A method and device for controlling the adjustable blade angle of a dual-shaft turbofan engine compressor

Abstract

This application belongs to the field of engine control technology, and particularly relates to a method and device for controlling the adjustable blade angle of a dual-shaft turbofan engine compressor. The method comprises: step S1, obtaining the engine inlet total temperature, engine low-pressure speed, and engine high-pressure speed; step S2, calculating a first engine low-pressure converted speed and a first engine high-pressure converted speed at the engine inlet section; step S3, estimating the high-pressure compressor inlet total temperature; step S4, calculating a second engine high-pressure converted speed at the high-pressure compressor inlet section; step S5, within a given switching time, weighting the engine compressor adjustable blade angles calculated from the first engine high-pressure converted speed and the second engine high-pressure converted speed according to the execution time, and summing the weights to obtain an estimated value of the engine compressor adjustable blade angle; and step S6, controlling the angle of the engine compressor adjustable blade. This application improves the pilot's user experience.

Description

Technical Field

[0001] The present application belongs to the field of engine control technology, and in particular relates to a method and device for controlling the adjustable blade angle of a dual-shaft turbofan engine compressor. Background Art

[0002] In order to obtain sufficient engine thrust during high Mach number flight, the adjustable blade angle a2 of a certain engine's compressor is based on the total temperature T at the high pressure compressor inlet. 25 Control, when the total temperature T 25 When a control failure occurs, such as a failure of the high-pressure compressor inlet total temperature sensor, control will be switched to the engine inlet total temperature T1.

[0003] When an aircraft was accelerating to a high Mach number during level flight, the high pressure compressor inlet total temperature sensor failed, causing the compressor adjustable blade angle a2 to change from the high pressure compressor inlet total temperature T 25 When control switches to engine inlet total temperature T1, a direct switch is used. Due to the significant discrepancy between the calculated values ​​for the compressor adjustable blade angle a2, engine thrust plummets, causing the aircraft to decelerate rapidly and creating a very uncomfortable experience for the pilot. Furthermore, a sudden shift in the compressor adjustable blade angle a2 could cause a significant change in engine state, triggering surge. Summary of the Invention

[0004] In order to solve the above problems, the present application provides a method and device for controlling the adjustable blade angle of a dual-shaft turbofan engine compressor, which is used to adjust the total temperature T at the inlet of the high-pressure compressor. 25 When a fault occurs, a high-pressure compressor inlet total temperature value that is closer to the actual situation is reconstructed to ensure that the thrust can change smoothly when the compressor adjustable blade angle is switched to being controlled by the engine inlet total temperature T1.

[0005] The first aspect of the present application provides a method for controlling the angle of adjustable blades of a dual-shaft turbofan engine compressor, mainly comprising:

[0006] Step S1: When the high-pressure compressor inlet total temperature measurement fails and the flight Mach number is greater than a set value, the engine inlet total temperature, the engine low-pressure speed, and the engine high-pressure speed are obtained in real time;

[0007] Step S2, calculating a first engine low-pressure converted speed and a first engine high-pressure converted speed at an engine inlet cross section based on the engine inlet total temperature;

[0008] Step S3, estimating the total temperature at the high-pressure compressor inlet based on a relationship curve between the first ratio and the first low-pressure converted speed, wherein the first ratio is a ratio of the total temperature at the high-pressure compressor inlet to the total temperature at the engine inlet;

[0009] Step S4, calculating the high-pressure converted speed of the second engine at the high-pressure compressor inlet cross section based on the estimated high-pressure compressor inlet total temperature;

[0010] Step S5: within a given switching time, weighting the engine compressor adjustable vane angles calculated from the first engine high-pressure converted speed and the second engine high-pressure converted speed according to the execution duration, and summing the weights to obtain an estimated value of the engine compressor adjustable vane angle;

[0011] Step S6: controlling the angle of the engine compressor adjustable blades based on the estimated value of the engine compressor adjustable blade angle.

[0012] Preferably, in step S1, the set value is Mach 1.6.

[0013] Preferably, in step S3, the relationship curve between the first ratio and the first low-pressure converted speed is obtained through simulation calculation or experimental statistics of different models of engines.

[0014] Preferably, in step S5, the estimated value a of the adjustable blade angle of the engine compressor is calculated by the following formula: 2Dem估算 :

[0015]

[0016] Among them, t is the execution time, t0 is the switching time, f1(n 2r ) is the first engine high pressure conversion speed n 2r Calculated engine compressor adjustable blade angle, f2(n 2r25估算 ) is the second engine high pressure conversion speed n 2r25估算 Calculated engine compressor adjustable blade angle.

