A method for debugging and performance acquisition of a binary thrust vectoring engine

Abstract

The present application belongs to the field of aviation engine technology, and particularly relates to a method for debugging and performance recording of a binary thrust vectoring engine, including loading and starting, completing the installation of the binary thrust vectoring aviation engine in accordance with the installation process regulations, completing calibration and pre-start inspection work in accordance with the test process regulations, a warm-up phase, a deflection test before measurement, a steady-state recording phase, and performing performance recording under different states in the steady-state recording phase. The warm-up phase is to warm up the engine to bring the engine into a normal and stable state, a warm-up phase, a steady-state recording phase, wherein the steady-state recording phase includes performance recording of multiple states or speeds, and a deflection test can be selectively performed before each performance recording. If a problem occurs in the deflection test, it should be adjusted, repaired, and retested. The present application is used to debug the deflection of the binary vectoring engine and complete the engine performance recording, while standardizing, systematizing, and proceduralizing the test process.

Description

Technical Field

[0001] The present application belongs to the field of aero-engine technology, and in particular relates to a method for debugging and performance recording a binary thrust vectoring engine. Background Art

[0002] Thrust vectoring engine technology is currently an important development trend in aviation engines. Thrust vectoring technology has excellent stealth characteristics and maneuverability, and can enhance fighter jets' penetration, beyond-visual-range combat, and maneuverability capabilities. Currently, domestic research on non-vectored test technology is relatively mature, and there has also been some research on axisymmetric vectored nozzles, but there has been no in-depth research on binary thrust vectoring test technology.

[0003] Currently, research on non-vectored thrust engine testing is relatively mature both domestically and internationally, encompassing factory testing, inspection testing, and specialized testing. However, these debugging processes lack dedicated testing and debugging techniques for the entire nozzle. While some research has been conducted domestically on axisymmetric vectored nozzle technology, its current application is limited. While debugging has been performed for some maneuvers, there is a lack of test experience and established testing specifications. The debugging and performance evaluation methods for binary vectored engines have severely constrained the advancement of engine model development. Summary of the Invention

[0004] To solve the above problems, the present application provides a method for debugging and performance recording a binary thrust vectoring engine, including:

[0005] Complete the installation of the dual-thrust vectoring aircraft engine in accordance with the installation process specifications, and complete the calibration and pre-commissioning inspection work in accordance with the test process specifications;

[0006] Step S1: loading and starting the engine;

[0007] Step S2: Unloading the engine and operating the engine at idling state for 3 minutes;

[0008] Step S3: The average speed of the high-pressure rotor of the engine reaches 90% and runs for 3 minutes;

[0009] Step S4: operating the engine in an idling state for 30 seconds;

[0010] Step S5: Fully boost the engine;

[0011] Step S6: Keep the engine in full afterburner mode for 1 minute;

[0012] Step S7: The engine enters an intermediate state and remains in this state for 2 minutes;

[0013] Step S8: Restore the engine to an idle state for 4 minutes and record the engine performance;

[0014] Step S9: The converted average speed of the high-pressure rotor of the engine is made to reach 85% and the engine is operated for 6 minutes, and the engine performance is recorded;

[0015] Step S10: The converted average speed of the high-pressure rotor of the engine is made to reach (97±1)% and run for 3 minutes, and the engine performance is recorded;

[0016] Step S11: The converted average speed of the high-pressure rotor of the engine is made to reach (99±1)% and run for 3 minutes, and the engine performance is recorded;

[0017] Step S12: The engine enters an intermediate state and maintains this state for 6 minutes; the first 2 minutes are open-loop control and the last 4 minutes are closed-loop control;

[0018] Step S13: The engine is put into full afterburner mode and maintained for 3 minutes, and the engine performance is recorded;

[0019] Step S14: The converted average speed of the high-pressure rotor of the engine reaches 85% and runs for 3 minutes;

[0020] Step S15: The engine enters an idling state and operates for 5 minutes;

[0021] Step S16: Stop the vehicle;

[0022] The engine outlet center axis has multiple deflection directions relative to the engine axis, and each deflection direction corresponds to multiple deflection angles. The performance recording includes recording the deflection rate, deflection accuracy, and thrust loss for the multiple deflection angles corresponding to each deflection direction of the engine outlet center axis.

