A method and device for afterburning fuel supply control with adaptive adjustment in a turbofan engine

Abstract

This application belongs to the technical field of engine test, and specifically relates to a reheat fuel supply control method and device for adaptive adjustment of a turbofan engine. The method includes step S1: supply fuel according to the first set multiple of the fuel quantity W designed according to the reheat zone I fuel supply law at the specified operating point A, and start timing; step S2: determine whether the reheat connection condition is met. If the reheat connection condition is met, control the fuel quantity in the reheat zone I to linearly transition to the second set multiple of the designed fuel quantity W within the first set time period. If the reheat connection condition is not met after the timing time reaches the reheat bypass forced fuel supply time, control the fuel quantity in the reheat zone I to linearly transition to the third set multiple of the designed fuel quantity W within the second set time period. This application improves the reliability of reheat connection and at the same time improves the working stability during the reheat connection process. fa1 for fuel supply, and start timing; step S2: determine whether the reheat connection condition is met. If the reheat connection condition is met, control the fuel quantity in the reheat zone I to linearly transition to the second set multiple of the designed fuel quantity W within the first set time period. fa1 If the reheat connection condition is not met after the timing time reaches the reheat bypass forced fuel supply time, control the fuel quantity in the reheat zone I to linearly transition to the third set multiple of the designed fuel quantity W within the second set time period. fa1 This application improves the reliability of reheat connection and at the same time improves the working stability during the reheat connection process.

Description

Technical Field

[0001] This application belongs to the technical field of engine control, and particularly relates to a reheat fuel supply control method and device for adaptive adjustment of a turbofan engine. Background Technique

[0002] The afterburning turbofan engine is the preferred power plant for military fighter jets in today's society. By controlling the reheat fuel supply law, reliable ignition and stable operation of the afterburner can be achieved, the air flow velocity at the engine nozzle exit can be increased, a large increase in thrust can be realized, and the maneuverability of the aircraft can be improved.

[0003] The reliable ignition of the afterburner is the prerequisite for ensuring reliable operation of the afterburner and one of the design difficulties of the afterburner. Especially under the high-altitude left boundary conditions, due to the decrease in ambient temperature and pressure, the fuel atomization effect, flame propagation ability, and reliable ignition rich / lean fuel-air ratio are significantly lower than those in the low-altitude state, resulting in difficult afterburner ignition.

[0004] The afterburner generally adopts a method of sectional control of fuel supply. The design of the fuel supply law in the first stage of the afterburner is the key to determining the ignition ability of the afterburner. By optimizing and adjusting the fuel supply law in the first stage of the afterburner, the ignition ability of the afterburner can be improved. Currently, there are mainly two common fuel supply laws in the first stage of the afterburner: one is to use the fuel supply plan in the design state throughout the process. The fuel supply only correlates with the main engine state parameters of the engine and does not adaptively adjust according to the afterburner ignition situation. The design state fuel quantity is used for ignition, connection of flames between different stages of the afterburner, and transmission; the other is to adopt a progressive fuel supply plan. The fuel supply plan is reduced in the early stage of fuel supply, mainly for ignition. After a fixed delay time, the fuel supply plan is adjusted to the design or higher state for stable operation.

[0005] The existing fuel supply laws in the first stage of the afterburner can basically control the normal ignition of the afterburner, but have the following disadvantages:

[0006] 1. The first method has unreliable afterburner ignition under high-altitude left boundary conditions. The first method uses the fuel supply plan in the design state throughout the process. Under low-altitude conditions, due to the large range of afterburner ignition fuel-air ratio, the normal ignition control of the afterburner can basically be ensured. However, under high-altitude left boundary conditions, especially during the acceleration process of the main engine, the bypass ratio decreases, and the air flow rate in the afterburner ignition area located in the core flow path decreases. Using the design fuel quantity is likely to cause rich combustion. Coupled with factors such as fuel supply accuracy deviation, poor fuel atomization effect, and deviation in main engine state matching, it is easy to cause inappropriate fuel-air ratio during ignition, affecting ignition reliability.

