.
Various aspects of the methods and systems for setting acceleration plans for a gas turbine engine may be used alone, in combination, or in a variety of arrangements not specifically discussed in the embodiments described in the foregoing and, thus, are not limited in their application to the details and arrangement of components set forth in the foregoing description or illustrated in the drawings. For example, aspects described in one embodiment may be combined in any manner with aspects described in other embodiments. While particular embodiments have been shown and described, it will be obvious to those skilled in the art that, in its broader aspects, changes and modifications may be made without departing from the invention. The scope of the appended claims should not be limited by the embodiments set forth in the examples, but should be accorded the broadest reasonable interpretation consistent with the description as a whole.
Claims (20)
1. A method for setting an acceleration schedule for engine starting of a gas turbine engine, the method comprising:
obtaining a rotational acceleration measurement of the engine after powering the engine in response to the start request;
comparing the rotational acceleration measurement of the engine to an acceleration band having a maximum threshold and a minimum threshold; and
an acceleration schedule is determined based on the locations of the rotational acceleration measurements of the engine in the acceleration band.
2. The method of claim 1, wherein comparing the rotational acceleration measurement of the engine to the acceleration band comprises determining a ratio of a first difference between the rotational acceleration measurement and a minimum threshold to a second difference between a maximum threshold and a minimum threshold.
3. The method of claim 2, wherein the maximum threshold has a maximum acceleration plan associated therewith and the minimum threshold has a minimum acceleration plan associated therewith, and wherein determining an acceleration plan comprises selecting a value of an acceleration plan between the maximum and minimum acceleration plans in proportion to the ratio.
4. The method of claim 1, wherein the maximum threshold is a maximum engine core acceleration achieved with a hot engine, with a maximum aircraft speed that allows engine restart at maximum engine starter torque.
5. The method of claim 1, wherein the minimum threshold is a minimum engine core acceleration that is achieved with a static cold soak engine when using a maximum allowed depleted battery.
6. The method of claim 1, wherein the rotational acceleration measurement is a last measurement before ignition, and the maximum threshold and the minimum threshold correspond to a maximum last measurement before ignition and a minimum last measurement before ignition, respectively.
7. The method of claim 1, wherein the rotational acceleration measurement is a peak measurement pre-ignition, and the maximum threshold and the minimum threshold correspond to a maximum peak measurement pre-ignition and a minimum peak measurement pre-ignition.
8. The method of claim 1, wherein determining the acceleration schedule includes adding an increment to the predetermined sub-idle acceleration schedule, the increment selected based on a position of a rotational acceleration measurement of the engine in the acceleration band.
9. A system for setting an acceleration schedule for engine starting of a gas turbine engine, the system comprising:
a processor unit; and
a non-transitory computer readable memory having stored thereon program instructions executable by the processing unit for:
obtaining a rotational acceleration measurement of the engine after powering the engine in response to the start request;
comparing the rotational acceleration measurement of the engine to an acceleration band having a maximum threshold and a minimum threshold; and
an acceleration schedule is determined based on the locations of the rotational acceleration measurements of the engine in the acceleration band.
10. The system of claim 9, wherein comparing the rotational acceleration measurement of the engine to the acceleration band comprises determining a ratio of a first difference between the rotational acceleration measurement and a minimum threshold to a second difference between a maximum threshold and a minimum threshold.
11. The system of claim 10, wherein the maximum threshold has a maximum acceleration plan associated therewith and the minimum threshold has a minimum acceleration plan associated therewith, and wherein determining an acceleration plan comprises selecting a value of an acceleration plan between the maximum and minimum acceleration plans in proportion to the ratio.
12. The system of claim 9, wherein the maximum threshold is a maximum engine core acceleration achieved with a hot engine, with a maximum aircraft speed that allows engine restart at maximum engine starter torque.
13. The system of claim 9, wherein the minimum threshold is a minimum engine core acceleration achieved with a static cold soak engine when using a maximum allowed depleted battery.
14. The system of claim 9, wherein the rotational acceleration measurement is a last measurement before ignition, and the maximum threshold and the minimum threshold correspond to a maximum last measurement before ignition and a minimum last measurement before ignition, respectively.
15. The system of claim 9, wherein the rotational acceleration measurement is a peak measurement pre-ignition, and the maximum threshold and the minimum threshold correspond to a maximum peak measurement pre-ignition and a minimum peak measurement pre-ignition.
16. The system of claim 9, wherein determining the acceleration schedule includes adding an increment to the predetermined sub-idle acceleration schedule, the increment selected based on a position of a rotational acceleration measurement of the engine in the acceleration band.
17. A computer readable medium having program code stored thereon, the program code executable by a processor for setting a fuel flow schedule for starting a gas turbine engine of an aircraft, the engine having a compressor inlet and a compressor outlet, the program code comprising instructions for:
obtaining a rotational acceleration measurement of the engine after powering the engine in response to the start request;
comparing the rotational acceleration measurement of the engine to an acceleration band having a maximum threshold and a minimum threshold; and
an acceleration schedule is determined based on the locations of the rotational acceleration measurements of the engine in the acceleration band.
18. The computer readable medium of claim 17, wherein comparing the rotational acceleration measurement of the engine to the acceleration band comprises determining a ratio of a first difference between the rotational acceleration measurement and a minimum threshold to a second difference between a maximum threshold and a minimum threshold.
19. The computer readable medium of claim 18, wherein the maximum threshold has a maximum acceleration plan associated therewith and the minimum threshold has a minimum acceleration plan associated therewith, and wherein determining an acceleration plan comprises selecting a value of an acceleration plan between the maximum acceleration plan and the minimum acceleration plan in proportion to the ratio.
20. The computer readable medium of claim 18, wherein the maximum threshold is a maximum engine core acceleration achieved with a hot engine with a maximum aircraft speed that allows engine restart at maximum engine starter torque, and wherein the minimum threshold is a minimum engine core acceleration achieved with a static cold soak engine when a maximum allowed depleted battery is used.
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| US11131211B2 (en) * | 2017-05-10 | 2021-09-28 | Pratt & Whitney Canada Corp. | Method and system for setting an acceleration schedule for engine start |
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