Aero-engine fuel temperature dynamic control method, system, device and medium

Abstract

The present invention provides a method, system, device and medium for dynamically controlling the fuel temperature of an aero-engine. The method includes: establishing a functional relationship between the operating conditions parameters, fuel flow rate and the upper limit threshold of the fuel supply temperature according to the upper limit threshold of the fuel supply temperature under different operating conditions parameters and different fuel flow rates of the engine; obtaining the current operating conditions parameters, fuel flow rate and fuel supply temperature of the engine; substituting the current operating conditions parameters and fuel flow rate of the engine into the functional relationship to obtain the current target upper limit threshold of the fuel supply temperature of the engine; and controlling the fuel supply temperature of the engine below the target upper limit threshold of the fuel supply temperature based on the current fuel supply temperature of the engine. While enabling the fuel to absorb the waste heat of the engine to the greatest extent and improve the working efficiency of the engine, the present invention can prevent the fuel from being heated and coked in the fuel nozzles of the combustion chamber to the greatest extent.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengines, and in particular to a method, a system, a device and a medium for dynamically controlling the fuel temperature of an aeroengine. Background Art

[0002] The fuel in an aeroengine is used for combustion in a combustion chamber or as servo actuation. Generally, the fuel needs to be heated by a fuel heating system before operation, and usually the waste heat generated by the engine is used to heat the fuel. The advantages of this heating method are as follows: 1) It can prevent servo fuel from icing; 2) It can recover a part of the engine waste heat by using cold fuel to improve the engine efficiency; 3) It can use cold fuel to cool the hot working medium that needs to be cooled, such as lubricating oil.

[0003] Most of the heated fuel is supplied to the engine combustion chamber. In the combustion chamber of an aeroengine, the fuel nozzle is a key component for injecting fuel. However, due to its high working temperature, the fuel in it is easily heated and cracked, resulting in the formation of solid coke deposits on the inner wall of the fuel passage in the fuel nozzle, making the fuel passage diameter smaller and smaller, and then causing abnormal fuel injection in the combustion chamber. Generally, the higher the fuel temperature supplied to the combustion chamber, the easier it is for fuel to coke; the larger the engine operating condition, the higher the air flow temperature provided by the high-pressure compressor to the combustion chamber, the easier it is for fuel to coke; the smaller the fuel flow rate, the lower the flow velocity of the fuel in the fuel nozzle, and the higher the temperature of the inner wall of the fuel passage in the fuel nozzle, the easier it is for fuel to coke. Thus, on the one hand, the fuel absorbs waste heat and is finally used to heat the air in the combustion chamber, which is beneficial to the improvement of the engine efficiency. Therefore, it is necessary for the fuel to absorb the engine waste heat as much as possible. On the other hand, since too high a fuel supply temperature may cause fuel coking in the fuel nozzle under large operating conditions, the excessive heat absorption of the fuel should be restricted.

[0004] In this regard, the existing technical means is to set a fuel temperature upper limit threshold, and limit the fuel temperature not to exceed this upper limit threshold by controlling the fuel heat exchange process. However, this method with a fixed threshold cannot maximize the recovery of engine waste heat. Summary of the Invention

[0005] Aiming at the above deficiencies of the existing technology, the present invention provides a method, a system, a device and a medium for dynamically controlling the fuel temperature of an aeroengine, so as to maximize the absorption of engine waste heat by the fuel and improve the engine operating efficiency, while maximizing the prevention of fuel coking due to heat in the fuel nozzle of the combustion chamber.

[0006] To achieve the above object, the present invention adopts the following technical solutions:

[0007] In the first aspect, the present invention provides a method for dynamically controlling the fuel temperature of an aeroengine, including:

[0008] Establish a functional relationship between the operating parameters, fuel flow rate, and the upper limit threshold of the fuel supply temperature according to the upper limit threshold of the fuel supply temperature under different operating parameters and different fuel flow rates of the engine;

[0009] Obtain the current operating parameters, fuel flow rate, and fuel supply temperature of the engine;

[0010] Substitute the current operating parameters and fuel flow rate of the engine into the functional relationship to obtain the current target upper limit threshold of the fuel supply temperature of the engine;

[0011] Based on the current fuel supply temperature of the engine, control the fuel supply temperature of the engine below the target upper limit threshold of the fuel supply temperature.