[0023] The deflection rate recording includes: obtaining the rate at which the deflection angle δ between the engine outlet center axis and the engine center axis deflects from δ=0° to the target angle;

[0024] The deflection accuracy recording includes: obtaining the accuracy of the deflection angle δ between the engine outlet center axis and the engine center axis from δ = 0° to the target angle;

[0025] Thrust loss recording includes: obtaining the difference between the thrust before deflection and the thrust after deflection and dividing it by the percentage value of the thrust before deflection.

[0026] Preferably, before the performance is recorded, the engine is subjected to a deflection test: the engine outlet center axis is deflected by a preset amount at each speed, the nozzle is inspected after the engine is stopped, and after confirming that there is no damage or abnormality, the engine is tested again with the preset deflection angle increased until the engine outlet center axis completes ±δJ max Deflection test, where δJ max The maximum deflection angle allowed in the current state.

[0027] Preferably, the deflection test is first performed in the small nozzle state of the engine, and the deflection test in the afterburner state is performed after the deflection test in the small nozzle state is completed.

[0028] Preferably, the calculation formula of the percentage value is:

[0029]

[0030] in,

[0031] C F is the thrust loss coefficient, F q is the forward thrust, F h is the deflection thrust, F X 、F Y and F Z is the thrust component measured by the six-component force vector stage;

[0032] This application proposes a dual thrust vector engine debugging and performance acquisition method to debug the dual vector engine deflection and complete engine performance acquisition, while standardizing, systematizing and proceduralizing the test process. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a flow chart of a binary thrust vectoring engine debugging and performance recording method according to a preferred embodiment of the present application. DETAILED DESCRIPTION

[0034] To make the technical solution and its advantages of the present application clearer, the technical solution of the present application will be described in further detail below in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of the present application and are only used to explain the present application, not to limit the present application. It should be noted that, for ease of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design. In the absence of conflict, the embodiments of the present application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

[0035] In addition, unless otherwise defined, the technical or scientific terms used in the description of this application should have the ordinary meanings understood by those of ordinary skill in the art to which this application belongs. The words "upper," "lower," "left," "right," "center," "vertical," "horizontal," "inner," and "outer" used in the description of this application are only used to indicate relative directions or positional relationships, and do not imply that the device or component must have a specific orientation, be constructed, or operate in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. Therefore, they should not be understood as limitations on this application. The words "first," "second," "third," and similar terms used in the description of this application are used only for descriptive purposes to distinguish different components and should not be understood to indicate or imply relative importance. The words "one," "an," or "the" used in the description of this application should not be understood as absolute limitations on quantity, but should be understood as meaning the presence of at least one. The words "include" or "comprises" used in the description of this application mean that the element or object listed before the word includes the elements or objects listed after the word and their equivalents, but does not exclude other elements or objects.

[0036] In addition, it should be noted that, unless otherwise clearly stipulated and limited, the words "install", "connect", "connect" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or a connection between two components. Technical personnel in the field can understand their specific meanings in this application according to the specific circumstances.

[0037] like Figure 1 As shown, in order to solve the above problems, the present application provides a binary thrust vectoring engine debugging and performance recording method, including:

[0038] Phase 1: Loading and starting

[0039] Phase 2: Complete the installation of the dual-thrust vectoring aircraft engine according to the installation process specifications, and complete the calibration and pre-commissioning inspection according to the test process specifications; mainly includes:

[0040] Phase 3: Warm-up phase, deflection test before measurement, steady-state acquisition phase, in which performance acquisition is performed under different conditions. The warm-up phase is to warm up the engine to bring the engine into a normal and stable state. The following steps S2 to S7 are the warm-up phase;

[0041] Phase 4: Steps S8 to S13 are the steady-state admission phase, which includes performance admissions of multiple states or speeds. A deflection test can be performed before each performance admission. If any problems occur in the deflection test, the test should be adjusted, repaired, and retested.

