Device, method and system for adjusting engine parameters

Abstract

The invention provides a device, method and system for adjusting engine parameters, and relates to the field of engine airworthiness verification test, and the device comprises an air inlet channel and an air inlet grille; the air inlet channel is connected with an air inlet of the engine and is coaxial with the engine. The air inlet grille is arranged in the air inlet channel, the air inlet grille is perpendicular to the axis of the air inlet channel, and grids are evenly distributed on the air inlet grille. The air inlet grille with proper pressure drop is arranged in the air inlet channel, so that the thrust, the high-low pressure rotor rotating speed and the fuel gas temperature of the engine all reach three red lines, and meanwhile, the performance parameters of the engine do not excessively exceed red line values; parameters, such as fan thrust bearing load, compressor outlet total pressure and turbine front temperature, influencing the strength life of key components are ensured not to exceed the limit, and the safety of an engine is protected.

Description

Technical Field

[0001] The present invention relates to the field of engine airworthiness verification tests, and in particular to a device, method and system for adjusting engine parameters. Background Art

[0002] The 150-hour endurance test is a civil aviation engine airworthiness verification test, which has the characteristics of high working conditions and long cycles. According to the requirements of Article 33.87 of the CCAR33 aircraft engine airworthiness regulations, under the maximum take-off condition (also known as MTO condition) and maximum continuous condition (also known as MCT condition) of the engine in the airworthiness verification test, the engine needs to maintain the high and low pressure rotor speed, gas temperature and thrust conditions to reach the red line conditions at the same time, that is, the three red line conditions.

[0003] The rotor speed and gas temperature of the engines currently undergoing airworthiness certification tests at rated thrust still have a large margin away from the red line conditions. If the three red line conditions are to be achieved, the fuel flow rate will continue to be increased after the engine reaches the rated thrust to increase the high and low pressure rotor speeds and gas temperatures, until the thrust, high and low pressure rotor speeds and gas temperature parameters all reach the red line conditions. However, at this time, the thrust of the engine exceeds the rated thrust too much, which may cause the fan thrust bearing load, compressor outlet total pressure, turbine inlet temperature and other parameters that affect the strength and life of key engine components to exceed the limit. Summary of the invention

[0004] The purpose of the present invention is at least to provide a device, method and system for adjusting engine parameters, so as to achieve the adjustment of the engine's thrust, high and low pressure rotor speeds, and gas temperature parameters, so that the thrust, high and low pressure rotor speeds, and gas temperature all reach the red line conditions without exceeding the red line too much, thereby ensuring the strength and life of key components such as the engine fan, compressor, and turbine.

[0005] A brief summary of one or more aspects is given below to provide a basic understanding of these aspects. This summary is not an exhaustive overview of all conceived aspects, and is neither intended to identify the key or critical elements of all aspects nor to define the scope of any or all aspects. Its only purpose is to give some concepts of one or more aspects in a simplified form as a prelude to a more detailed description that will be given later.

[0006] One of the embodiments of the present invention provides a device for adjusting engine parameters, the device includes an air intake duct and an air intake grille; the air intake duct is connected with the air intake port of the engine, and the air intake duct is coaxial with the engine; the air intake grille is arranged in the air intake duct, the air intake grille is arranged perpendicular to the axis of the air intake duct, and the air intake grille has evenly distributed grids.

[0007] In some embodiments, the density ratio of the air intake grille is positively correlated with the total pressure loss coefficient of the air intake duct, wherein the density ratio refers to the ratio of the area of ​​the air intake grille to the cross-section of the air intake duct where the air intake grille is located.

[0008] In some embodiments, the material of the air intake grille includes alloy steel, and the target safety factor of the air intake grille is greater than 1.

[0009] In some embodiments, the device further comprises an elastic tube body and a transition section; the air inlet is connected to the air inlet through the elastic tube body; and the elastic tube body is connected to the air inlet through the transition section.