[0012] In a preferred embodiment of the present invention, the operating parameters include the main air flow temperature upstream of the combustion chamber.

[0013] In a preferred embodiment of the present invention, the main air flow temperature includes the compressor inlet temperature or the compressor outlet.

[0014] In a preferred embodiment of the present invention, the upper limit threshold of the fuel supply temperature under different operating parameters and different fuel flow rates of the engine is obtained through simulation or testing.

[0015] In a second aspect, the present invention also provides an aircraft engine fuel temperature dynamic control system, including:

[0016] A function establishment module for establishing a functional relationship between the operating parameters, fuel flow rate, and the upper limit threshold of the fuel supply temperature according to the upper limit threshold of the fuel supply temperature under different operating parameters and different fuel flow rates of the engine;

[0017] A parameter acquisition module for obtaining the current operating parameters, fuel flow rate, and fuel supply temperature of the engine;

[0018] A threshold acquisition module for substituting the current operating parameters and fuel flow rate of the engine into the functional relationship to obtain the current target upper limit threshold of the fuel supply temperature of the engine;

[0019] A control module for controlling the fuel supply temperature of the engine below the target upper limit threshold of the fuel supply temperature based on the current fuel supply temperature of the engine.

[0020] In a preferred embodiment of the present invention, the operating parameters include the main air flow temperature upstream of the combustion chamber.

[0021] In a preferred embodiment of the present invention, the main air flow temperature includes the compressor inlet temperature or the compressor outlet temperature.

[0022] In a preferred embodiment of the present invention, the upper limit threshold of the fuel supply temperature of the engine under different operating condition parameters and different fuel flow rates is obtained through simulation or testing.

[0023] In a third aspect, the present invention further provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, the steps of the foregoing method are implemented.

[0024] In a fourth aspect, the present invention further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the foregoing method are implemented.

[0025] By adopting the above technical solutions, the present invention has the following beneficial effects:

[0026] The present invention first establishes a functional relationship between the operating condition parameters, the fuel flow rate, and the upper limit threshold of the fuel supply temperature according to the upper limit threshold of the fuel supply temperature of the engine under different operating condition parameters and different fuel flow rates. Then, the current operating condition parameters, fuel flow rate, and fuel supply temperature of the engine are obtained, and the current operating condition parameters and fuel flow rate of the engine are substituted into the functional relationship to obtain the current target upper limit threshold of the fuel supply temperature of the engine. Finally, based on the current fuel supply temperature of the engine, the fuel supply temperature of the engine is controlled below the target upper limit threshold of the fuel supply temperature. It can be seen that the present invention can dynamically determine the upper limit threshold of the fuel supply temperature according to the engine operating conditions and the fuel flow rate, and while enabling the fuel to absorb the waste heat of the engine to the maximum extent and improve the engine operating efficiency, it can also prevent the fuel from being thermally coked in the fuel nozzle of the combustion chamber to the maximum extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a schematic flowchart of the method for dynamically controlling the fuel temperature of an aeroengine according to Embodiment 1 of the present invention;

[0028] Figure 2 is a structural block diagram of the system for dynamically controlling the fuel temperature of an aeroengine according to Embodiment 2 of the present invention;

[0029] Figure 3 is a hardware architecture diagram of the electronic device according to Embodiment 3 of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030] In order to make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0031] The terms used in this invention are for the purpose of describing specific embodiments only and are not intended to limit the disclosure. The singular forms "a", "the", and "said" used in this disclosure and the appended claims are also intended to include the plural forms unless the context clearly dictates otherwise. It should also be understood that the term "and / or" used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0032] Embodiment 1

[0033] Based on the principle that the greater the engine operating conditions, the easier the fuel is to coke in the combustion chamber; and the smaller the fuel flow rate, the easier the fuel is to coke in the combustion chamber, this embodiment provides a method for dynamically controlling the fuel temperature of an aeroengine, as Figure 1 shown, the method specifically includes the following steps:

[0034] S1. Establish a functional relationship between the operating condition parameters, fuel flow rate, and the upper limit threshold of the fuel supply temperature according to the upper limit threshold of the fuel supply temperature under different operating condition parameters and different fuel flow rates of the engine.

