Aircraft flight vibration data classification method

Abstract

The application provides an aircraft flight vibration data classification method, which comprises the following steps: when the flight control instruction measurement condition is met, synchronously collecting flight control instructions and vibration data in the flight process of an aircraft, performing collection processing on a power source according to the characteristics of the power source, and classifying the vibration data according to the flight control instructions and the collection processing result of the power source; when the flight control instruction measurement condition is not met but the power source working pressure measurement condition is met, synchronously collecting the power source working pressure and the vibration data in the flight process of the aircraft, determining a power source working pressure classification threshold, and classifying the vibration data according to the collected power source working pressure and the power source working pressure classification threshold. The technical scheme of the application is used to solve the technical problem that it is difficult to determine the vibration environment due to the lack of an ultrasonic speed aircraft vibration environment empirical formula or engineering calculation method in the prior art.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of environmental adaptability technology, and particularly relates to a method for classifying flight vibration data of an aircraft. BACKGROUND

[0002] Regarding the calculation of the vibration environment of an aircraft, GJB150A stipulates an empirical formula for calculating the vibration of a missile and a jet aircraft, but in actual application, for subsonic aircraft, the calculation formula in GJB150A can be used, but for supersonic aircraft, the vibration data of different flight stages will have great differences, and the result calculated by GJB150A is greatly different from the actual flight measurement result, which is mainly due to the great difference in vibration excitation sources in different flight stages. For example, in the boost flight stage, the excitation source of the aircraft is mainly the booster, the excitation source in the working section of the main engine is mainly the main engine and the aerodynamic noise, and the main engine is divided into solid ramjet, liquid ramjet, turbojet, turbofan and other forms. When the booster and the main engine are not working, the aircraft is in the unpowered stage, and the vibration excitation source is only the aerodynamic noise. Due to the difference in excitation sources in different flight stages, the flight vibration response also has great differences. If the vibration of each stage is mixed together for induction, it will inevitably cause the phenomenon that the induced vibration test condition is too severe. In order to avoid this situation, it is necessary to classify the vibration data according to the flight stage. SUMMARY

[0003] The present application provides a method for classifying flight vibration data of an aircraft, which can solve the technical problem that it is difficult to determine the vibration environment due to the lack of empirical formula or engineering calculation method for the vibration environment of a supersonic aircraft in the prior art.

[0004] According to an aspect of the present application, a method for classifying flight vibration data of an aircraft is provided, and the method comprises the following steps:

[0005] S1, judging whether the flight control instruction measurement condition and the power source working pressure measurement condition are met, and when the flight control instruction measurement condition is met, going to S2, and when the flight control instruction measurement condition is not met but the power source working pressure measurement condition is met, going to S3;

[0006] S2, synchronously collecting the flight control instruction and the vibration data in the flight process of the aircraft, collecting and processing the power source according to the characteristics of the power source, and classifying the vibration data according to the flight control instruction and the collection and processing result of the power source;

[0007] S3, synchronously collecting the power source working pressure and the vibration data in the flight process of the aircraft, determining the power source working pressure classification threshold value, and classifying the vibration data according to the collected power source working pressure and the power source working pressure classification threshold value.

[0008] Further, the collected flight control instructions include ignition instructions and drop-off instructions of each stage booster and ignition instructions and shutdown instructions of each start-stop of the main engine.

[0009] Further, the collecting the power sources according to the power source characteristics includes:

[0010] collecting the multi-stage boosters according to the charge and thrust pulsation characteristics to obtain one or more types of booster excitation sources;

[0011] collecting all start-stops of the main engine into one type of main engine excitation source.

