Self-adaptive correction method for section control parameter analytical model of aero-engine

Abstract

The invention belongs to the technical field of aero-engine control, and particularly relates to an aero-engine section control parameter analytical model adaptive correction method, which comprises the steps of setting a correction coefficient K based on a control parameter analytical model, and constructing a control parameter adaptive analytical model, setting a typical state of the aero-engine for correcting the correction coefficient K of the control parameter adaptive analytical model, and when the control parameter measurement data and the control parameter analytical model analysis data are valid and the aero-engine enters the typical state for correcting the correction coefficient K of the control parameter adaptive analytical model, determining that the aero-engine is in the typical state. And correcting the correction coefficient K.

Description

Technical Field

[0001] The present application belongs to the field of aero-engine control technology, and specifically relates to a method for adaptively correcting an analytical model of aero-engine cross-section control parameters. Background Art

[0002] Aircraft engines mostly use full authority digital electronic controllers, which select the temperature and pressure of important sections of the aircraft engine as control parameters, such as the fan inlet section temperature , high pressure compressor outlet pressure , exhaust temperature , to control the status of the aircraft engine.

[0003] Accurately obtaining control parameters is the basis for controlling the state of an aircraft engine. To this end, corresponding temperature and pressure sensors are arranged at important sections of the aircraft engine to measure the control parameters. However, the sensors used to measure control parameters and their dual channels of measurement data are prone to failure, making it impossible to obtain accurate control parameters through direct measurement.

[0004] In order to avoid danger when control parameter measurement fails, control parameter analytical models are currently used in aero-engines. Based on the temperature and pressure parameters of adjacent sections, the corresponding control parameters are analyzed and replaced with the measured control parameters to control the state of the aero-engine.

[0005] The accuracy of control parameter analysis models directly impacts the precision and quality of aircraft engine control in the event of a control parameter measurement failure. Currently, most advanced turbofan engine control parameter analysis models are based on whole-engine simulations, taking into account the influence of external input parameters and corrected using test data. These models are single, fixed models that fail to account for aircraft engine manufacturing consistency and variations caused by factors such as component aging and performance degradation. Consequently, they struggle to accurately analyze control parameters for different aircraft engines and throughout their lifecycle.

[0006] This application is proposed in view of the above-mentioned technical defects. Summary of the Invention

[0007] The purpose of this application is to provide a method for adaptively correcting an analytical model of an aircraft engine cross-sectional control parameter, so as to overcome or alleviate at least one of the known technical deficiencies.

[0008] The technical solution of this application is: A method for adaptively correcting an analytical model of an aero-engine cross-section control parameter, comprising: Step 1: Based on the control parameter analytical model, set the correction coefficient K and build a control parameter adaptive analytical model: Control parameter adaptive analytical model = K × control parameter analytical model; Step 2: setting a typical state of the aircraft engine for correcting the correction coefficient K of the control parameter adaptive analytical model; Step 3: When the control parameter measurement data and the control parameter analytical model analytical data are valid and the aircraft engine enters a typical state for correcting the correction coefficient K of the control parameter adaptive analytical model, the correction coefficient K is corrected: ; The control parameter analytical model includes the fan inlet section temperature Analytical model, high pressure compressor outlet pressure Analytical model, exhaust temperature Analytical model, the corresponding construction of the control parameter adaptive analytical model includes the fan inlet section temperature Adaptive analytical model, high pressure compressor outlet pressure Adaptive analytical model, exhaust temperature Adaptive analytical model; Set the fan inlet section temperature Typical aircraft engine conditions for which the correction coefficient K of the adaptive analytical model is corrected include idling, continuous, and takeoff operating conditions; Set the high pressure compressor outlet pressure Typical states of aircraft engines that are corrected by the correction coefficient K of the adaptive analytical model include the starting process, acceleration and deceleration process, and continuous and take-off conditions; Set the exhaust temperature Typical conditions of aircraft engines corrected by the correction coefficient K of the adaptive analytical model, including the maximum takeoff condition.

[0009] Optionally, in the above-mentioned method for adaptively correcting an analytical model of aero-engine cross-section control parameters, an initial value of a correction coefficient K of the adaptive analytical model of control parameters is 1.

[0010] Optionally, in the above-mentioned method for adaptively correcting an analytical model of aero-engine cross-section control parameters, the upper and lower limits of the correction coefficient K of the adaptive analytical model of the control parameters are set to 1.05 and 0.95.

[0011] This application has at least the following beneficial technical effects: Provided is a method for adaptively correcting an analytical model of a cross-section control parameter of an aero-engine. Based on the analytical model of the control parameter, a correction coefficient K is set, the adaptive analytical model of the control parameter is constructed, and a typical state of the aero-engine for correcting the correction coefficient K of the adaptive analytical model of the control parameter is set. When control parameter measurement data and analytical data of the control parameter analytical model are valid and the aero-engine enters a typical state for correcting the correction coefficient K of the adaptive analytical model of the control parameter, the correction coefficient K is corrected, thereby achieving adaptive correction of the analytical model of the control parameter. The obtained adaptive analytical model of the control parameter can maintain the accuracy of the control parameter analysis for different aero-engines and throughout the life cycle of the aero-engine, thereby effectively ensuring the control accuracy and quality of the aero-engine state in the event of a control parameter measurement failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a schematic diagram of the adaptive correction method of the analytical model of the aircraft engine cross-section control parameters provided in an embodiment of the present application.