[0035] Specifically, the upper limit threshold of the fuel supply temperature under different operating condition parameters and different fuel flow rates of the engine can be obtained through simulation or tests. Among them, the operating conditions can be characterized by the main air flow temperature upstream of the combustion chamber (such as the compressor inlet temperature, compressor outlet temperature, etc.), that is, the operating condition parameters can be the main air flow temperature Ta upstream of the combustion chamber. On this basis, this embodiment can establish a functional relationship Tfamx = f(Ta, Qf) among the upper limit threshold Tfmax of the fuel supply temperature that will not cause fuel coking in the combustion chamber under different main air flow temperatures Ta and different fuel flow rates Qf of the engine.

[0036] S2. Obtain the current operating condition parameters, fuel flow rate, and fuel supply temperature of the engine.

[0037] Specifically, the current main air flow temperature Ta1 and fuel supply temperature Tf1 of the engine can be obtained through a temperature sensor, and the current fuel flow rate Qf1 of the engine can be obtained through a flow sensor.

[0038] S3. Substitute the current operating condition parameters and fuel flow rate of the engine into the functional relationship to obtain the current upper limit threshold of the target fuel supply temperature of the engine;

[0039] Specifically, substitute the current main air flow temperature Ta1 and fuel flow rate Qf1 of the engine into the functional relationship Tfamx = f(Ta, Qf) established in step S1, and the current upper limit threshold Tfmax1 of the target fuel supply temperature of the engine can be obtained.

[0040] S4. Based on the current fuel supply temperature of the engine, control the fuel supply temperature of the engine below the upper threshold of the target fuel supply temperature.

[0041] Specifically, in this embodiment, by controlling the fuel heating system, the fuel supply temperature Tf1 is controlled below the upper threshold Tfmax1 of the target fuel supply temperature. Among them, it is optimal to control the fuel supply temperature Tf1 below the upper threshold Tfmax1 of the target fuel supply temperature.

[0042] It can be seen that in this embodiment, first, according to the upper threshold of the fuel supply temperature of the engine under different operating condition parameters and different fuel flows, a functional relationship between the operating condition parameters, fuel flow, and the upper threshold of the fuel supply temperature is established; then, the current operating condition parameters, fuel flow, and fuel supply temperature of the engine are obtained, and the current operating condition parameters and fuel flow of the engine are substituted into the functional relationship to obtain the upper threshold of the current target fuel supply temperature of the engine; finally, based on the current fuel supply temperature of the engine, the fuel supply temperature of the engine is controlled below the upper threshold of the target fuel supply temperature. Therefore, this embodiment can dynamically determine the upper threshold of the fuel supply temperature according to the engine operating conditions and fuel flow, while enabling the fuel to absorb the waste heat of the engine to the greatest extent and improve the engine operating efficiency, and can prevent the fuel from coking due to heat in the fuel nozzle of the combustion chamber to the greatest extent.

[0043] Embodiment 2

[0044] Based on the principle that the larger the engine operating conditions, the easier the fuel is to coke in the combustion chamber; the smaller the fuel flow, the easier the fuel is to coke in the combustion chamber, this embodiment provides a dynamic control system for the fuel temperature of an aeroengine, as Figure 2 shown. This system specifically includes: a function establishment module 11, a parameter acquisition module 12, a threshold acquisition module 13, and a control module 14.

[0045] The functions of the above-mentioned respective modules are described in detail below:

[0046] The function establishment module 11 is used to establish a functional relationship between the operating condition parameters, fuel flow, and the upper threshold of the fuel supply temperature according to the upper threshold of the fuel supply temperature of the engine under different operating condition parameters and different fuel flows.