[0012] Further, the classifying the vibration data according to the flight control instructions and the collecting results of the power sources includes:

[0013] taking the time corresponding to the first ignition instruction in the one type of booster excitation source as the start time of the boost phase of the one type of booster excitation source, taking the time corresponding to the last drop-off instruction as the end time of the boost phase of the one type of booster excitation source, and dividing the vibration data corresponding to the start time of the boost phase of the one type of booster excitation source to the end time of the boost phase of the one type of booster excitation source into boost phase vibration data of the one type of booster excitation source;

[0014] taking the time corresponding to the nth ignition instruction of the main engine as the start time of the nth working phase of the main engine, taking the nth shutdown instruction as the end time of the nth working phase of the main engine, and dividing the vibration data corresponding to the start time of the nth working phase of the main engine to the end time of the nth working phase of the main engine into nth working phase vibration data of the main engine excitation source, wherein n is an integer greater than or equal to 1;

[0015] dividing the vibration data other than the boost phase vibration data and the main engine working phase vibration data into unpowered phase vibration data.

[0016] Further, the collected power source working pressures include booster combustion pressures and main engine combustion pressures.

[0017] Further, determining the power source working pressure classification threshold values includes determining booster combustion pressure classification threshold values and main engine combustion pressure classification threshold values.

[0018] Further, the booster combustion pressure classification threshold values and the main engine combustion pressure classification threshold values are determined by the following formula:

[0019] P1lim=k1*Pmax1;

[0020] P2lim=k2*Pmax2;

[0021] In the above formula, Pmax1 represents the maximum combustion pressure of the booster, P1lim represents the combustion pressure classification threshold value of the booster, k1 represents the combustion pressure classification coefficient of the booster, Pmax2 represents the maximum combustion pressure of the main engine, P2lim represents the combustion pressure classification threshold value of the main engine, and k2 represents the combustion pressure classification coefficient of the main engine.

[0022] Further, the classifying the vibration data according to the acquired power source working pressure and the power source working pressure classification threshold value comprises:

[0023] taking the time when the booster combustion pressure is greater than the booster combustion pressure classification threshold value for the first time as the booster segment start time, taking the time when the booster combustion pressure is greater than the booster combustion pressure classification threshold value for the last time as the booster segment end time, and taking the vibration data corresponding to the booster segment start time to the booster segment end time as the booster segment vibration data;

[0024] taking the time when the main engine combustion pressure is greater than the main engine combustion pressure classification threshold value for the first time after the end time of the n-1th working segment as the start time of the nth working segment of the main engine, taking the time when the main engine combustion pressure is less than the main engine combustion pressure classification threshold value for the first time after the start time of the nth working segment of the main engine as the end time of the nth working segment of the main engine, and dividing the vibration data corresponding to the start time of the nth working segment of the main engine to the end time of the nth working segment of the main engine into the nth working segment vibration data of the main engine;

[0025] dividing the vibration data other than the booster segment vibration data and the main engine working segment vibration data into the non-powered segment vibration data.

[0026] Further, the combustion pressure classification coefficient of the booster ranges from 0.2 to 0.3.

[0027] Further, the combustion pressure classification coefficient of the main engine ranges from 0.2 to 0.3.

[0028] The technical scheme of the present application provides a kind of aircraft flight vibration data classification method, which synchronously collects flight control instruction and vibration data when being able to measure flight control instruction, according to power source characteristics, power source is collected and processed, according to flight control instruction and power source collection processing result, vibration data is classified;When not having the condition of flight control instruction measurement and having the condition of power source working pressure measurement, synchronously collect power source working pressure and vibration data in the flight process of aircraft, according to power source working pressure and the threshold value set, vibration data is classified, different stages of vibration data in the flight process of supersonic aircraft can be reasonably classified, and then vibration test conditions of different stages can be obtained according to vibration data of different stages, fill the blank of supersonic aircraft vibration environment determination method, the method can be popularized to the vibration environment prediction of various subsonic and supersonic aircrafts.Compared with prior art, the technical scheme of the present application can solve the technical problem that it is difficult to determine vibration environment due to lack of supersonic aircraft vibration environment empirical formula or engineering calculation method in prior art. BRIEF DESCRIPTION OF DRAWINGS

[0029] The accompanying drawings, which are included to provide a further understanding of the embodiments of the application and constitute a part of this specification, illustrate the embodiments of the application and together with the description serve to explain the principles of the application. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0030] Figure 1 A flowchart of the aircraft flight vibration data classification method provided by the specific embodiments of the present application is shown. DETAILED DESCRIPTION

