A method and apparatus for controlling the convergent section of a binary vector nozzle

Abstract

The application belongs to the technical field of engine control, and particularly relates to a method and device for controlling a convergent section of a binary vector nozzle, which is applied to the control of the convergent section when a unilateral actuating cylinder linear displacement sensor of the convergent section of the binary vector nozzle is faulty. The method comprises the following steps: S1, obtaining engine inlet atmospheric conditions and obtaining a low-pressure conversion speed or a throttle lever angle; S2, determining a nozzle throat area based on a first calibration relationship, and simultaneously determining a low-pressure turbine outlet gas pressure based on a second calibration relationship; and S3, performing open-loop control on the convergent section actuating cylinder of the side of the linear displacement sensor that is not faulty according to the nozzle throat area, and performing closed-loop control on the actuating cylinder of the side of the linear displacement sensor that is faulty according to the low-pressure turbine outlet gas pressure. The engine nozzle throat area of the application can be controlled according to the original control plan, which ensures that the whole machine matching does not deviate from the design state, so that the engine has the ability to connect the load.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of engine control, and particularly relates to a convergent section control method and device of a binary vector nozzle. BACKGROUND

[0002] In the existing design scheme of the binary vector nozzle, the convergent section and the divergent section are divided, the convergent section is used to adjust the throat area of the binary vector nozzle, and the divergent section is used to adjust the outlet area of the binary vector nozzle.

[0003] The upper and lower adjusting sheets of the convergent section are both controlled by the actuating cylinder and do not interfere with each other. The displacement of the actuating cylinder is fed back by the linear displacement sensor. After the engine is assembled, the actuating cylinder is calibrated to form a one-to-one correspondence relationship between the displacement of the actuating cylinder and the throat area of the nozzle. When the linear displacement sensor of the single-side convergent section actuating cylinder fails, the actuating cylinder can be controlled, but the displacement of the actuating cylinder cannot be obtained, and the throat area of the nozzle cannot be obtained through the one-to-one correspondence relationship between the displacement of the actuating cylinder and the throat area of the nozzle. The existing technical scheme usually controls the throat area A8 of the failed side nozzle in an open loop. When the nozzle is opened, A8 is set to the mechanical minimum nozzle, and the other side is controlled symmetrically. When the nozzle is closed, A8 is set to the mechanical maximum nozzle, and the other side is controlled symmetrically. In order to ensure the safety of the engine, the engine speed usually needs to be reduced.

[0004] The above control mode does not fully exert the function characteristics of the double-side independent adjustment of the convergent section, so that the throat area of the engine nozzle cannot be adjusted according to the original control plan, the matching of the whole machine deviates from the design state, and the thrust and specific fuel consumption of the engine are affected. On the other hand, since the throat area of the nozzle can only be set to the maximum or minimum, the main machine will not have the function of connecting the afterburner. SUMMARY

[0005] In order to solve the above problems, the application provides a convergent section control method and device of a binary vector nozzle, which solves the problems that the matching of the whole machine deviates from the design state and the afterburner cannot be connected when the linear displacement sensor of the single-side convergent section of the binary vector nozzle fails.

[0006] The first aspect of the application provides a convergent section control method of a binary vector nozzle, mainly comprising:

[0007] Step S1, obtaining the engine inlet atmospheric condition, obtaining the engine low-pressure conversion speed or the throttle lever angle;

[0008] Step S2, determining the nozzle throat area based on a first calibration relationship, and determining the low-pressure turbine outlet gas pressure based on a second calibration relationship, wherein the first calibration relationship is a relationship between the low-pressure conversion speed or the throttle lever angle and the nozzle throat area under different engine inlet atmospheric conditions, and the second calibration relationship is a relationship between the low-pressure conversion speed or the throttle lever angle and the low-pressure turbine outlet gas pressure under different engine inlet atmospheric conditions;

[0009] Step S3, performing open-loop control on the convergent section actuating cylinder of the non-faulty side of the linear displacement sensor according to the nozzle throat area, and performing closed-loop control on the actuating cylinder of the faulty side of the linear displacement sensor according to the low-pressure turbine outlet gas pressure.

[0010] Preferably, in step S1, the engine inlet atmospheric conditions include altitude and Mach number.