[0007] 2. Method 2 reduces the anti-interference ability of the afterburner under the high-altitude left boundary condition. Method 2 uses a passive control method of the fuel supply plan adjusted according to time. It uses a fuel supply plan lower than the designed fuel quantity for ignition and the designed fuel quantity for stable operation. In principle, it is beneficial for afterburner ignition. However, to improve the reliability of ignition, it is necessary to extend the duration of the fuel supply plan below the designed state as much as possible, ignoring the stability of the flame connection in each area of the afterburner. Especially after the successful flame connection between the inner and outer connotations of the afterburner, at the moment when the nozzle area is passively enlarged following, the inlet state of the afterburner is reduced, while the fuel quantity in the first area of the afterburner is still at a relatively low level, reducing the anti-interference ability of the afterburner and affecting the stability of afterburner operation. Summary of the Invention

[0008] To solve one of the above problems, the present application provides an afterburner fuel supply control method and device with adaptive adjustment for a turbofan engine, a fuel supply law control method with adaptive adjustment based on the afterburner working conditions, which improves the stability of the flame connection in each area of the afterburner and ensures the reliable operation of the afterburner while ensuring the reliability of afterburner ignition.

[0009] The first aspect of the present application provides an afterburner fuel supply control method with adaptive adjustment for a turbofan engine, mainly including:

[0010] Step S1: Supply fuel according to the first set multiple of the designed fuel quantity W of the fuel supply law in the first area of the afterburner at the specified operating point A, and start timing; fa1

[0011] Step S2: Determine whether the afterburner ignition condition is met. If the afterburner ignition condition is met, control the fuel quantity in the first area of the afterburner to linearly transition to the second set multiple of the designed fuel quantity W fa1 within the first set time period. If the afterburner ignition condition is still not met after the timing time reaches the forced fuel supply time of the afterburner outer connotation, control the fuel quantity in the first area of the afterburner to linearly transition to the third set multiple of the designed fuel quantity W fa1 within the second set time period.

[0012] Preferably, step S1 further includes determining the first set multiple, and determining the first set multiple includes:

[0013] Obtain the designed fuel quantity W of the fuel supply law in the first area of the afterburner and the lean-rich fuel boundary under the conditions of the specified operating point A determined through component simulation analysis and component tests; fa1

[0014] Calculate the ratio k of the lean fuel boundary to the designed fuel quantity W fa1 贫油 and the ratio k of the rich fuel boundary to the designed fuel quantity W fa1 富油 ;

[0015] Determine the first set multiple, which is taken from any value between k 贫油 and 1.

[0016] Preferably, in step S2, determining whether the engine meets the afterburner engagement condition includes:

[0017] A signal indicating that flame is detected given by the afterburner flame detector, and the duration reaches a specified value, which is taken from 0 s to 0.3 s.

[0018] Preferably, in step S2, determining whether the engine meets the afterburner engagement condition includes:

[0019] Calculate the difference between the turbine outlet pressure at the current moment and the turbine outlet pressure at the moment when the throttle lever enters the afterburner region;

[0020] If the difference is greater than a set value and the duration reaches a specified value, the specified value is taken from 0 s to 0.3 s, and the set value is ΔP6×k 接通 , where ΔP6 is the change in turbine outlet pressure when the afterburner zone I is engaged at the lean fuel boundary, and k 接通 has a value range of 0.5 to 1.0.

[0021] Preferably, determining the change in turbine outlet pressure when the afterburner zone I is engaged at the lean fuel boundary includes:

[0022] At the specified operating point A, use the overall engine performance simulation model to calculate the first nozzle area of the engine in the intermediate state;

[0023] Calculate the first turbine outlet pressure when the fuel supply amount in the afterburner reaches the lean fuel boundary amount in the afterburner state;

[0024] Adjust the nozzle area of the engine in the intermediate state, and calculate the second turbine outlet pressure when the fuel supply amount in the afterburner reaches the lean fuel boundary amount and the nozzle area is equal to the first nozzle area in the afterburner state;

[0025] Determine the change in turbine outlet pressure when the afterburner zone I is engaged at the lean fuel boundary from the difference between the second turbine outlet pressure and the first turbine outlet pressure.