[0031] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. The technical solutions in the embodiments of the present application will be described clearly and completely in conjunction with the drawings of the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all. The description of the at least one exemplary embodiment is actually only illustrative, not as any limitation on the present application and its application or use. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0032] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0033] Unless otherwise specifically stated, the relative arrangement of the parts and steps, the numerical expressions and the numerical values ​​set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship. The techniques, methods and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods and equipment should be considered as part of the authorization specification. In all examples shown and discussed here, any specific values ​​should be interpreted as being merely exemplary and not as limiting. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that similar numbers and letters represent similar items in the following figures, and therefore, once an item is defined in one figure, it does not need to be further discussed in subsequent figures.

[0034] like Figure 1 As shown, according to a specific embodiment of the present invention, a method for classifying aircraft flight vibration data is provided, the method comprising:

[0035] S1, determining whether the flight control command measurement conditions and the power source working pressure measurement conditions are met, and if the flight control command measurement conditions are met, proceeding to S2; if the flight control command measurement conditions are not met but the power source working pressure measurement conditions are met, proceeding to S3;

[0036] S2, synchronously collecting flight control commands and vibration data during the flight of the aircraft, aggregating and processing the power sources according to their characteristics, and classifying the vibration data according to the flight control commands and power source aggregating and processing results;

[0037] S3, synchronously collecting power source working pressure and vibration data during the flight of the aircraft, determining a power source working pressure classification threshold, and classifying the vibration data according to the collected power source working pressure and the power source working pressure classification threshold.

[0038] With the configuration, a method for classifying flight vibration data of an aircraft is provided, which synchronously collects flight control instructions and vibration data when flight control instruction measurement is available, classifies vibration data according to flight control instructions and results of power source classification, synchronously collects power source working pressure and vibration data during flight of the aircraft when power source working pressure measurement is available but flight control instruction measurement is unavailable, and classifies vibration data according to power source working pressure and a set threshold value. The method can reasonably classify vibration data in different stages of supersonic aircraft flight, and can further obtain vibration test conditions in different stages according to vibration data in different stages, thereby filling the gap in determination of vibration environment of supersonic aircraft. The method can be applied to vibration environment prediction of various subsonic and supersonic aircrafts. Compared with the prior art, the technical scheme of the present application can solve the technical problem that it is difficult to determine the vibration environment due to lack of empirical formula or engineering calculation method for vibration environment of supersonic aircrafts.

[0039] There can be multiple power sources during flight of the aircraft, such as a first-stage booster, a second-stage booster, and multiple start-stop of a main engine. In the embodiment of the present application, the same type of excitation source is classified before vibration data classification. Specifically, the classification of the power source according to the power source characteristics includes:

[0040] The multiple-stage boosters are classified according to the charge and thrust pulsation characteristics to obtain one or more types of booster excitation sources.

[0041] All start-stop of the main engine are classified as one type of main engine excitation source.

[0042] That is, for the multiple-stage boosters, if the charge and thrust pulsation characteristics are similar, they are considered as the same type of booster excitation source. In this way, the multiple-stage boosters can be classified into one or more types of booster excitation sources. For the current aircraft, after classification, it can be generally simplified into one booster excitation source and one main engine excitation source.

[0043] Based on the above embodiment, in the embodiment of the present application, the collected flight control instructions include ignition instructions and shedding instructions of each stage of booster and ignition instructions and shutdown instructions of each start-stop of the main engine. In order to facilitate classification, the time coordinate used when collecting and recording the flight control instructions during flight of the aircraft is the same as the time coordinate of the vibration data.

[0044] Further, in the embodiment of the present application, the classification of vibration data according to flight control instructions and results of power source classification includes:

[0045] The first ignition instruction corresponding time of a type of booster excitation source is taken as the boost phase start time of the type of booster excitation source, the last drop instruction corresponding time is taken as the boost phase end time of the type of booster excitation source, and the vibration data corresponding to the boost phase start time of the type of booster excitation source to the boost phase end time of the type of booster excitation source is divided into boost phase vibration data of the type of booster excitation source.