[0042] Stage 5: Steps S14 to S16 are for deceleration and shutdown after the experiment is completed.

[0043] Step S1: loading and starting the engine;

[0044] Step S2: Unloading the engine and operating the engine at idling state for 3 minutes;

[0045] Step S3: The average speed of the high-pressure rotor of the engine reaches 90% and runs for 3 minutes;

[0046] Step S4: Make the engine operate in an idling state for 30 seconds.

[0047] Step S5: Fully boost the engine;

[0048] Step S6: Keep the engine in full afterburner mode for 1 minute;

[0049] Step S7: The engine enters an intermediate state and remains in this state for 2 minutes;

[0050] Step S8: Restore the engine to the idle state for 4 minutes and perform engine performance recording; in the last minute, check the deflection rate, position accuracy, and thrust loss of the vector nozzle (upward and downward).

[0051] Step S9: The converted average speed of the high-pressure rotor of the engine reaches 85% and runs for 6 minutes, and the engine performance is recorded; in the last minute, the deflection rate, position accuracy, and thrust loss of the vector nozzle (upward and downward deflection) are checked.

[0052] Step S10: The converted average speed of the high-pressure rotor of the engine is made to reach (97±1)% and run for 3 minutes, and the engine performance is recorded;

[0053] Step S11: The converted average speed of the high-pressure rotor of the engine is made to reach (99±1)% and run for 3 minutes, and the engine performance is recorded;

[0054] Step S12: The engine enters an intermediate state and maintains it for 6 minutes; the first 2 minutes are open-loop control and the next 4 minutes are closed-loop control; in the last minute, the deflection rate, position accuracy, and thrust loss of the vector nozzle (upward and downward deflection) are checked.

[0055] Step S13: The engine is put into full afterburner state and maintained for 3 minutes, and the engine performance is recorded; in the last minute, the deflection rate, position accuracy, and thrust loss of the vector nozzle (upward and downward deflection) are checked.

[0056] Step S14: The converted average speed of the high-pressure rotor of the engine reaches 85% and runs for 3 minutes;

[0057] Step S15: The engine enters an idling state and operates for 5 minutes;

[0058] Step S16: Stop the vehicle;

[0059] Among them, the performance recording includes the deflection rate recording, deflection accuracy recording and thrust loss recording for different deflection angles corresponding to different deflection directions of the engine outlet centerline, as shown in Table 1;

[0060]

[0061] Preferably, before the performance is recorded, the engine is subjected to a deflection test: the engine outlet center axis is deflected by a preset amount at each speed, the nozzle is inspected after the engine is stopped, and after confirming that there is no damage or abnormality, the engine is tested again with the preset deflection angle increased until the engine outlet center axis completes ±δJ max Deflection test, where δJ max The maximum deflection angle allowed in the current state.

[0062] Preferably, the deflection test is first performed in the small nozzle state of the engine, and the deflection test in the afterburner state is performed after the deflection test in the small nozzle state is completed.

[0063] Preferably, the deflection rate recording includes: the rate at which the deflection angle δ of the engine outlet center axis and the engine center axis deflects from δ=0° to the target angle meets the engine debugging requirements. The engine debugging requirements are engine performance standards, which may have different formulation standards for different engine models and may be formulated and obtained internally, and are conventional technical content.

[0064] Preferably, the deflection accuracy recording includes: the accuracy of the deflection angle δ between the engine outlet center axis and the engine center axis from δ=0° to the target angle does not have overshoot, fluctuation or inconsistency between the deflection value and the target value.