[0026] The second aspect of the present application provides an afterburner fuel supply control device for adaptive adjustment of a turbofan engine, mainly including:

[0027] An initial fuel supply control module, which is used to supply fuel according to the first set multiple of the fuel supply amount W fa1 designed according to the fuel supply law of the afterburner zone I at the specified operating point A, and start timing;

[0028] The afterburner ignition fuel supply control module is used to determine whether the afterburner ignition condition is met. If the afterburner ignition condition is met, it controls the fuel quantity in the first stage of the afterburner to linearly transition to the designed fuel quantity W within the first set time period. fa1 If the afterburner ignition condition is still not met after the timing reaches the forced fuel supply time for the afterburner bypass duct, it controls the fuel quantity in the first stage of the afterburner to linearly transition to the designed fuel quantity W within the second set time period. fa1 To the third set multiple of.

[0029] Preferably, the initial fuel supply control module includes:

[0030] The boundary determination unit is used to obtain the designed fuel quantity W of the fuel supply law in the first stage of the afterburner under the condition of the specified operating point A determined through component simulation analysis and component tests fa1 And the lean and rich fuel boundaries;

[0031] The ratio calculation unit is used to calculate the ratio k of the lean fuel boundary to the designed fuel quantity W fa1 , and the ratio k of the rich fuel boundary to the designed fuel quantity W 贫油 ; fa1 ; 富油 ;

[0032] The first set multiple calculation unit is used to determine the first set multiple, and the first set multiple is taken from any value between k 贫油 And 1.

[0033] Preferably, the afterburner ignition fuel supply control module includes a first afterburner ignition condition determination unit, which is used to give a judgment that meets the afterburner ignition adjustment after the signal of detecting the flame given by the afterburner flame detector and the duration reaches the specified value, and the specified value is taken from 0s to 0.3s.

[0034] Preferably, the afterburner ignition fuel supply control module includes a second afterburner ignition condition determination unit, which is used to calculate the difference between the turbine outlet pressure at the current moment and the turbine outlet pressure at the moment when the throttle lever enters the afterburner domain; if the difference is greater than the set value and the duration reaches the specified value, it gives a judgment that meets the afterburner ignition adjustment, the specified value is taken from 0s to 0.3s, and the set value is ΔP6×k 接通 , where ΔP6 is the change in turbine outlet pressure when the first stage of the afterburner is connected at the lean fuel boundary, and k 接通 The value range is 0.5 to 1.0.

[0035] Preferably, the second afterburner ignition condition determination unit includes:

[0036] The intermediate state nozzle area determination unit is used to calculate the first nozzle area of the engine in the intermediate state at the specified operating point A using the overall engine performance simulation model;

[0037] The first turbine outlet pressure determination unit is configured to calculate the first turbine outlet pressure when the fuel supply amount in the afterburner reaches the lean-burn boundary fuel amount under the afterburner state.

[0038] The second turbine outlet pressure determination unit is configured to adjust the nozzle area of the engine in the intermediate state, and calculate the second turbine outlet pressure when the fuel supply amount in the afterburner reaches the lean-burn boundary fuel amount and the nozzle area is equal to the first nozzle area under the afterburner state.

[0039] The turbine outlet pressure change amount calculation unit is configured to determine the turbine outlet pressure change amount when the afterburner zone I is connected at the lean-burn boundary from the difference between the second turbine outlet pressure and the first turbine outlet pressure.

[0040] This application improves the reliability of afterburner connection and at the same time improves the working stability during the afterburner connection process. Brief Description of the Drawings

[0041] Figure 1 It is a flowchart of a preferred embodiment of the afterburner fuel supply control method for adaptive adjustment of the turbofan engine of this application. Detailed Embodiments

[0042] To make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the drawings in the embodiments of this application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements with the same or similar functions from beginning to end. The described embodiments are some but not all of the embodiments of this application. The embodiments described below by referring to the drawings are exemplary and are intended to explain this application and should not be construed as limiting this application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts shall fall within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the drawings.