[0046] Taking only one type of booster excitation source as an example, the first booster ignition instruction (or the same signal) is taken as the boost phase start time ztt0, and the last booster drop instruction is taken as the boost phase end time ztt1. The multi-stage booster works in relay, and the relay time is very short. The influence of this part is ignored during classification, and the flight vibration data corresponding to the ztt0-ztt1 time period is taken as the boost phase vibration data.

[0047] The nth ignition instruction corresponding time of the main engine is taken as the nth working phase start time of the main engine, and the nth shutdown instruction is taken as the nth working phase end time of the main engine. The vibration data corresponding to the nth working phase start time of the main engine to the nth working phase end time of the main engine is divided into the nth working phase vibration data of the main engine excitation source, wherein n is an integer greater than or equal to 1.

[0048] That is, the first main engine ignition instruction in the flight control instruction is taken as the main engine working phase start time fdjt0, and the first main engine shutdown instruction is taken as the main engine working phase end time fdjt1. For the case that the main engine has multiple ignition and shutdown, the corresponding time is recorded as fdjt0(n) and fdjt1(n), n represents the nth main engine working phase, and the flight vibration data corresponding to the fdjt0(n)-fdjt1(n) time period is divided into the nth working phase vibration data of the main engine.

[0049] The vibration data other than the boost phase vibration data and the main engine working phase vibration data is divided into the unpowered phase vibration data.

[0050] Further, since the booster and the main engine need to establish a relatively high pressure for providing thrust when working, in the present application, when the power source working pressure measurement condition is met without the flight control instruction measurement condition, the vibration data is classified according to the pressure change of the power source. The collected power source working pressure includes the booster combustion pressure and the main engine combustion pressure. In order to collect the booster combustion pressure and the main engine combustion pressure, in the embodiment of the present application, a pressure sensor is installed in the booster and the main engine, the range of the pressure sensor is set to about 1.2 times the maximum combustion pressure of the measured power source, the sampling frequency is set to more than 100 Hz, so as to ensure that the time accuracy of the subsequent classified data is within 0.1 s. In this way, the combustion pressures of the booster and the main engine are measured during the flight test, and are respectively recorded as P1 and P2.

[0051] Based on the above embodiment, in the present application, determining the power source working pressure classification threshold value includes determining the booster combustion pressure classification threshold value and the main engine combustion pressure classification threshold value. As a specific embodiment of the present application, the booster combustion pressure classification threshold value and the main engine combustion pressure classification threshold value are determined by the following formula:

[0052] P1lim=k1*Pmax1;

[0053] P2lim=k2*Pmax2;

[0054] In the above formula, Pmax1 represents the maximum combustion pressure of the booster, P1lim represents the booster combustion pressure classification threshold value, k1 represents the booster combustion pressure classification coefficient, Pmax2 represents the maximum combustion pressure of the main engine, P2lim represents the main engine combustion pressure classification threshold value, and k2 represents the main engine combustion pressure classification coefficient. The maximum combustion pressure Pmax1 of the booster and the maximum combustion pressure Pmax2 of the main engine are determined according to the technical indexes of the booster and the main engine, and the unit is MPa. In addition, in the embodiment of the present application, the value range of the booster combustion pressure classification coefficient is 0.2≤k1≤0.3, and the value range of the main engine combustion pressure classification coefficient is 0.2≤k2≤0.3. As a specific embodiment of the present application, k1 and k2 are both valued at 0.2.

[0055] Further, in the embodiment of the present application, classifying the vibration data according to the collected power source working pressure and the power source working pressure classification threshold value includes:

[0056] The moment when the booster combustion pressure is greater than the booster combustion pressure classification threshold value for the first time is taken as the booster segment start time, the moment when the booster combustion pressure is greater than the booster combustion pressure classification threshold value for the last time is taken as the booster segment end time, and the vibration data corresponding to the booster segment start time to the booster segment end time is taken as the booster segment vibration data.