[0011] Preferably, in step S1, the engine inlet atmospheric conditions include engine inlet atmospheric pressure and temperature.

[0012] Preferably, in step S2, the first calibration relationship and the second calibration relationship are obtained from engine ground station and high-altitude station test data in advance and pre-stored in the engine controller.

[0013] The second aspect of the present application provides a convergent section control device of a binary vector nozzle, mainly comprising:

[0014] A parameter acquisition module is configured to acquire engine inlet atmospheric conditions and acquire engine low-pressure conversion speed or throttle lever angle.

[0015] A nozzle throat area and low-pressure turbine outlet gas pressure acquisition module is configured to determine the nozzle throat area based on a first calibration relationship, and determine the low-pressure turbine outlet gas pressure based on a second calibration relationship, wherein the first calibration relationship is a relationship between the low-pressure conversion speed or the throttle lever angle and the nozzle throat area under different engine inlet atmospheric conditions, and the second calibration relationship is a relationship between the low-pressure conversion speed or the throttle lever angle and the low-pressure turbine outlet gas pressure under different engine inlet atmospheric conditions.

[0016] An actuating cylinder control module is configured to perform open-loop control on the convergent section actuating cylinder of the non-faulty side of the linear displacement sensor according to the nozzle throat area, and perform closed-loop control on the actuating cylinder of the faulty side of the linear displacement sensor according to the low-pressure turbine outlet gas pressure.

[0017] Preferably, the engine inlet atmospheric conditions include altitude and Mach number.

[0018] Preferably, the engine inlet atmospheric conditions include engine inlet atmospheric pressure and temperature.

[0019] Preferably, the first calibration relationship and the second calibration relationship are obtained from engine ground bench and altitude bench test data and pre-stored in the engine controller.

[0020] The engine nozzle throat area of the present application can be controlled according to the original control plan, ensuring that the whole machine matching does not deviate from the design state, so that the engine has the ability to connect the load. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 Flow chart of a preferred embodiment of the convergent section control method of the binary vector nozzle of the present application. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme of the present application will be described in more detail below in combination with the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The described embodiments are part of the embodiments of the present application, not all embodiments. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application. The embodiments of the present application will be described in detail below in combination with the drawings.

[0023] The first aspect of the present application provides a binary vector nozzle convergent section control method applied to the control of the convergent section when the binary vector nozzle convergent section single-sided actuator cylinder linear displacement sensor fails, as shown in Figure 1 The method mainly includes:

[0024] Step S1, obtaining the engine inlet atmospheric condition, obtaining the engine low-pressure conversion speed or throttle lever angle.

[0025] In some optional embodiments, in step S1, the engine inlet atmospheric condition includes altitude and Mach number. In some optional embodiments, in step S1, the engine inlet atmospheric condition includes engine inlet atmospheric pressure and temperature.

[0026] It should be noted that the obtained atmospheric conditions are mainly determined according to the parameters in the first calibration relationship and the second calibration relationship in step S2. If the engine inlet atmospheric conditions in the first calibration relationship or the second calibration relationship involve the height and the Mach number, the engine inlet height and the Mach number are obtained in real time in step S1. Correspondingly, if the engine inlet atmospheric conditions in the first calibration relationship or the second calibration relationship involve the engine inlet atmospheric pressure and the temperature, the engine inlet atmospheric pressure and the temperature are obtained in real time in step S1. Of course, if the engine inlet atmospheric conditions in the first calibration relationship or the second calibration relationship involve the above-mentioned data, the above-mentioned parameters can be obtained as needed in step S1.

[0027] In addition, it should be noted that whether the engine low-pressure conversion speed or the throttle lever angle is obtained is determined according to the current engine control needs. If the afterburner needs to be turned on, the throttle lever angle needs to be obtained in real time, otherwise the data processing can be directly performed according to the engine low-pressure conversion speed. See step S2 for details.

[0028] In step S2, the nozzle throat area is determined based on the first calibration relationship, and the low-pressure turbine outlet gas pressure is determined based on the second calibration relationship. The first calibration relationship is the relationship between the low-pressure conversion speed or the throttle lever angle and the nozzle throat area under different engine inlet atmospheric conditions. The second calibration relationship is the relationship between the low-pressure conversion speed or the throttle lever angle and the low-pressure turbine outlet gas pressure under different engine inlet atmospheric conditions.