[0017] Preferably, step S5 further comprises:

[0018] The estimated value of the engine compressor adjustable blade angle is limited between an open boundary and a closed boundary.

[0019] The second aspect of the present application provides a dual-shaft turbofan engine compressor adjustable blade angle control device, which mainly includes:

[0020] The parameter acquisition module is used to obtain the engine inlet total temperature, engine low-pressure speed and engine high-pressure speed in real time when the high-pressure compressor inlet total temperature measurement fails and the flight Mach number is greater than the set value;

[0021] an engine inlet cross-section converted speed calculation module, configured to calculate a first engine low-pressure converted speed and a first engine high-pressure converted speed at the engine inlet cross-section based on the engine inlet total temperature;

[0022] a high-pressure compressor inlet total temperature estimation module, configured to estimate the high-pressure compressor inlet total temperature based on a relationship curve between a first ratio and a first low-pressure converted speed, wherein the first ratio is a ratio of the high-pressure compressor inlet total temperature to the engine inlet total temperature;

[0023] a high-pressure compressor inlet cross-section converted speed calculation module, configured to calculate a high-pressure converted speed of the second engine at the high-pressure compressor inlet cross-section based on an estimated high-pressure compressor inlet total temperature;

[0024] an engine compressor adjustable vane angle estimation module, configured to weight the engine compressor adjustable vane angles calculated from the first engine high-pressure converted speed and the second engine high-pressure converted speed according to execution duration within a given switching time, and sum the weighted values ​​to obtain an estimated value of the engine compressor adjustable vane angle;

[0025] The engine compressor adjustable blade angle control module is used to control the angle of the engine compressor adjustable blade based on the engine compressor adjustable blade angle estimation value.

[0026] Preferably, in the parameter acquisition module, the set value is Mach 1.6.

[0027] Preferably, in the high-pressure compressor inlet total temperature estimation module, the relationship curve between the first ratio and the first low-pressure converted speed is obtained through simulation calculation or experimental statistics of different models of engines.

[0028] Preferably, in the engine compressor adjustable blade angle estimation module, the engine compressor adjustable blade angle estimation value a is calculated by the following formula: 2Dem估算 :

[0029]

[0030] Among them, t is the execution time, t0 is the switching time, f1(n 2r ) is the first engine high pressure conversion speed n 2r Calculated engine compressor adjustable blade angle, f2(n 2r25估算 ) is the second engine high pressure conversion speed n 2r25估算 Calculated engine compressor adjustable blade angle.

[0031] Preferably, the engine compressor adjustable blade angle estimation module further comprises:

[0032] The interval limiting unit is used to limit the estimated value of the engine compressor adjustable blade angle to between a bias-open boundary and a bias-close boundary.

[0033] This application ensures a smooth transition of engine thrust during the compressor adjustable blade angle switching control algorithm, avoids a cliff-like decrease in thrust, avoids the forward mismatch problem caused by drastic changes in engine status, and improves the pilot's user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a flow chart of a preferred embodiment of the method for controlling the adjustable blade angle of a twin-shaft turbofan engine compressor of the present application. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. In the drawings, the same or similar numbers throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and should not be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in conjunction with the drawings.

[0036] The first aspect of the present application provides a method for controlling the angle of adjustable blades of a dual-shaft turbofan engine compressor, such as Figure 1 As shown, it mainly includes:

[0037] Step S1: When the high-pressure compressor inlet total temperature measurement fails and the flight Mach number is greater than a set value, the engine inlet total temperature, the engine low-pressure speed, and the engine high-pressure speed are obtained in real time.

[0038] In this step, when the compressor adjustable blade angle a2 is controlled, the total temperature T 25 When the control is switched to the control process based on the engine inlet total temperature T1, the problems of thrust cliff drop and surge mainly occur under conditions with relatively fast flight speeds. Therefore, one of the conditions for the algorithm of this application to enter is that the flight Mach number must be greater than the set value. In some optional implementations, in step S1, the set value is 1.6 Mach, that is, the flight speed is not less than 1.6 Mach. This application is needed to alleviate the problems caused by the thrust cliff drop. The specific value needs to be determined based on different engines and different aircraft matched with them. Of course, the conditions for the algorithm to enter should also include the high-pressure compressor inlet total temperature T25 The fault is measured and the compressor blade angle a2 is adjusted at the moment before the fault according to the total temperature T at the high pressure compressor inlet. 25 Control is performed. In step S1, it can also be understood that the algorithm entry criteria include the normal acquisition of the engine inlet total temperature, engine low-pressure speed, and engine high-pressure speed, i.e., the measurement channels or measurement sensors for these parameters are normal. If any of the above conditions are not met, the control strategy of this application cannot be entered, or the control strategy of this application is exited.