[0010] One of the embodiments of the present invention provides a method for adjusting engine parameters, the method is used to implement the device described in the above embodiment, the method is implemented based on an air intake duct, the air intake duct is connected with the air intake port of the engine, and the air intake duct is coaxial with the engine; the method includes: determining target parameters in the test, the target parameters include target thrust, target temperature, target high-pressure speed, and target low-pressure speed; based on the engine performance model and the target temperature, target high-pressure speed, and target low-pressure speed, determining the actual thrust; based on the actual thrust and the target thrust, obtaining the target pressure drop of the air intake duct; based on the target pressure drop, obtaining the aerodynamic parameters of the air intake grille, and the aerodynamic parameters are used to determine the structure of the air intake grille.

[0011] In some embodiments, determining the actual thrust based on an engine performance model and a target temperature, a target high-pressure speed, and a target low-pressure speed includes: taking the target temperature, the target high-pressure speed, and the target low-pressure speed as inputs to the engine performance model, and the engine performance model outputting the actual thrust.

[0012] In some embodiments, obtaining a target pressure drop of the inlet duct based on the actual thrust and the target thrust includes: obtaining the total pressure of the engine inlet duct under the target thrust and the actual thrust respectively based on the engine performance model; obtaining the target pressure drop based on the total pressure under the target thrust and the actual thrust, wherein the target pressure drop is the difference between the total pressure under the target thrust and the total pressure under the actual thrust.

[0013] In some embodiments, an air intake grille is provided in the air intake duct, and the air intake grille has a uniformly distributed grid, and the aerodynamic parameters include a density ratio of the air intake grille, wherein the density ratio refers to the ratio of the area of ​​the air intake grille to the cross-section of the air intake duct where the air intake grille is located; the method includes: obtaining an actual pressure drop corresponding to the air intake duct under different density ratios; determining a relationship curve between the density ratio and the actual pressure drop; and interpolating and determining the value of the density ratio based on the relationship curve and the target pressure drop.

[0014] In some embodiments, the method further includes: verifying the structural strength of the air intake grille, including static strength analysis and vibration stress threshold value analysis.

[0015] One embodiment of the present invention provides a system for adjusting engine parameters, including a processor, wherein the processor is used to execute the method for adjusting engine parameters described in the above embodiment.

[0016] The device, method and system for adjusting engine parameters involved in the present invention can realize the engine in the airworthiness certification test, by designing an air intake grille with a suitable pressure drop, so that the engine performance parameters do not exceed the red line value (i.e., the limit value) too much while the thrust, high and low pressure rotor speeds, and gas temperature all reach the three red lines, ensuring that the parameters affecting the strength and life of key components such as the fan thrust bearing load, the compressor outlet total pressure, and the turbine front temperature do not exceed the limit, thereby protecting the safety of the engine and preventing the engine from having to change the design of the hot end components due to the strict assessment conditions of the airworthiness certification test, thereby achieving a better balance between economy and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above features and advantages of the present invention can be better understood after reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily drawn to scale, and components with similar related properties or characteristics may have the same or similar reference numerals. Among them: Figure 1 is a flow chart of a method for adjusting engine parameters according to some embodiments; Figure 2 This is a schematic diagram of the thrust change of the engine during the airworthiness certification test; Figure 3 is a schematic diagram of a structure of a device for adjusting engine parameters according to some embodiments; Figure 4 is a schematic diagram of the structure of an air intake grille according to some embodiments. DETAILED DESCRIPTION

[0018] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. Note that the aspects described below in conjunction with the accompanying drawings and specific embodiments are only exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0019] It should be understood that the "system", "device", "unit" and / or "module" used herein are a method for distinguishing different components, elements, parts, portions or assemblies at different levels. However, if other words can achieve the same purpose, the words can be replaced by other expressions.

[0020] Flowcharts are used in this specification to illustrate the operations performed by the system according to the embodiments of this specification. It should be understood that the preceding or following operations are not necessarily performed precisely in order. Instead, the steps may be processed in reverse order or simultaneously. At the same time, other operations may also be added to these processes, or one or more operations may be removed from these processes.

[0021] It should be understood that the technical terms that may be involved in the description of this specification, such as "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the implementation methods, and do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it should not be understood as limiting the scope of protection of the invention.