[0029] In some optional embodiments, the first calibration relationship and the second calibration relationship are obtained from the engine ground test and altitude test data and are pre-stored in the engine controller.

[0030] In this embodiment, first, the low-pressure conversion speed and the nozzle throat area under different engine inlet atmospheric conditions in the engine ground test and altitude test data are recorded in the engine controller as the first calibration relationship. The relationship between the low-pressure conversion speed and the low-pressure turbine outlet gas pressure under different engine inlet atmospheric conditions in the engine ground test and altitude test data is recorded in the engine controller as the second calibration relationship. Correspondingly, since the afterburner state control needs to be realized, the throttle lever angle and the nozzle throat area under the afterburner state condition are recorded in the engine controller as the first calibration relationship, and the relationship between the throttle lever angle and the low-pressure turbine outlet gas pressure under the afterburner state condition is recorded in the engine controller as the second calibration relationship.

[0031] Through the above-mentioned manner, the corresponding nozzle throat area and the low-pressure turbine outlet gas pressure can be calculated according to the parameters obtained in step S1.

[0032] Step S3, open-loop control is performed on the convergent section actuator of the non-faulty side of the linear displacement sensor according to the nozzle throat area, and closed-loop control is performed on the actuator of the faulty side of the linear displacement sensor according to the low-pressure turbine outlet gas pressure.

[0033] It should be noted that when the linear displacement sensor of the convergent section actuator of the binary vector nozzle is faulty on one side, the relationship between the low-pressure conversion speed and the nozzle throat area and the low-pressure turbine outlet gas pressure under the current atmospheric condition is called from the controller. Considering that the two sides of the binary vector nozzle can be controlled independently, the nozzle throat area can be divided into two parts with the transverse center line of the nozzle as the boundary. If A8 represents the nozzle throat area, the upper and lower sides of the binary vector nozzle can be divided into A 81 and A 82 . Assuming that the area side of A 81 is the non-faulty side of the linear displacement sensor, the actuator on this side is controlled according to the relationship between the low-pressure conversion speed and the nozzle throat area (the actuator is calibrated after the engine is assembled, and there is a one-to-one correspondence between the displacement of the actuator and the nozzle throat area after calibration); assuming that the area side of A 82 is the faulty side of the linear displacement sensor, the actuator on this side is controlled according to the relationship between the low-pressure conversion speed and the low-pressure turbine outlet gas pressure. According to the principle of an aero-engine, when the low-pressure conversion speed and other variables of the engine are constant, the low-pressure turbine outlet gas pressure of the engine is related to the nozzle throat area. When the low-pressure turbine outlet gas pressure when the linear displacement sensor is faulty on one side is equal to the low-pressure turbine outlet gas pressure determined in step S2, it indicates that the current nozzle throat area is equal to the nozzle throat area before the fault, that is, A 81 =A 82 .

[0034] Similarly, when the afterburner is turned on, the relationship between the throttle lever angle and the nozzle throat area and the low-pressure turbine outlet gas pressure under the current atmospheric condition is called from the controller (when the afterburner is turned on, different throttle lever angles correspond to different afterburner fuel supply and nozzle throat areas), the non-faulty side of the linear displacement sensor is controlled according to the relationship between the throttle lever angle and the nozzle throat area, and the faulty side is controlled according to the relationship between the throttle lever angle and the low-pressure turbine outlet gas pressure.

[0035] The nozzle throat area of the engine of the present application can be controlled according to the original control plan, which ensures that the matching of the whole machine does not deviate from the design state, so that the engine has the ability to turn on the afterburner.

[0036] The second aspect of the present application provides a binary vector nozzle convergent section control device corresponding to the above method, mainly comprising:

[0037] A parameter acquisition module for acquiring engine inlet atmospheric conditions and acquiring engine low-pressure conversion speed or throttle lever angle;

[0038] a nozzle throat area and low pressure turbine outlet gas pressure acquisition module, configured to determine the nozzle throat area based on a first calibration relationship, and determine the low pressure turbine outlet gas pressure based on a second calibration relationship, wherein the first calibration relationship is a relationship between the low pressure converted speed or the throttle lever angle and the nozzle throat area under different engine inlet atmospheric conditions, and the second calibration relationship is a relationship between the low pressure converted speed or the throttle lever angle and the low pressure turbine outlet gas pressure under different engine inlet atmospheric conditions;

[0039] a cylinder control module, configured to perform open loop control on the convergent section cylinder of the non-faulty side of the linear displacement sensor according to the nozzle throat area, and perform closed loop control on the cylinder of the faulty side of the linear displacement sensor according to the low pressure turbine outlet gas pressure.

