A method for controlling an exhaust gas temperature of an aircraft engine in an installed state

Abstract

An aero-engine installed state exhaust temperature control method belongs to the technical field of aero-engine and comprises the following steps: firstly, determining the engine exhaust temperature influencing factors through type characteristics and control principle comprehensive analysis; obtaining the corresponding relationship between the installed state atmospheric temperature and the exhaust temperature through installed data analysis; carrying out the influencing factor and exhaust temperature quantitative relationship test, obtaining the quantitative relationship between the single factor and the exhaust temperature through the test, obtaining the exhaust temperature variation AT from the delivery state to the installed state; subtracting the exhaust temperature variation AT in step three from the exhaust temperature control value corresponding to different atmospheric temperatures, obtaining the exhaust temperature control curve of the engine delivery state under different atmospheric temperatures, and further controlling other parameters according to the calculated temperature control curve. Through the technical scheme of the present application, the problem of high exhaust temperature of the installed state can be effectively controlled, and the probability of high exhaust temperature of the installed state is reduced.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, and in particular to a method for controlling exhaust temperature of an aero-engine in its installed state. Background Technology

[0002] The exhaust temperature after the low-pressure turbine of an aero-engine is one of the important parameters for engine condition monitoring. Based on the characteristics of each engine model, different exhaust temperature standards are set for different operating conditions, and these standards are checked and monitored during delivery commissioning and installation. Exhaust temperature reflects the engine's main unit efficiency level, but it is also affected by a combination of factors such as atmospheric temperature, adjustable geometry, and intake conditions. After delivery, when checking the exhaust temperature in the installed state, the influence of intake conditions and atmospheric temperature can cause the engine exhaust temperature to rise, sometimes even exceeding the standard, posing a safety risk. Therefore, pre-commissioning is necessary during delivery to avoid excessively high exhaust temperatures during installation. Summary of the Invention

[0003] To address the problems existing in the prior art, this invention provides a method for controlling the exhaust temperature of an aero-engine under installed conditions. This method can effectively control the problem of excessively high exhaust temperature under installed conditions, reduce adjustment work, and avoid additional test costs after adjustment.

[0004] To achieve the above objectives, the technical solution of the present invention is as follows:

[0005] A method for controlling exhaust temperature of an aircraft engine in its installed state includes the following steps:

[0006] Step 1: Determine the influencing factors that cause changes based on the characteristics of the aero-engine model itself. Through comprehensive analysis of model characteristics and control principles, determine the factors affecting engine exhaust temperature.

[0007] Step 2: Through installation data analysis, obtain the corresponding relationship between the ambient temperature and exhaust temperature under installation conditions;

[0008] Step 3: Conduct a quantitative experiment on the relationship between influencing factors and exhaust temperature. The experiment adjusts a single adjustable geometric structural factor while keeping others unchanged to obtain the quantitative relationship between the single factor and exhaust temperature, and finally obtains the change in exhaust temperature ΔT from the delivery state to the installed state.

[0009] Step 4: Subtract the exhaust temperature change ΔT from the exhaust temperature control values ​​obtained in Step 2 for different atmospheric temperatures to obtain the exhaust temperature control curves for different atmospheric temperatures under engine delivery conditions.

[0010] Step 5: Based on the exhaust temperature control curves under different atmospheric temperatures during engine delivery obtained in Step 4, formulate adjustment methods for the low-pressure stator adjustable blade angle, high-pressure stator adjustable blade angle, and nozzle during the delivery process. Adjust these methods to meet the control requirements, collect actual exhaust temperature data for comparison, and adjust the adjustable geometry when the actual exhaust temperature is higher than the control value to make the actual exhaust temperature meet the control requirements.

[0011] Furthermore, the influencing factors that cause changes mentioned in step one include the intake total pressure recovery coefficient, atmospheric temperature differences, and changes in adjustable geometry.

[0012] Furthermore, the adjustable geometric factors mentioned in step three include the adjustable blade angle of the low-pressure stator, the adjustable blade angle of the high-pressure stator, and the amount of change in the single adjustable geometric structure of the nozzle.

[0013] The beneficial effects of this invention are:

[0014] The technical solution of this invention can effectively control the problem of excessive exhaust temperature during installation, reduce the probability of excessive exhaust temperature during installation, reduce adjustment work, and avoid additional testing costs after adjustment. Attached Figure Description

[0015] Figure 1 This is a quantitative relationship diagram between the change in a single adjustable geometric structure factor and the change in exhaust temperature provided by the present invention.