[0022] It should be noted that the use of terms such as "first" and "second" to limit features is only for the convenience of distinguishing the corresponding features. Unless otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0023] Because in the airworthiness certification test, when the engine's thrust, high and low pressure rotor speeds, and gas temperature parameters all reach the red line conditions, that is, the three red line conditions, the engine's thrust exceeds the rated thrust too much, which will affect the fan thrust bearing load, the strength and life of key engine components such as the compressor and turbine. Therefore, it is necessary to coordinate the thrust, high and low pressure rotor speeds, and gas temperatures under the three red line conditions so that none of them exceed the rated values ​​too much, in order to protect the strength and life of the engine and its components. The embodiment of this specification proposes a method for adjusting engine parameters by determining the target parameters faced in the airworthiness verification test, determining the target thrust, adding a grille in the inlet duct, changing the flow area of ​​the inlet duct to reduce the total pressure of the engine, adjusting the high and low pressure speeds and gas temperature, and coordinating and matching the thrust, high and low pressure speeds, and gas temperature of the test engine, thereby achieving the goal of the engine performance parameters reaching the three red line conditions without exceeding the limit. The following will be combined with Figure 1 and Figure 2 A method 100 of adjusting engine parameters is described.

[0024] Figure 1 FIG. 1 is a flow chart of a method for adjusting engine parameters according to some embodiments. Figure 1 As shown, the method 100 for adjusting engine parameters includes the following steps: Step 110, determine the target parameters in the test, the target parameters include target thrust, target temperature, target high pressure speed, and target low pressure speed. Among them, the target temperature is also called the target gas temperature, the target high pressure speed is also called the target high pressure rotor speed, and the target low pressure speed is also called the target low pressure rotor speed.

[0025] In some embodiments, the target parameters are determined based on the thrust, temperature, high-pressure speed and low-pressure speed limit values ​​that the engine must reach as specified in the airworthiness certification test. In some embodiments, due to factors such as the accuracy error of the test equipment, the fluctuation error of the engine parameters, and the errors caused by different temperatures and ambient humidity in the airworthiness certification test, the target parameters are obtained by floating up a certain margin on the basis of the thrust, temperature, high-pressure speed and low-pressure speed limit values. However, the floating margin cannot be too large, and the maximum pressure drop of the engine inlet that can be achieved needs to be taken into account. In some embodiments, in the airworthiness certification test, the engine operating state includes MTO operating conditions and MCT operating conditions. Figure 2 The figure shows the change of engine thrust as the engine starts running and the running time progresses in the airworthiness certification test. Figure 2 The horizontal axis represents time, and the vertical axis represents thrust. The engine running time and thrust changes corresponding to the MTO condition and the MCT condition are shown in the figure below: Figure 2 Based on the thrust, temperature, high pressure speed and low pressure speed limit values ​​that the engine needs to achieve under MTO conditions and MCT conditions, the Trust under MTO conditions is determined respectively. MTO (target thrust), N1 MTO (high pressure speed), N2 MTO (low pressure speed), EGT MTO (target temperature) and Trust under MCT conditions MCT (target thrust), N1 MCT (high pressure speed), N2 MCT (low pressure speed), EGT MCT (Target temperature). Among them, the target thrust under the MTO condition is greater than the target thrust under the MCT condition.

[0026] Step 120 , determining actual thrust based on the engine performance model and the target temperature, the target high-pressure speed, and the target low-pressure speed.

[0027] In some embodiments, the target temperature, the target high pressure speed, and the target low pressure speed are used as inputs of the engine performance model, and the engine performance model outputs the actual thrust. In some embodiments, the engine performance model is based on an inlet port (see Figure 3) is established, and the engine performance model is a machine learning model or a physical model. The actual thrust output by the engine performance model is the thrust when the engine actually runs to the target temperature, target high-pressure speed, and target low-pressure speed. The actual thrust of the engine is greater than the target thrust. It is necessary to reduce the actual thrust of the engine so that it does not exceed the target thrust too much to protect the strength and life of the engine and its components.

[0028] Step 130 : obtaining a target pressure drop of the air inlet based on the actual thrust and the target thrust.