[0043] First, the flight envelope will be introduced. The flight envelope is one of the numerous indicators for comprehensively evaluating an aircraft's flight performance. It consists of a very simple two-dimensional curve, with the abscissa being the flight speed and the ordinate being the flight altitude. The left boundary line of the flight envelope refers to the minimum speed of the aircraft at any altitude. This speed value is completely determined by the overall aerodynamic characteristics of the aircraft. Generally speaking, it is the minimum speed at which this aircraft can maintain level flight at a certain altitude. Once the speed is lower than this value, the aircraft enters a stall state, and the lift generated on the aircraft wing is less than the weight of the aircraft. In contrast, the right boundary is the maximum speed value that this aircraft can reach when accelerating with full power at a certain altitude. The magnitude of this speed depends on the engine thrust and the aircraft's own aerodynamic characteristics. When the speed reaches the maximum value, the maximum thrust output by the aircraft engine is exactly equal to the aerodynamic drag of the aircraft at this speed. This speed is the speed that the aircraft cannot exceed.

[0044] The purpose of this application is to design the fuel supply law in the afterburner zone I under the left boundary conditions of the flight envelope.

[0045] The first aspect of this application provides a method for controlling the afterburner fuel supply with adaptive adjustment for a turbofan engine, as Figure 1 shown, mainly including:

[0046] Step S1: Supply fuel according to the first set multiple of the fuel quantity W designed according to the afterburner zone I fuel supply law at the specified operating point A fa1 and start timing.

[0047] Specifically, when the afterburner zone I fuel supply condition is met, supply fuel initially according to W fa1 ×k 初始 and start timing simultaneously.

[0048] In some alternative embodiments, step S1 further includes determining the first set multiple, that is, the above parameter k 初始 , and determining the first set multiple includes:

[0049] Obtain the fuel quantity W designed according to the afterburner zone I fuel supply law and the lean and rich fuel boundaries under the conditions of the specified operating point A determined through component simulation analysis and component tests fa1 ;

[0050] Calculate the ratio k fa1 of the lean fuel boundary to the designed fuel quantity W 贫油 , and the ratio k fa1 of the rich fuel boundary to the designed fuel quantity W 富油 ;

[0051] Determine the first set multiple, and the first set multiple is taken as any value between k 贫油 and 1. That is, the initial fuel supply coefficient k 初始Recommended value range of k 贫油 ~1

[0052] In this embodiment, for the operating point A, the recommended altitude range is 12 km to 16 km, and the speed range is 300 km / h to 600 km / h, which is adjusted according to the adaptability of the engine operating envelope.

[0053] Step S2: Determine whether the afterburner activation condition is satisfied. If the afterburner activation condition is satisfied, control the fuel quantity in the afterburner zone I to linearly transition to the designed fuel quantity W within the first set time period fa1 to the second set multiple. If the afterburner activation condition is still not satisfied after the timing time reaches the forced outer-duct fuel supply time of the afterburner, control the fuel quantity in the afterburner zone I to linearly transition to the designed fuel quantity W fa1 to the third set multiple.

[0054] In this embodiment, the first set time period is C, and the value range of C is 0.5 s to 3 s. The second set time period is E, and the value range of E is 2 s to 5 s.

[0055] The second set multiple k 稳定1 and the third set multiple k 稳定2 both take values from 1 to k 富油 .

[0056] For example, when the afterburner activation condition is satisfied, control the fuel quantity in the afterburner zone I to linearly transition to W fa1 ×k 稳定1 within 1 s; when the timing time reaches the forced outer-duct fuel supply time of the afterburner and the afterburner activation condition is not satisfied all the time, control the fuel quantity in the afterburner zone I to linearly transition to W fa1 ×k 稳定2 within 4 s.

[0057] In some alternative embodiments, in step S2, determining whether the engine satisfies the afterburner activation condition includes: a signal indicating that a flame is detected given by the afterburner flame detector, and the duration reaches a specified value, and the specified value is taken from 0 s to 0.3 s. In an alternative embodiment, determining whether the engine satisfies the afterburner activation condition may further include: calculating the difference between the turbine outlet pressure P6 at the current moment and the turbine outlet pressure P 6初始 at the moment when the throttle lever enters the afterburner range; if the difference is greater than the set value and the duration reaches the specified value.