[0039] Step S2: Calculate a first engine low-pressure converted speed and a first engine high-pressure converted speed at an engine inlet section based on the engine inlet total temperature.

[0040] This step calculates the first engine low-pressure conversion speed n by the following formula 1r and the first engine high pressure conversion speed n 2r :

[0041]

[0042]

[0043] Among them, n1 is the engine low-pressure speed, n2 is the engine high-pressure speed, and T1 is the engine inlet total temperature.

[0044] Step S3: estimating the total temperature at the high-pressure compressor inlet based on a relationship curve between the first ratio and the first low-pressure converted speed, wherein the first ratio is the ratio of the total temperature at the high-pressure compressor inlet to the total temperature at the engine inlet.

[0045] In this step, the total temperature T at the high pressure compressor inlet is estimated by the following formula: 25估算 :

[0046]

[0047] Among them, f T25_T1 That is, a relationship curve function. In some optional embodiments, in step S3, the relationship curve between the first ratio and the first low-pressure converted speed is obtained by simulation calculation or experimental statistics of different engine models. 1r Substituting into the function, the first ratio can be obtained, and then the first ratio is multiplied by the real-time engine inlet total temperature T1 to obtain the estimated high-pressure compressor inlet total temperature T 25估算 .

[0048] Step S4: Calculate the high-pressure converted speed of the second engine at the high-pressure compressor inlet section based on the estimated high-pressure compressor inlet total temperature.

[0049] With the high pressure compressor inlet total temperature T25估算 , the second engine high pressure conversion speed n can be calculated by the following formula 2r25估算 :

[0050]

[0051] in, It is the engine design value, the unit is K, and it is determined according to the engine's own design value.

[0052] It should also be noted that the first engine high-pressure conversion speed and the second engine high-pressure conversion speed are for different engine sections. Usually, the engine is divided into multiple sections along the axial direction, such as section 1 at the engine inlet, section 25 at the high-pressure compressor inlet, etc. The low-pressure speed or high-pressure speed should be converted accordingly at different sections. As mentioned above, the conversion value of the high-pressure speed at section 1 is n 2r , that is, the first engine high pressure conversion speed, the conversion value at section 25 is n 2r25 In this case, since it is an estimated value, it is marked as n 2r25估算 , which is the high-pressure converted speed of the second engine.

[0053] Step S5: Within a given switching time, weight the engine compressor adjustable blade angles calculated from the first engine high-pressure converted speed and the second engine high-pressure converted speed according to the execution time, and sum them to obtain an estimated value of the engine compressor adjustable blade angle.

[0054] In some optional embodiments, in step S5, the estimated value a of the engine compressor adjustable blade angle is calculated by the following formula: 2Dem估算 :

[0055]

[0056] Among them, t is the execution time, t0 is the switching time, for example, 5s or 10s, f1(n 2r ) is the first engine high pressure conversion speed n 2r Calculated engine compressor adjustable blade angle, f2(n 2r25估算 ) is the second engine high pressure conversion speed n 2r25估算 Calculated engine compressor adjustable blade angle.

[0057] In the prior art, if the high pressure conversion speed n at section 25 is 2r25 When the engine compressor adjustable blade angle cannot be calculated due to equipment failure or other reasons, that is, when the known function f2 cannot be used to calculate the engine compressor adjustable blade angle, the high pressure conversion speed n at section 1 is obtained. 2r, and then calculate the engine compressor adjustable blade angle based on the known function f1, which brings the technical problems described in the background technology, and the present application reconstructs the high pressure conversion speed n in steps S1-S4. 2r25估算 Then, a weighting coefficient is constructed based on the execution time. In step S5, the calculation result of the engine compressor adjustable blade angle is converted from the second engine high pressure conversion speed n 2r25估算 Smooth transition to the first engine high pressure conversion speed n 2r . This solves the problem of sudden changes in the angle of the adjustable blades of the engine compressor.

[0058] In some optional implementations, step S5 further includes:

[0059] The estimated value of the engine compressor adjustable blade angle is limited between an open boundary and a closed boundary.