[0047] Specifically, the upper limit threshold of the fuel supply temperature of the engine under different operating condition parameters and different fuel flows can be obtained through simulation or tests. Among them, the operating condition can be characterized by the main air flow temperature upstream of the combustion chamber (such as the compressor inlet temperature, the compressor outlet temperature, etc.), that is, the operating condition parameter can be the main air flow temperature Ta upstream of the combustion chamber. On this basis, in this embodiment, a functional relationship Tfamx = f(Ta, Qf) among the three can be established according to the upper limit threshold Tfmax of the fuel supply temperature that does not cause fuel coking in the combustion chamber of the engine under different main air flow temperatures Ta and different fuel flows Qf.

[0048] The parameter acquisition module 12 is used to acquire the current operating condition parameters, fuel flow rate, and fuel supply temperature of the engine.

[0049] Specifically, the current main air flow temperature Ta1 and fuel supply temperature Tf1 of the engine can be acquired through a temperature sensor, and the current fuel flow rate Qf1 of the engine can be acquired through a flow sensor.

[0050] The threshold acquisition module 13 is used to substitute the current operating condition parameters and fuel flow rate of the engine into the functional relationship to obtain the current target upper limit threshold of the fuel supply temperature of the engine;

[0051] Specifically, by substituting the current main air flow temperature Ta1 and fuel flow rate Qf1 of the engine into the functional relationship Tfamx = f(Ta, Qf) established in step S1, the current target upper limit threshold Tfmax1 of the fuel supply temperature of the engine can be obtained.

[0052] The control module 14 is used to control the fuel supply temperature of the engine below the target upper limit threshold of the fuel supply temperature based on the current fuel supply temperature of the engine.

[0053] Specifically, in this embodiment, the fuel supply temperature Tf1 is controlled below the target upper limit threshold Tfmax1 of the fuel supply temperature by controlling the fuel heating system, and among them, it is optimal to control the fuel supply temperature Tf1 below the target upper limit threshold Tfmax1 of the fuel supply temperature.

[0054] It can be seen that this embodiment can dynamically determine the upper limit threshold of the fuel supply temperature according to the engine operating condition and fuel flow rate. While enabling the fuel to absorb the waste heat of the engine to the greatest extent and improve the engine working efficiency, it can also prevent the fuel from coking due to heat in the fuel nozzle of the combustion chamber to the greatest extent.

[0055] Embodiment 3

[0056] This embodiment provides an electronic device, which can be presented in the form of a computing device (for example, it can be a server device), including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, it can implement the dynamic control method for the fuel temperature of an aeroengine provided in Embodiment 1.

[0057] Figure 3 The schematic diagram of the hardware structure of this embodiment is shown, as Figure 3 shown, the electronic device 9 specifically includes:

[0058] At least one processor 91, at least one memory 92, and a bus 93 for connecting different system components (including the processor 91 and the memory 92), where:

[0059] The bus 93 includes a data bus, an address bus, and a control bus.

[0060] The memory 92 includes volatile memory, such as random access memory (RAM) 921 and / or cache memory 922, and may further include read-only memory (ROM) 923.

[0061] The memory 92 further includes a program / utility 925 having a set (at least one) of program modules 924. Such program modules 924 include but are not limited to: an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include the implementation of a network environment.

[0062] The processor 91 executes various functional applications and data processing by running the computer program stored in the memory 92, such as the dynamic control method for the fuel temperature of an aeroengine provided in Embodiment 1 of the present invention.

[0063] The electronic device 9 can further communicate with one or more external devices 94 (such as a keyboard, a pointing device, etc.). Such communication can be carried out through an input / output (I / O) interface 95. And the electronic device 9 can also communicate with one or more networks (such as a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) through a network adapter 96. The network adapter 96 communicates with other modules of the electronic device 9 through the bus 93. It should be understood that although not shown in the figure, other hardware and / or software modules can be used in combination with the electronic device 9, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID (disk array) systems, tape drives, and data backup storage systems, etc.