[0058] The above-mentioned specified value is taken from any value within 0 s to 0.3 s, and the set value is ΔP6×k 接通 , where ΔP6 is the change in turbine outlet pressure when the afterburner zone I is connected at the lean fuel boundary, and k 接通 takes any value within the range of 0.5 to 1.0.

[0059] In some alternative embodiments, determining the change in the turbine outlet pressure ΔP6 when the afterburner zone I is connected at the lean fuel boundary includes:

[0060] At the specified operating point A, use the overall engine performance simulation model to calculate the area A of the first nozzle of the engine in the intermediate state 8基准 ;

[0061] Calculate the first turbine outlet pressure P when the fuel supply in the afterburner reaches the lean fuel boundary fuel quantity in the afterburner state 6基准 ;

[0062] Adjust the nozzle area of the engine in the intermediate state, and calculate the second turbine outlet pressure P when the fuel supply in the afterburner reaches the lean fuel boundary fuel quantity and the nozzle area is equal to the first nozzle area A 8基准 in the afterburner state 6接通 ;

[0063] Determine the change in the turbine outlet pressure ΔP6 when the afterburner zone I is connected at the lean fuel boundary from the difference between the second turbine outlet pressure and the first turbine outlet pressure, ΔP6 = P 6接通 -P 6基准 .

[0064] The present application has the following advantages.

[0065] 1. The reliability of afterburner connection is improved. During the transition process, the bypass ratio of the engine decreases, and the air flow rate in the afterburner ignition zone in the core decreases, and the required fuel flow rate should also decrease. The present application uses a fuel quantity lower than the designed fuel quantity for connection control, solves the rich fuel ignition problem existing in Method 1, and improves the reliability of afterburner connection.

[0066] 2. The working stability during the afterburner connection process is improved. The present application establishes a method for characterizing afterburner connection, adaptively adjusts the afterburner fuel supply law according to the working conditions of the afterburner, immediately increases the fuel supply quantity in the afterburner zone I after the afterburner is connected, improves the flame anti-interference ability in the afterburner zone I, and improves the working stability of the afterburner.

[0067] The second aspect of the present application provides an afterburner fuel supply control device for adaptive adjustment of a turbofan engine corresponding to the above method, mainly including:

[0068] An initial fuel supply control module for supplying fuel according to a first set multiple of the designed fuel quantity W of the afterburner zone I at the specified operating point A fa1 and starting timing;

[0069] An afterburner connection fuel supply control module for determining whether the afterburner connection condition is met. If the afterburner connection condition is met, the fuel quantity in the afterburner zone I is controlled to linearly transition to the designed fuel quantity W within the first set time period fa1If the afterburner connection condition is still not met after the timing reaches the forced oil supply time of the afterburner outer culvert, the oil volume in the afterburner I zone is controlled to linearly transition to the designed oil volume W within the second set time period. fa1 The third setting multiple of .

[0070] In some optional implementations, the initial fuel supply control module includes:

[0071] The boundary determination unit is used to obtain the design oil quantity W of the fuel supply law of the booster I zone under the specified working point A conditions determined by component simulation analysis and component test. fa1 and the rich-poor-oil boundary;

[0072] Proportional calculation unit, used to calculate the lean oil boundary relative to the designed oil volume W fa1 The ratio k 贫油 , and the oil-rich boundary relative to the designed oil volume W fa1 The ratio k 富油 ;

[0073] A first setting multiple calculation unit is used to determine the first setting multiple, wherein the first setting multiple is taken from k 贫油 Any value between ~1.

[0074] In some optional embodiments, the afterburner fuel supply control module includes a first afterburner condition determination unit, which is used to make a judgment that the afterburner adjustment is met after a flame detection signal is given by the afterburner combustion chamber flame detector and the duration reaches a specified value, and the specified value is taken from 0s to 0.3s.