[0029] In some embodiments, based on the engine performance model, the total pressure of the engine inlet under the target thrust and the actual thrust is obtained respectively. In some embodiments, in the engine performance model, the aerodynamic characteristics of the inlet are kept unchanged, and the total pressure of the inlet under the target thrust and the actual thrust is obtained respectively. The total pressure of the inlet refers to the total pressure of a cross section in the inlet. In some embodiments, based on the total pressure under the target thrust and the actual thrust, the target pressure drop is obtained, wherein the target pressure drop is the difference between the total pressure under the target thrust and the actual thrust. Making the inlet have a target pressure drop can reduce the actual thrust of the engine, make the actual parameters of the engine including (actual temperature, actual high pressure speed, actual low pressure speed) adapt to the target parameters, so that the engine meets the requirements of the airworthiness certification test but does not exceed the limit value too much, causing damage to the engine itself.

[0030] Step 140: obtaining aerodynamic parameters of the air intake grille based on the target pressure drop, wherein the aerodynamic parameters are used to determine the structure of the air intake grille.

[0031] In some embodiments, in order to make the air intake duct have a target pressure drop, an air intake grille is arranged in the air intake duct so that the air intake grille has a target pressure drop. The air intake grille can change the flow area of ​​the air intake cross section of the air intake duct, reduce the total pressure of the engine, coordinate the thrust with the high and low pressure speeds and the gas temperature, and when the thrust reaches the target value, by changing the inlet pressure drop of the engine, adjusting the high and low pressure speeds and the gas temperature, the thrust of the engine is matched with the high and low pressure speeds and the gas temperature, so as to achieve the goal of the engine performance parameters reaching the three red line conditions without exceeding the limit. The air intake cross section mentioned in this specification refers to the cross section of the air intake duct perpendicular to its axis. In some embodiments, the target pressure drops under MTO conditions and MCT conditions are obtained respectively. Based on the target pressure drops under MTO conditions and MCT conditions, the aerodynamic parameters of the air intake grille are obtained.

[0032] In some embodiments, the air intake grille has uniformly distributed grids, and the aerodynamic parameters of the air intake grille include the density ratio of the air intake grille (or the grid). The density ratio refers to the ratio of the area of ​​the air intake grille to the cross section of the air intake duct where the air intake grille is located. The density ratio of the air intake grille is set based on the target pressure drop to adjust the aerodynamic parameters of the air intake grille and change the flow area of ​​the air intake cross section of the air intake duct. In some embodiments, the actual pressure drop corresponding to the air intake duct is obtained by setting different density ratios. In some embodiments, a physical model of density ratio and pressure drop is established to calculate the actual pressure drop corresponding to the air intake duct under different density ratios. In some embodiments, a relationship curve between the density ratio and the actual pressure drop is formed by fitting based on the data group of the density ratio and the corresponding actual pressure drop. In some embodiments, the target pressure drop is taken as the actual pressure drop, and the value of the density ratio corresponding to the target pressure drop is determined by interpolation based on the relationship curve. In some embodiments, the value of the corresponding density ratio is determined by interpolation based on the target pressure drop under the MTO condition and the MCT condition. The density ratio of the air intake grille used under the MTO condition and the MCT condition may be different.

[0033] In some embodiments, the method 100 for adjusting engine parameters also includes checking the structural strength of the air intake grille, including performing static strength analysis and vibration stress threshold value analysis on the air intake grille after the density ratio is determined, to ensure the strength of the air intake grille and avoid damage to the air intake grille during use, which may cause changes in the total pressure of the engine and affect the structural strength of the engine.

[0034] After determining the density ratio of the air intake grille, the air intake grille that meets the target pressure drop under the MTO condition and the air intake grille that meets the target pressure drop under the MCT condition are manufactured separately. Figure 3 The assembly shown constitutes the engine configuration for airworthiness certification tests and is used to protect the engine during airworthiness certification tests.

[0035] The embodiment of this specification provides a system for adjusting engine parameters, including a processor, the processor is used to execute Figure 1 A method 100 for adjusting engine parameters is shown.

[0036] The processor processes data and / or information from at least one component in the system for adjusting engine parameters or an external data source. For example, the processor obtains a relationship curve between the density ratio and the actual pressure drop via a network to interpolate and determine the density ratio corresponding to the target pressure drop. For example, the processor obtains the actual thrust or target pressure drop output by the engine performance model. In some embodiments, the processor is local or remote. In some embodiments, the processing device is implemented on a cloud platform.