[0016] Figure 2 This is a graph showing the relationship between atmospheric temperature and exhaust temperature provided by the present invention;

[0017] Figure 3 This is an exhaust temperature diagram corresponding to different atmospheric temperatures in different delivery states provided by the present invention. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0019] like Figures 1 to 3 As shown, a method for controlling exhaust temperature in the installed state of an aero-engine includes the following steps:

[0020] Step 1: Compared to the delivered state, the exhaust temperature of the engine will inevitably change when it is installed. First, it is necessary to determine the influencing factors based on the specific characteristics of the model. These generally include the influence of the air intake, atmospheric temperature differences, and changes in adjustable geometry. For aircraft of the same model, the air intake is identical, and its impact on engine exhaust temperature is fixed. Atmospheric temperature has a linear effect on exhaust temperature; as atmospheric temperature increases, exhaust temperature increases. Adjustable geometry parameters can be actively controlled by adjusting the control law. A comprehensive analysis of the engine control law and external conditions is required to ultimately determine the main influencing factors on engine exhaust temperature.

[0021] Step 2: Establish a simulation signal model and perform simulation calculations to obtain the correspondence between atmospheric temperature and exhaust temperature, such as... Figure 2 As shown.

[0022] Step 3: By conducting verification tests that change a single factor, the correlation between the change in a single adjustable geometric structure factor and the exhaust temperature is obtained. The adjustable geometric structure factors include the adjustable blade angles of the low-pressure stator, the adjustable blade angles of the high-pressure stator, and the change in the single adjustable geometric structure of the nozzle. Under similar atmospheric conditions, specifically, the difference in atmospheric temperature between different tests is no greater than ±2℃, the tests adjust this single factor while keeping other adjustable geometric structures constant, obtaining quantitative relationships. It should be noted that the obtained quantitative relationships are generally linear within a limited range, but when the adjustable geometric structure factors exceed the allowable limits of the model, the quantitative relationships will be distorted and no longer conform to the analyzed change patterns. The quantitative correlation between atmospheric temperature and exhaust temperature is obtained by conducting tests on a single engine under different atmospheric temperatures. Figure 1 As shown, the relationship between the change in a single adjustable geometric factor and the change in exhaust temperature was obtained through experiments. The changes in exhaust temperature under delivery and installation conditions were determined. Based on the obtained quantitative correspondence between atmospheric temperature and exhaust temperature, the changes caused by the difference between atmospheric temperature and adjustable geometric factor were subtracted to obtain the change in exhaust temperature ΔT caused by the intake manifold.

[0023] Step 4: Subtract the exhaust temperature change ΔT from the exhaust temperature control values ​​obtained in Step 2 for different atmospheric temperatures to obtain the exhaust temperature control curves for different atmospheric temperatures under engine delivery conditions.

[0024] Step 5: Based on the exhaust temperature control curves under different atmospheric temperatures during engine delivery obtained in Step 4, apply the exhaust temperature control curves under different atmospheric temperatures during the delivery process, and formulate methods for adjusting the low-pressure stator adjustable blade angle, the high-pressure stator adjustable blade angle, and the nozzle. Adjust these methods to meet the requirements, collect actual data for comparison, and adjust the geometrically adjustable parameters when the actual exhaust temperature is higher than the control value to meet the requirements.

Claims

1. A method for controlling exhaust temperature of an aero-engine in its installed state, characterized in that, Includes the following steps: Step 1: Determine the influencing factors that cause changes based on the characteristics of the aero-engine model itself. Through comprehensive analysis of model characteristics and control principles, determine the factors affecting engine exhaust temperature. Step 2: Through installation data analysis, obtain the corresponding relationship between the ambient temperature and exhaust temperature under the installation status; Step 3: Conduct a quantitative relationship test between influencing factors and exhaust temperature. The test adjusts a single adjustable geometric structural factor while keeping others unchanged to obtain the quantitative relationship between the single factor and exhaust temperature, and finally obtains the change in exhaust temperature ΔT from the delivery state to the installed state. Step 4: Subtract the exhaust temperature change ΔT from the exhaust temperature control values ​​obtained in Step 2 for different atmospheric temperatures to obtain the exhaust temperature control curves for different atmospheric temperatures under engine delivery conditions. Step 5: Based on the exhaust temperature control curves under different atmospheric temperatures during engine delivery obtained in Step 4, formulate adjustment methods for the low-pressure stator adjustable blade angle, high-pressure stator adjustable blade angle, and nozzle during the delivery process. Adjust these methods to meet the control requirements, collect actual exhaust temperature data for comparison, and adjust the adjustable geometry when the actual exhaust temperature is higher than the control value to make the actual exhaust temperature meet the control requirements.

2. The method for controlling exhaust temperature of an aero-engine in its installed state according to claim 1, characterized in that, The factors that cause changes mentioned in step one include the intake total pressure recovery coefficient, atmospheric temperature differences, and changes in adjustable geometry.

3. The method for controlling exhaust temperature of an aero-engine in its installed state according to claim 1, characterized in that, The adjustable geometric factors mentioned in step three include the adjustable blade angle of the low-pressure stator, the adjustable blade angle of the high-pressure stator, and the single adjustable geometric change of the nozzle.

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