[0075] In some optional embodiments, the booster fuel supply control module includes a second booster fuel supply condition determination unit, which is used to calculate the difference between the turbine post-pressure at the current moment and the turbine post-pressure at the moment when the throttle lever enters the booster domain; if the difference is greater than a set value and the duration reaches a specified value, a judgment is given that the booster fuel supply regulation is satisfied, the specified value is taken from 0s to 0.3s, and the set value is ΔP6×k 接通 , where ΔP6 is the change in the turbine post-pressure when the afterburner zone I is turned on at the lean boundary, k 接通 The value range is 0.5 to 1.0.

[0076] In some optional implementations, the second booster connection condition determination unit includes:

[0077] The intermediate state nozzle area determination unit is used to calculate the first nozzle area of ​​the engine in the intermediate state at a specified working point A using the whole machine performance simulation model;

[0078] The first turbine outlet pressure determination unit is configured to calculate the first turbine outlet pressure when the fuel supply amount of the afterburner reaches the lean limit fuel amount under the afterburning condition;

[0079] The second turbine outlet pressure determination unit is configured to adjust the nozzle area of the engine in the intermediate state, and calculate the second turbine outlet pressure when the fuel supply amount of the afterburner reaches the lean limit fuel amount and the nozzle area is equal to the first nozzle area under the afterburning condition;

[0080] The turbine outlet pressure change calculation unit is configured to determine the turbine outlet pressure change amount when the afterburning zone I is connected at the lean limit by the difference between the second turbine outlet pressure and the first turbine outlet pressure.

[0081] Although the present application has been described in detail with general descriptions and specific embodiments above, based on the present application, some modifications or improvements can be made, which are obvious to those skilled in the art. Therefore, these modifications or improvements made without departing from the spirit of the present application all fall within the scope claimed by the present application.

Claims

1. A method for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine, characterized in that, Including: Step S1: Supply fuel according to the fuel supply law of the afterburner I area at the specified operating point A with the fuel quantity W designed, and start timing. Among them, determining the first set multiple includes: obtaining the fuel quantity W designed according to the fuel supply law of the afterburner I area under the conditions of the specified operating point A determined through component simulation analysis and component tests fa1 , and the lean-rich fuel boundary; calculating the ratio k of the lean fuel boundary to the designed fuel quantity W fa1 , and the ratio k of the rich fuel boundary to the designed fuel quantity W fa1 ; determining the first set multiple, and the first set multiple is taken from any value between k 贫油 and 1; fa1 ; 富油 ; 贫油 ​ Step S2: Determine whether the afterburner activation condition is met. If the afterburner activation condition is met, control the fuel quantity in the first afterburner zone to linearly transition to the designed fuel quantity W within the first set time period fa1 of the second set multiple. If the afterburner activation condition is still not met after the timing time reaches the forced afterburner bypass fuel supply time, control the fuel quantity in the first afterburner zone to linearly transition to the designed fuel quantity W fa1 of the third set multiple, where both the second set multiple and the third set multiple are taken from 1 to k 富油 .

2. The method for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine according to claim 1, characterized in that, In step S2, determining whether the engine meets the afterburner engagement condition includes: A signal indicating that flame is detected given by the afterburner flame detector, and the duration reaches a specified value, and the specified value is taken from 0 s to 0.3 s.

3. The method for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine according to claim 1, characterized in that, In step S2, determining whether the engine meets the afterburner engagement condition includes: Calculating the difference between the turbine outlet pressure at the current moment and the turbine outlet pressure when the throttle lever enters the afterburner range; If the difference is greater than the set value and the duration reaches the specified value, where the specified value is taken from 0 s to 0.3 s and the set value is Δ P 6× k 接通 , where Δ P 6 is the change in the turbine exhaust pressure when the lean fuel boundary is connected in the afterburner zone I, k 接通 and its value range is 0.5 to 1.

0.