[0037] In some embodiments, the system for adjusting engine parameters also includes a memory, and the memory is used to store data and / or instructions. For example, the memory stores instructions or programs that can be called by the processor. For another example, the memory stores target parameters under various operating conditions. The memory includes one or more storage components, each of which can be an independent device or a part of other devices. In some embodiments, the memory is implemented on a cloud platform.

[0038] The embodiment of this specification proposes a device 300 for adjusting engine parameters. Figure 3 is a schematic diagram of the structure of an apparatus for adjusting engine parameters according to some embodiments. Figure 4 is a schematic diagram of the structure of an air intake grille according to some embodiments.

[0039] like Figure 3 and Figure 4 As shown, the device 300 includes an air intake duct 1 and an air intake grille 2 .

[0040] The air inlet 1 is a pipe connected to the engine. In some embodiments, the air inlet 1 is connected to the air inlet 5 of the engine. In some embodiments, the air inlet 1 is coaxially arranged with the engine, that is, the axis of the air inlet 1 is coaxially arranged with the axis of the engine.

[0041] The air intake grille 2 is a component for adjusting the pressure drop of the air intake duct 1. In some embodiments, the air intake grille 2 is arranged in the air intake duct 1, and the air intake grille 2 is arranged perpendicular to the axis of the air intake duct 1. In some embodiments, the peripheral structure of the air intake grille 2 is adapted to the pipe wall of the air intake duct 1, and the periphery of the air intake grille 2 is sealed and connected to the pipe wall of the air intake duct 1. In some embodiments, the air intake grille 2 has uniformly distributed grids, and the density ratio of the air intake grille 2 also refers to the setting density of the grids. The density ratio of the air intake grille 2 is positively correlated with the total pressure loss coefficient of the air intake duct 1. On the air intake pipe cross section corresponding to the air intake grille 2, the larger the density ratio of the air intake grille 2, the larger the grid setting density, the more grids there are, the smaller the flow channel area of ​​the air intake cross section of the air intake duct, and the larger the total pressure loss coefficient of the air intake duct 1. On the contrary, the smaller the density ratio of the air intake grille 2, the smaller the grid setting density, the fewer grids there are, the larger the flow channel area of ​​the air intake cross section of the air intake duct, and the smaller the total pressure loss coefficient of the air intake duct 1. In some embodiments, the density ratio of the air intake grille 2 under the corresponding working condition is determined by steps 110 to 140 of the method 100 for adjusting engine parameters. In some embodiments, the grid is roughly a square-like structure.

[0042] In some embodiments, the material of the air intake grille 2 includes alloy steel, and the target safety factor of the air intake grille 2 is greater than 1, which is conducive to ensuring the structural strength of the air intake grille 2 and preventing the air intake grille 2 from being damaged during use, resulting in changes in the total pressure of the engine and affecting the structural strength of the engine. The target safety factor is the ratio of the structural resistance to the force, and when the target safety factor of the air intake grille 2 is greater than 1, the structure of the air intake grille 2 is considered to be safe.

[0043] In some embodiments, in order to prevent the connection of the air intake duct 1 from affecting the main structure of the engine, the device 300 also includes a transition section 4. The transition section 4 is used to connect the air intake duct 1 and the air inlet 5. The structure of the transition section 4 is similar to that of the air intake duct 1. In some embodiments, the structural weight of the air intake grille 2 is relatively large. If it is directly installed in the air intake duct 1 connected to the engine, the addition of the air intake grille 2 will cause the posture of the engine to change, causing the fan installation in the engine to float axially / radially. At the same time, the increase in the mass of the air intake duct 1 will also affect the center of gravity distribution of the whole machine and affect the vibration characteristics of the engine body. In order to avoid the adverse effects of the above-mentioned modification, an elastic tube body (such as a bellows expansion joint) is provided between the air intake duct 1 and the air intake duct transition section 4 to compensate for the floating amount of the engine so that the modified air intake duct 1 is flexibly connected to the engine.