[0060] In this embodiment, the final estimated value of the engine compressor adjustable blade angle a is calculated by the following formula: 2Dem :

[0061] a 2Dem =min(max(a2Dem 估算 ,f 偏开边界 (n2r)),f 偏关边界 (n2r)));

[0062] In this embodiment, in order to prevent abnormalities in the calculation process, the engine compressor adjustable blade angle control deviation boundary f is added. 偏开边界 (n 2r ) and the Pianguan boundary f 偏关边界 (n 2r ) limit. Among them, f 偏开边界 (n 2r ) and f 偏关边界 (n 2r ) is the given value when the engine compressor adjustable blade angle is controlled according to the total temperature of the engine inlet. It is obtained after opening or closing a certain value. It is given according to the margin of different engines.

[0063] Step S6: controlling the angle of the engine compressor adjustable blades based on the estimated value of the engine compressor adjustable blade angle.

[0064] In the present application, when the aircraft is flying at a large Mach number and the high-pressure compressor inlet total temperature measurement fails, the angle of the engine compressor adjustable blades is switched from being controlled according to the high-pressure compressor inlet total temperature to being controlled according to the engine inlet total temperature. This adds an angle transition control law for the engine compressor adjustable blades, ensures a smooth transition of thrust during the switching process, avoids a sudden "cliff" drop in thrust, avoids the forward and reverse mismatch problem caused by drastic changes in engine status, and improves the pilot's user experience.

[0065] A second aspect of the present application provides a dual-shaft turbofan engine compressor adjustable blade angle control device corresponding to the above method, mainly comprising:

[0066] The parameter acquisition module is used to obtain the engine inlet total temperature, engine low-pressure speed and engine high-pressure speed in real time when the high-pressure compressor inlet total temperature measurement fails and the flight Mach number is greater than the set value;

[0067] an engine inlet cross-section converted speed calculation module, configured to calculate a first engine low-pressure converted speed and a first engine high-pressure converted speed at the engine inlet cross-section based on the engine inlet total temperature;

[0068] a high-pressure compressor inlet total temperature estimation module, configured to estimate the high-pressure compressor inlet total temperature based on a relationship curve between a first ratio and a first low-pressure converted speed, wherein the first ratio is a ratio of the high-pressure compressor inlet total temperature to the engine inlet total temperature;

[0069] a high-pressure compressor inlet cross-section converted speed calculation module, configured to calculate a high-pressure converted speed of the second engine at the high-pressure compressor inlet cross-section based on an estimated high-pressure compressor inlet total temperature;

[0070] an engine compressor adjustable vane angle estimation module, configured to weight the engine compressor adjustable vane angles calculated from the first engine high-pressure converted speed and the second engine high-pressure converted speed according to execution duration within a given switching time, and sum the weighted values ​​to obtain an estimated value of the engine compressor adjustable vane angle;

[0071] The engine compressor adjustable blade angle control module is used to control the angle of the engine compressor adjustable blade based on the engine compressor adjustable blade angle estimation value.

[0072] In some optional implementations, in the parameter acquisition module, the set value is Mach 1.6.

[0073] In some optional embodiments, in the high-pressure compressor inlet total temperature estimation module, the relationship curve between the first ratio and the first low-pressure converted speed is obtained through simulation calculation or experimental statistics of different models of engines.

[0074] In some optional embodiments, in the engine compressor adjustable blade angle estimation module, the engine compressor adjustable blade angle estimation value a is calculated by the following formula: 2Dem估算 :

[0075]

[0076] Among them, t is the execution time, t0 is the switching time, f1(n 2r ) is the first engine high pressure conversion speed n 2r Calculated engine compressor adjustable blade angle, f2(n 2r25估算 ) is the second engine high pressure conversion speed n 2r25估算 Calculated engine compressor adjustable blade angle.

[0077] In some optional embodiments, the engine compressor adjustable blade angle estimation module further includes:

[0078] The interval limiting unit is used to limit the estimated value of the engine compressor adjustable blade angle to between a bias-open boundary and a bias-close boundary.

[0079] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling the angle of adjustable blades of a twin-shaft turbofan engine compressor, characterized in that: include: Step S1: When the high-pressure compressor inlet total temperature measurement fails and the flight Mach number is greater than a set value, the engine inlet total temperature, the engine low-pressure speed, and the engine high-pressure speed are obtained in real time; Step S2, calculating a first engine low-pressure converted speed and a first engine high-pressure converted speed at an engine inlet cross section based on the engine inlet total temperature; Step S3, estimating the total temperature at the high-pressure compressor inlet based on a relationship curve between the first ratio and the first low-pressure converted speed, wherein the first ratio is a ratio of the total temperature at the high-pressure compressor inlet to the total temperature at the engine inlet; Step S4, calculating the high-pressure converted speed of the second engine at the high-pressure compressor inlet cross section based on the estimated high-pressure compressor inlet total temperature; Step S5: within a given switching time, weighting the engine compressor adjustable vane angles calculated from the first engine high-pressure converted speed and the second engine high-pressure converted speed according to the execution duration, and summing the weights to obtain an estimated value of the engine compressor adjustable vane angle; Step S6: controlling the angle of the engine compressor adjustable blades based on the estimated value of the engine compressor adjustable blade angle.