[0064] It should be noted that although several units / modules or sub-units / modules of the electronic device are mentioned in the above detailed description, this division is merely exemplary and not mandatory. In fact, according to the embodiments of the present application, the features and functions of two or more units / modules described above can be embodied in one unit / modules. Conversely, the features and functions of one unit / modules described above can be further divided and embodied by multiple units / modules.

[0065] Embodiment 4

[0066] This embodiment provides a computer-readable storage medium, on which a computer program is stored. When the program is executed by a processor, the steps of the dynamic control method for the fuel temperature of an aero-engine provided in Embodiment 1 are implemented.

[0067] Among them, the more specific forms that the readable storage medium can adopt can include but are not limited to: portable disks, hard disks, random access memories, read-only memories, erasable programmable read-only memories, optical storage devices, magnetic storage devices, or any suitable combination of the above.

[0068] In a possible implementation manner, the present invention can also be implemented in the form of a program product, which includes program code. When the program product runs on a terminal device, the program code is used to cause the terminal device to execute the steps of the dynamic control method for the fuel temperature of the aero-engine described in Embodiment 1.

[0069] Among them, the program code for executing the present invention can be written in any combination of one or more programming languages. The program code can be completely executed on the user device, partially executed on the user device, executed as an independent software package, partially executed on the user device and partially executed on a remote device, or completely executed on a remote device.

[0070] Although the specific implementation manners of the present invention are described above, those skilled in the art should understand that this is only for illustration. The protection scope of the present invention is defined by the appended claims. Without departing from the principles and essence of the present invention, those skilled in the art can make various changes or modifications to these implementation manners, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A dynamic control method for the fuel temperature of an aeroengine, characterized in that Including: Based on the upper limit threshold of the fuel supply temperature under different operating condition parameters and different fuel flows of the engine, establish a functional relationship between the operating condition parameters, the fuel flow, and the upper limit threshold of the fuel supply temperature; Obtain the current operating condition parameters, fuel flow, and fuel supply temperature of the engine; Substitute the current operating condition parameters and fuel flow of the engine into the functional relationship to obtain the current target upper limit threshold of the fuel supply temperature of the engine; Based on the current fuel supply temperature of the engine, control the fuel supply temperature of the engine below the target upper limit threshold of the fuel supply temperature.

2. The dynamic control method for the fuel temperature of an aeroengine according to claim 1, wherein The operating condition parameters include the main air flow temperature upstream of the combustion chamber.

3. The dynamic control method for the fuel temperature of an aeroengine according to claim 2, wherein The main air flow temperature includes the compressor inlet temperature or the compressor outlet temperature.

4. The dynamic control method for the fuel temperature of an aero-engine according to claim 1, wherein, The upper limit threshold of the fuel supply temperature of the engine under different operating condition parameters and different fuel flows is obtained through simulation or tests.

5. A dynamic control system for the fuel temperature of an aero-engine, characterized in that, Including: A function establishment module for establishing a functional relationship between the operating condition parameters, the fuel flow, and the upper limit threshold of the fuel supply temperature based on the upper limit threshold of the fuel supply temperature under different operating condition parameters and different fuel flows of the engine; A parameter acquisition module for obtaining the current operating condition parameters, fuel flow, and fuel supply temperature of the engine; A threshold acquisition module for substituting the current operating condition parameters and fuel flow of the engine into the functional relationship to obtain the current target upper limit threshold of the fuel supply temperature of the engine; A control module for controlling the fuel supply temperature of the engine below the target upper limit threshold of the fuel supply temperature based on the current fuel supply temperature of the engine.

6. The dynamic control system for the fuel temperature of an aeroengine according to claim 5, wherein The operating condition parameters include the main air flow temperature upstream of the combustion chamber.

7. The dynamic control system for the fuel temperature of an aeroengine according to claim 6, wherein The main air flow temperature includes the compressor inlet temperature or the compressor outlet temperature.

8. The dynamic control system for the fuel temperature of an aeroengine according to claim 5, characterized in that, The upper limit threshold of the fuel supply temperature of the engine under different operating condition parameters and different fuel flows is obtained through simulation or tests.

9. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 4.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the method according to any one of claims 1 to 4.

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