[0057] That is, the moment when the booster combustion pressure P1 is greater than the booster combustion pressure classification threshold value P1lim1 for the first time is taken as the booster segment start time ztt0, and the moment when the booster combustion pressure P1 is greater than the booster combustion pressure classification threshold value P1lim1 for the last time is taken as the booster segment end time ztt1. The multi-stage booster works in relay, and the relay time is very short, so the influence of this part is ignored during classification. The flight vibration data corresponding to the ztt0-ztt1 time period is divided into booster segment vibration data.

[0058] The moment when the main engine combustion pressure is greater than the main engine combustion pressure classification threshold value for the first time after the end of the n-1th working segment is taken as the start time of the nth working segment of the main engine, the moment when the main engine combustion pressure is less than the main engine combustion pressure classification threshold value for the first time after the start of the nth working segment is taken as the end time of the nth working segment of the main engine, and the vibration data corresponding to the start time of the nth working segment of the main engine to the end time of the nth working segment of the main engine is divided into the nth working segment vibration data of the main engine.

[0059] That is, the moment when the main engine combustion pressure P2 is greater than the main engine combustion pressure classification threshold value P1lim2 for the first time is taken as the start time fdjt0 of the 1st working segment of the main engine, and the moment when the main engine combustion pressure P2 is less than the main engine combustion pressure classification threshold value P1lim2 for the first time after the time fdjt0 is taken as the end time fdjt1 of the 1st working segment of the main engine. For the case of multiple firings and shutdowns of the main engine, the corresponding time is recorded as fdjt0(n) and fdjt1(n), where n represents the nth working stage of the main engine, and the flight vibration data corresponding to the fdjt0(n)-fdjt1(n) time period is divided into the vibration data of the nth working segment of the main engine.

[0060] The vibration data other than the booster segment vibration data and the main engine working segment vibration data is divided into the unpowered segment vibration data.

[0061] After the flight vibration data is classified according to the above classification method, the vibration acceleration root mean square is respectively statistically summarized in different stages, and the statistical summary result can be used as the vibration test condition of the stage. The statistical method can adopt the maximum envelope method or the normal single tolerance upper limit method in QJ 20207-2012 "Flight Missile Environmental Data Measurement and Processing Requirements", or refer to GJB186, and details are not described herein.

[0062] In summary, the application provides a flight vehicle flight vibration data classification method, which synchronously collects flight control instructions and vibration data when flight control instruction measurement can be performed, classifies vibration data according to power source characteristics and power source classification processing results, synchronously collects power source working pressure and vibration data in the flight process of the flight vehicle when flight control instruction measurement is not available but power source working pressure measurement is available, and classifies vibration data according to the power source working pressure and the set threshold value. The vibration data in different stages of the supersonic flight vehicle in the flight process can be reasonably classified, and then the vibration test conditions in different stages can be obtained according to the vibration data in different stages, the blank of the supersonic flight vehicle vibration environment determination method is filled, and the method can be popularized to vibration environment prediction of various subsonic and supersonic flight vehicles. Compared with the prior art, the technical scheme of the application can solve the technical problem that the lack of vibration environment empirical formula or engineering calculation method of the supersonic flight vehicle in the prior art leads to difficulty in determining the vibration environment.

[0063] For the sake of brevity, spatially relative terms, such as "on", "above", "below", "top", "bottom", and the like, can be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientations depicted in the figures. For example, if a device is inverted in the figure, a top element or feature can become a bottom element or feature. Thus, the example term "above" can encompass both an orientation that is above and below. The device can be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly. The terms "first", "second", "third", etc., can be used herein to describe various elements, components, regions, layers and / or sections.

[0064] In addition, it should be noted that the use of "first", "second", and the like words to qualify components is merely for the convenience of distinguishing the corresponding components, and the above words have no special meaning unless otherwise stated, and therefore cannot be understood as limiting the scope of protection of the application.

[0065] The above merely provides the preferred embodiments of the present application, and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the principles and technical scope of the present application shall fall into the scope of the present application.