[0044] The basic concepts have been described above. Obviously, for those skilled in the art, the above detailed disclosure is only an example and does not constitute a limitation of this specification. In addition, unless explicitly stated in the claims, the order of elements and sequences, the use of alphanumeric characters, or the use of other names in this specification are not used to limit the order of the processes and methods of this specification. Although some embodiments of the invention currently considered useful are discussed through various examples in the above disclosure, it should be understood that such details are only for illustrative purposes, and the attached claims are not limited to the disclosed embodiments. On the contrary, the claims are intended to cover all modifications and equivalent combinations that are consistent with the essence and scope of the embodiments of this specification.

Claims

1. A device for adjusting engine parameters, characterized in that: The device comprises an air intake duct and an air intake grille; The air inlet is connected to the air inlet of the engine, and the air inlet is coaxial with the engine; The air intake grille is arranged in the air intake passage, the air intake grille is arranged perpendicular to the axis of the air intake passage, and has evenly distributed grids on the air intake grille.

2. The device for adjusting engine parameters according to claim 1, characterized in that: The density ratio of the air intake grille is positively correlated with the total pressure loss coefficient of the air intake duct, wherein the density ratio refers to the ratio of the area of ​​the air intake grille to the cross section of the air intake duct where the air intake grille is located.

3. The device for adjusting engine parameters according to claim 1, characterized in that: The material of the air intake grille includes alloy steel, and the target safety factor of the air intake grille is greater than 1.

4. The device for adjusting engine parameters according to claim 1, characterized in that: The device also includes an elastic tube body and a transition section; The air inlet is connected with the air inlet through the elastic tube; The elastic tube body is connected to the air inlet through the transition section.

5. A method for adjusting engine parameters, characterized in that: The method is used to implement the device according to any one of claims 1 to 4, and the method is implemented based on the air intake duct, the air intake duct is connected with the air intake port of the engine, and the air intake duct is coaxial with the engine; the method comprises: Determining target parameters in the test, wherein the target parameters include target thrust, target temperature, target high-pressure speed, and target low-pressure speed; Determining actual thrust based on the engine performance model and the target temperature, the target high-pressure speed, and the target low-pressure speed; Based on the actual thrust and the target thrust, obtaining a target pressure drop of the air inlet; Based on the target pressure drop, aerodynamic parameters of the air intake grille are obtained, and the aerodynamic parameters are used to determine the structure of the air intake grille.

6. The method for adjusting engine parameters according to claim 5, characterized in that: The determining the actual thrust based on the engine performance model and the target temperature, the target high-pressure speed, and the target low-pressure speed comprises: The target temperature, the target high-pressure rotation speed, and the target low-pressure rotation speed are used as inputs of the engine performance model, and the engine performance model outputs the actual thrust.

7. The method for adjusting engine parameters according to claim 5, characterized in that: The acquiring the target pressure drop of the air inlet based on the actual thrust and the target thrust comprises: Based on the engine performance model, respectively obtaining the total pressure of the engine inlet under the target thrust and the actual thrust; The target pressure drop is obtained based on the total pressure at the target thrust and the total pressure at the actual thrust, wherein the target pressure drop is a difference between the total pressure at the target thrust and the total pressure at the actual thrust.

8. The method for adjusting engine parameters according to claim 7, characterized in that: The air intake grille is arranged in the air intake duct, and the air intake grille has evenly distributed grids, and the aerodynamic parameters include a density ratio of the air intake grille, wherein the density ratio refers to the ratio of the area of ​​the air intake grille to the cross section of the air intake duct where the air intake grille is located; the method includes: Under different density ratios, obtaining an actual pressure drop corresponding to the air inlet; Determine a relationship curve between the density ratio and the actual pressure drop; Based on the relationship curve and the target pressure drop, the value of the density ratio is determined by interpolation.

9. The method for adjusting engine parameters according to claim 8, characterized in that: The method further comprises: The structural strength of the air intake grille is verified, including static strength analysis and vibration stress threshold value analysis.

10. A system for adjusting engine parameters, characterized in that: The invention comprises a processor, wherein the processor is used to execute the method for adjusting engine parameters according to any one of claims 5-9.

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