2. The method for controlling the adjustable blade angle of a twin-shaft turbofan engine compressor according to claim 1, wherein: In step S1, the set value is Mach 1.

6.

3. The method for controlling the adjustable blade angle of a twin-shaft turbofan engine compressor according to claim 1, wherein: In step S3, the relationship curve between the first ratio and the first low-pressure converted speed is obtained through simulation calculation or experimental statistics of different models of engines.

4. The method for controlling the adjustable blade angle of a twin-shaft turbofan engine compressor according to claim 1, wherein: In step S5, the estimated value of the engine compressor adjustable blade angle a is calculated by the following formula: 2Dem估算 : Among them, t is the execution time, t0 is the switching time, f1(n 2r ) is the first engine high pressure conversion speed n 2r Calculated engine compressor adjustable blade angle, f2(n 2r25估算 ) is the second engine high pressure conversion speed n 2r25估算 Calculated engine compressor adjustable blade angle.

5. The method for controlling the adjustable blade angle of a twin-shaft turbofan engine compressor according to claim 1, wherein: Step S5 further comprises: The estimated value of the engine compressor adjustable blade angle is limited between an open boundary and a closed boundary.

6. A dual-shaft turbofan engine compressor adjustable blade angle control device, characterized in that: include: The parameter acquisition module is used to obtain the engine inlet total temperature, engine low-pressure speed and engine high-pressure speed in real time when the high-pressure compressor inlet total temperature measurement fails and the flight Mach number is greater than the set value; an engine inlet cross-section converted speed calculation module, configured to calculate a first engine low-pressure converted speed and a first engine high-pressure converted speed at the engine inlet cross-section based on the engine inlet total temperature; a high-pressure compressor inlet total temperature estimation module, configured to estimate the high-pressure compressor inlet total temperature based on a relationship curve between a first ratio and a first low-pressure converted speed, wherein the first ratio is a ratio of the high-pressure compressor inlet total temperature to the engine inlet total temperature; a high-pressure compressor inlet cross-section converted speed calculation module, configured to calculate a high-pressure converted speed of the second engine at the high-pressure compressor inlet cross-section based on an estimated high-pressure compressor inlet total temperature; an engine compressor adjustable vane angle estimation module, configured to weight the engine compressor adjustable vane angles calculated from the first engine high-pressure converted speed and the second engine high-pressure converted speed according to execution duration within a given switching time, and sum the weighted values ​​to obtain an estimated value of the engine compressor adjustable vane angle; The engine compressor adjustable blade angle control module is used to control the angle of the engine compressor adjustable blade based on the engine compressor adjustable blade angle estimation value.

7. The dual-shaft turbofan engine compressor adjustable blade angle control device according to claim 6, characterized in that: In the parameter acquisition module, the set value is 1.6 Mach.

8. The dual-shaft turbofan engine compressor adjustable blade angle control device according to claim 6, characterized in that: In the high-pressure compressor inlet total temperature estimation module, the relationship curve between the first ratio and the first low-pressure converted speed is obtained through simulation calculation or experimental statistics of different models of engines.

9. The dual-shaft turbofan engine compressor adjustable blade angle control device according to claim 6, characterized in that: In the engine compressor adjustable blade angle estimation module, the engine compressor adjustable blade angle estimation value a is calculated by the following formula: 2Dem估算 : Among them, t is the execution time, t0 is the switching time, f1(n 2r ) is the first engine high pressure conversion speed n 2r Calculated engine compressor adjustable blade angle, f2(n 2r25估算 ) is the second engine high pressure conversion speed n 2r25估算 Calculated engine compressor adjustable blade angle.

10. The dual-shaft turbofan engine compressor adjustable blade angle control device according to claim 6, characterized in that: The engine compressor adjustable blade angle estimation module further includes: The interval limiting unit is used to limit the estimated value of the engine compressor adjustable blade angle to between a bias-open boundary and a bias-close boundary.

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