Claims

1. A method for classifying aircraft flight vibration data, characterized in that: The method comprises: S1, determining whether the flight control command measurement conditions and the power source working pressure measurement conditions are met, and if the flight control command measurement conditions are met, proceeding to S2; if the flight control command measurement conditions are not met but the power source working pressure measurement conditions are met, proceeding to S3; S2, synchronously collecting flight control commands and vibration data during the flight of the aircraft, aggregating and processing the power sources according to their characteristics, and classifying the vibration data according to the flight control commands and power source aggregating and processing results; S3, synchronously collecting power source working pressure and vibration data during the flight of the aircraft, determining a power source working pressure classification threshold, and classifying the vibration data according to the collected power source working pressure and the power source working pressure classification threshold.

2. The method according to claim 1, characterized in that The collected flight control instructions include the ignition and shedding instructions for each stage of boosters, as well as the ignition and shutdown instructions for each start and stop of the main engine.

3. The method according to claim 2, characterized in that The power source is grouped according to its characteristics, including: The multi-stage boosters are classified and processed according to the charge and thrust pulsation characteristics to obtain one or more types of booster excitation sources; All starts and stops of the main engines are grouped into one type of main engine excitation source.

4. The method according to claim 3, characterized in that Classification of vibration data based on flight control commands and power source processing results includes: The time corresponding to the first ignition instruction of a type of booster excitation source is used as the boosting segment start time of the booster excitation source of this type, and the time corresponding to the last shedding instruction is used as the boosting segment end time of the booster excitation source of this type. The vibration data corresponding to the boosting segment start time to the boosting segment end time of the booster excitation source of this type is divided into the boosting segment vibration data of the booster excitation source of this type; The time corresponding to the nth ignition instruction of the main engine is used as the start time of the nth working section of the main engine, and the nth shutdown instruction is used as the end time of the nth working section of the main engine. The vibration data corresponding to the start time of the nth working section of the main engine to the end time of the nth working section of the main engine is divided into the nth working section vibration data of the main engine excitation source, where n is an integer greater than or equal to 1; The vibration data except the boost section vibration data and the main engine working section vibration data are classified as unpowered section vibration data.

5. The method according to claim 1, wherein The collected power source working pressure includes the booster combustion pressure and the main engine combustion pressure.

6. The method according to claim 5, characterized in that Determining the power source operating pressure classification threshold value includes determining the booster combustion pressure classification threshold value and the main engine combustion pressure classification threshold value.

7. The method according to claim 6, characterized in that The booster combustion pressure classification threshold value and the main engine combustion pressure classification threshold value are determined by the following formula: P1lim=k1*Pmax1; P2lim=k2*Pmax2; In the above formula, Pmax1 represents the maximum combustion pressure of the booster, P1lim represents the booster combustion pressure classification threshold value, k1 represents the booster combustion pressure classification coefficient, Pmax2 represents the maximum combustion pressure of the main engine, P2lim represents the main engine combustion pressure classification threshold value, and k2 represents the main engine combustion pressure classification coefficient.

8. The method according to claim 7, characterized in that Classification of vibration data based on the collected power source working pressure and power source working pressure classification threshold includes: The time when the booster combustion pressure exceeds the booster combustion pressure classification threshold value for the first time is taken as the booster phase start time, the time when the booster combustion pressure exceeds the booster combustion pressure classification threshold value for the last time is taken as the booster phase end time, and the vibration data corresponding to the booster phase start time to the booster phase end time is taken as the booster phase vibration data; The time when the main engine combustion pressure is greater than the main engine combustion pressure classification threshold value for the first time after the end time of the n-1th working section is taken as the start time of the main engine nth working section, and the time when the main engine combustion pressure is less than the main engine combustion pressure classification threshold value for the first time after the start time of the nth working section is taken as the end time of the main engine nth working section, and the vibration data corresponding to the main engine nth working section start time to the main engine nth working section end time is divided into the main engine nth working section vibration data; The vibration data except the boost section vibration data and the main engine working section vibration data are classified as unpowered section vibration data.

9. The method according to claim 8, characterized in that The range of the booster combustion pressure classification coefficient is 0.2≤k1≤0.

3.

10. The method according to claim 9, characterized in that The range of the main engine combustion pressure classification coefficient is 0.2≤k2≤0.3.

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