[0065] Preferably, the thrust loss admission includes: the difference between the thrust before deflection and the thrust after deflection divided by the percentage value of the thrust before deflection meets the preset requirements, and the preset requirements are the performance standards of the aircraft engine, which are conventionally available technical content.

[0066] Preferably, the percentage value is calculated as follows:

[0067]

[0068] in,

[0069] C F is the thrust loss coefficient, F q is the forward thrust, F h is the deflection thrust, F X 、F Y and F Z Thrust components measured by the six-component force vector stage

[0070] This application proposes a dual thrust vector engine debugging and performance acquisition method to debug the dual vector engine deflection and complete engine performance acquisition, while standardizing, systematizing and proceduralizing the test process.

[0071] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for debugging and performance recording a binary thrust vectoring engine, characterized in that: include: Step S1: loading and starting the engine; Step S2: Unloading the engine and operating the engine at idling state for 3 minutes; Step S3: The average speed of the high-pressure rotor of the engine reaches 90% and runs for 3 minutes; Step S4: operating the engine in an idling state for 30 seconds; Step S5: Fully boost the engine; Step S6: Keep the engine in full afterburner mode for 1 minute; Step S7: The engine enters an intermediate state and remains in this state for 2 minutes; Step S8: Restore the engine to an idle state for 4 minutes and record the engine performance; Step S9: The converted average speed of the high-pressure rotor of the engine is made to reach 85% and the engine is operated for 6 minutes, and the engine performance is recorded; Step S10: The converted average speed of the high-pressure rotor of the engine is made to reach (97±1)% and run for 3 minutes, and the engine performance is recorded; Step S11: The converted average speed of the high-pressure rotor of the engine is made to reach (99±1)% and run for 3 minutes, and the engine performance is recorded; Step S12: The engine enters an intermediate state and maintains this state for 6 minutes; the first 2 minutes are open-loop control and the last 4 minutes are closed-loop control; Step S13: The engine is put into full afterburner mode and maintained for 3 minutes, and the engine performance is recorded; Step S14: The converted average speed of the high-pressure rotor of the engine reaches 85% and runs for 3 minutes; Step S15: The engine enters an idling state and operates for 5 minutes; Step S16: Stop the vehicle; The engine outlet center axis has multiple deflection directions relative to the engine axis, and each deflection direction corresponds to multiple deflection angles. The performance recording includes recording the deflection rate, deflection accuracy, and thrust loss for the multiple deflection angles corresponding to each deflection direction of the engine outlet center axis. The deflection rate recording includes: obtaining the rate at which the deflection angle δ between the engine outlet center axis and the engine center axis deflects from δ=0° to the target angle; The deflection accuracy recording includes: obtaining the accuracy of the deflection angle δ between the engine outlet center axis and the engine center axis from δ = 0° to the target angle; Thrust loss recording includes: obtaining the difference between the thrust before deflection and the thrust after deflection and dividing it by the percentage value of the thrust before deflection.

2. The method for debugging and performance recording a binary thrust vectoring engine according to claim 1, wherein: Before the performance test, the engine is deflected: the center axis of the engine outlet is deflected by a preset amount at each speed. After the engine is stopped, the nozzle is inspected. After confirming that there is no damage or abnormality, the engine is tested again and the deflection angle is increased by the preset amount until the center axis of the engine outlet completes ±δJ max Deflection test, where δJ max The maximum deflection angle allowed in the current state.

3. The method for debugging and recording the performance of a binary thrust vectoring engine according to claim 2, wherein: The deflection test is first carried out in the small nozzle state of the engine. After completing the deflection test in the small nozzle state, the deflection test in the afterburner state is carried out.

4. The method for debugging and performance recording a binary thrust vectoring engine according to claim 1, wherein: The percentage value is calculated as follows: in, C F is the thrust loss coefficient, F q is the forward thrust, F h is the deflection thrust, F X 、F Y and F Z It is the thrust component measured by the six-component force vector platform.

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