[0040] In some optional embodiments, the engine inlet atmospheric conditions include altitude and Mach number.

[0041] In some optional embodiments, the engine inlet atmospheric conditions include engine inlet atmospheric pressure and temperature.

[0042] In some optional embodiments, the first calibration relationship and the second calibration relationship are obtained from engine ground station and high altitude station test data in advance, and are pre-stored in the engine controller.

[0043] Although the present application has been described in detail with general description and specific embodiments above, some modifications or improvements can be made on the basis of the present application, which is obvious to those skilled in the art. Therefore, these modifications or improvements made on the basis of not deviating from the spirit of the present application, are within the scope of the present application claimed.

Claims

1. A method for controlling a convergent section of a binary vector nozzle, which is applied to control of the convergent section when a single-sided actuator cylinder linear displacement sensor of the convergent section of the binary vector nozzle fails, characterized by, The method comprises: Step S1, obtaining engine inlet atmospheric conditions, obtaining engine low-pressure conversion speed or throttle lever angle; Step S2, determining the nozzle throat area based on a first calibration relationship, and simultaneously determining the low-pressure turbine outlet gas pressure based on a second calibration relationship, wherein the first calibration relationship is the relationship between the low-pressure conversion speed or the throttle lever angle and the nozzle throat area under different engine inlet atmospheric conditions, and the second calibration relationship is the relationship between the low-pressure conversion speed or the throttle lever angle and the low-pressure turbine outlet gas pressure under different engine inlet atmospheric conditions; Step S3, performing open-loop control on the convergent section actuating cylinder of the non-faulty side of the linear displacement sensor according to the nozzle throat area, and performing closed-loop control on the actuating cylinder of the faulty side of the linear displacement sensor according to the low-pressure turbine outlet gas pressure.

2. The method of claim 1, wherein, In step S1, the engine inlet atmospheric conditions include altitude and Mach number.

3. The method of claim 1, wherein, In step S1, the engine inlet atmospheric conditions include engine inlet atmospheric pressure and temperature.

4. The method of claim 1, wherein, In step S2, the first calibration relationship and the second calibration relationship are obtained in advance through engine ground station and high-altitude station test data and are preconfigured in the engine controller.

5. A binary vector nozzle convergent section control device characterized by comprising: Comprise: A parameter acquisition module for obtaining engine inlet atmospheric conditions and obtaining engine low-pressure conversion speed or throttle lever angle; A nozzle throat area and low-pressure turbine outlet gas pressure acquisition module for determining the nozzle throat area based on a first calibration relationship, and simultaneously determining the low-pressure turbine outlet gas pressure based on a second calibration relationship, wherein the first calibration relationship is the relationship between the low-pressure conversion speed or the throttle lever angle and the nozzle throat area under different engine inlet atmospheric conditions, and the second calibration relationship is the relationship between the low-pressure conversion speed or the throttle lever angle and the low-pressure turbine outlet gas pressure under different engine inlet atmospheric conditions; An actuating cylinder control module for performing open-loop control on the convergent section actuating cylinder of the non-faulty side of the linear displacement sensor according to the nozzle throat area, and performing closed-loop control on the actuating cylinder of the faulty side of the linear displacement sensor according to the low-pressure turbine outlet gas pressure.

6. The binary vectoring nozzle convergent section control apparatus of claim 5, wherein, The engine inlet atmospheric conditions include altitude and Mach number.

7. The binary vectoring nozzle convergent section control apparatus of claim 5, wherein, The engine inlet atmospheric conditions include engine inlet atmospheric pressure and temperature.

8. The binary vectoring nozzle convergent section control apparatus of claim 5, wherein, The first calibration relationship and the second calibration relationship are obtained in advance through engine ground station and high-altitude station test data and are preconfigured in the engine controller.

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