4. The method for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine according to claim 3, characterized in that, Determining the change in turbine outlet pressure when the afterburner Zone I is engaged at the lean fuel boundary includes: At the specified operating point A, using the overall engine performance simulation model to calculate the area of the first nozzle of the engine in the intermediate state; Calculating the first turbine outlet pressure when the fuel supply amount in the afterburner reaches the lean fuel boundary amount in the afterburner state; Adjusting the nozzle area of the engine in the intermediate state, and calculating the second turbine outlet pressure when the fuel supply amount in the afterburner reaches the lean fuel boundary amount and the nozzle area is equal to the first nozzle area in the afterburner state; Determining the change in turbine outlet pressure when the afterburner Zone I is engaged at the lean fuel boundary from the difference between the second turbine outlet pressure and the first turbine outlet pressure.

5. A device for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine, characterized in that, Adopting the afterburner fuel supply control method for adaptive adjustment of the turbofan engine as described in any one of claims 1-4, the device includes: The initial fuel supply control module is used to supply fuel according to the fuel supply law in the afterburning zone I of the specified operating point A at the first set multiple of the fuel quantity W fa1 and start timing; The afterburner ignition fuel supply control module is used to determine whether the afterburner ignition condition is met. If the afterburner ignition condition is met, it controls the fuel quantity in the first afterburner zone to linearly transition to the designed fuel quantity W within the first set time period. fa1 If the afterburner ignition condition is still not met after the timing time reaches the forced fuel supply time for the afterburner bypass, it controls the fuel quantity in the first afterburner zone to linearly transition to the designed fuel quantity W within the second set time period. fa1 of the third set multiple.

6. The device for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine according to claim 5, characterized in that, The initial fuel supply control module includes: A boundary determination unit, configured to obtain, under the condition of a specified operating point A determined through component simulation analysis and component tests, the designed fuel supply quantity W of the fuel supply law in the first afterburning zone fa1 and the rich / lean fuel boundaries; A ratio calculation unit for calculating the ratio k of the lean oil boundary relative to the designed oil volume W fa1 and the ratio k of the rich oil boundary relative to the designed oil volume W 贫油 ; fa1 and the ratio k of the rich oil boundary relative to the designed oil volume W 富油 ; A first set multiple calculation unit for determining the first set multiple, where the first set multiple is taken from any value between k 贫油 and 1.

7. The device for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine according to claim 5, characterized in that, The afterburner engagement fuel supply control module includes a first afterburner engagement condition determination unit, which is used to give a judgment that meets the afterburner engagement adjustment after a signal indicating that flame is detected given by the afterburner flame detector and the duration reaches a specified value, and the specified value is taken from 0 s to 0.3 s.

8. The device for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine according to claim 5, characterized in that, The afterburner engagement fuel supply control module includes a second afterburner engagement condition determination unit, which is used to calculate the difference between the turbine outlet pressure at the current moment and the turbine outlet pressure at the moment when the throttle lever enters the afterburner range; if the difference is greater than the set value and the duration reaches the specified value, a judgment satisfying the afterburner engagement adjustment is given. The specified value is taken from 0 s to 0.3 s, and the set value is Δ P 6× k 接通 , where Δ P 6 is the change in turbine outlet pressure when the afterburner is engaged at the lean fuel boundary in the first afterburner zone, k 接通 and its value range is 0.5 to 1.

0.

9. The device for controlling afterburner fuel supply with adaptive adjustment for a turbofan engine according to claim 8, characterized in that, The second afterburner engagement condition determination unit includes: An intermediate state nozzle area determination unit, which is used to calculate the area of the first nozzle of the engine in the intermediate state at the specified operating point A by using the overall engine performance simulation model; A first turbine outlet pressure determination unit, which is used to calculate the first turbine outlet pressure when the fuel supply amount in the afterburner reaches the lean fuel boundary amount in the afterburner state; A second turbine outlet pressure determination unit, which is used to adjust the nozzle area of the engine in the intermediate state and calculate the second turbine outlet pressure when the fuel supply amount in the afterburner reaches the lean fuel boundary amount and the nozzle area is equal to the first nozzle area; A turbine outlet pressure change amount calculation unit, which is used to determine the change in turbine outlet pressure when the afterburner Zone I is engaged at the lean fuel boundary from the difference between the second turbine outlet pressure and the first turbine outlet pressure.

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