[0013] In order to better illustrate this embodiment, some contents of the drawings may be omitted, enlarged or reduced, which is only used for illustrative purposes and should not be construed as limiting the present application. DETAILED DESCRIPTION

[0014] To make the technical solution and its advantages of this application more clear, the technical solution of this application will be further described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described here are only some of the embodiments of this application and are only used to explain this application, not to limit this application. It should be noted that for ease of description, only the parts relevant to this application are shown in the accompanying drawings, and other relevant parts can refer to the general design.

[0015] In addition, unless otherwise defined, the technical or scientific terms used in the description of this application shall have the ordinary meanings understood by those skilled in the art to which this application belongs. The term "include" as used in the description of this application means that the concepts preceding the term include the concepts listed after the term and their equivalents, without excluding other related concepts.

[0016] An adaptive correction method for the analytical model of aero-engine cross-section control parameters, such as Figure 1 shown.

[0017] Step 1: Based on the control parameter analytical model, set the correction coefficient K and build a control parameter adaptive analytical model.

[0018] Control parameter adaptive analytical model = K × control parameter analytical model, where the initial value of K is 1.

[0019] The control parameter analytical model can specifically include the fan inlet section temperature Analytical model, high pressure compressor outlet pressure Analytical model, exhaust temperature Analytical model, the corresponding construction of the control parameter adaptive analytical model includes the fan inlet section temperature Adaptive analytical model, high pressure compressor outlet pressure Adaptive analytical model, exhaust temperature Adaptive parsing model.

[0020] Step 2: Set a typical state of the aircraft engine for correcting the correction coefficient K of the control parameter adaptive analytical model.

[0021] Fan inlet section temperature Used for low pressure conversion speed , high pressure conversion speed The calculation of the fan inlet section temperature mainly affects the steady-state control law of the aircraft engine. Therefore, the fan inlet section temperature can be set The correction coefficient K of the adaptive analytical model is used to correct the typical states of the aircraft engine, including steady-state conditions such as idling, continuous, and takeoff.

[0022] High pressure compressor outlet pressure It is used to calculate the oil-gas ratio, which mainly affects the start-up and acceleration and deceleration control rules of the aircraft engine, and participates in the steady-state parameter limitation function. Therefore, the high-pressure compressor outlet pressure can be set. The correction coefficient K of the adaptive analytical model is used to correct the typical states of the aircraft engine, including the starting process, acceleration and deceleration process, and continuous and take-off steady-state conditions.

[0023] Exhaust temperature The level has a great impact on the life of the entire aircraft. Aircraft engines need to collect and monitor exhaust temperature in real time. To avoid overheating, within the working envelope, the exhaust temperature of the aircraft engine at the maximum takeoff state The highest and closest to the design upper limit value, need to be monitored intensively, therefore, the exhaust temperature can be set Typical conditions of aircraft engines corrected by the correction coefficient K of the adaptive analytical model, including the maximum takeoff condition.

[0024] Step 3: When the control parameter measurement data and the control parameter analytical model analytical data are valid and the aircraft engine enters a typical state for correcting the correction coefficient K of the control parameter adaptive analytical model, the correction coefficient K is corrected.

[0025] When the control parameter measurement data or the control parameter analytical model analytical data is invalid, or the aircraft engine has not entered a typical state for correcting the correction coefficient K of the control parameter adaptive analytical model, the correction coefficient K is not corrected to avoid non-critical and erroneous corrections to the correction coefficient K and to reduce the burden of correcting the correction coefficient K.

[0026] The control parameter measurement data is invalid when the measuring sensor or the dual channels of measurement data fail.

[0027] The control parameter parsing model parsing data is invalid when the control parameter parsing model reports a fault or the parsing parameter reports a fault.

[0028] The following criteria can be designed to determine whether an aircraft engine has entered a steady-state operating condition, such as slow-running, continuous operation, or takeoff: a. 0° ≥ Throttle Lever Angle > 100° indicates that the throttle lever has entered the corresponding aircraft engine state domain. The specific boundary value can be determined based on the actual throttle lever angle range corresponding to different aircraft engine states; b. | Low pressure conversion speed If the measured value - target value | ≤ (1% to 2%), or, considering the case where the engine speed, temperature, or pressure reaches the limit value first, | the measured value of the speed, temperature, or pressure limit circuit - the limit value | ≤ (1% to 2%), it indicates that the aircraft engine speed has reached the corresponding state; c. | Rate of change of low-pressure physical speed |<(25~50)r / min / s, indicating that the engine speed is stable; When conditions a, b, and c are met simultaneously and last for no less than (60 to 90) seconds, it indicates that the aircraft engine control parameters have reached stable values ​​and the aircraft engine has entered the corresponding steady-state operating condition.

[0029] The following criteria can be designed to determine whether an aircraft engine has entered the starting process, acceleration or deceleration process: |Low pressure conversion speed The measured value - target value |> (1% to 2%), and the change rate of the high-pressure physical speed |>(25~50)r / min / s, indicating that the aircraft engine has entered the starting process and the acceleration and deceleration process.

[0030] The correction coefficient K of the adaptive analytical model of the control parameters is corrected as follows: .

[0031] In order to increase the confidence level of the calculation results of the correction coefficient K and avoid excessive deviation in the adaptive correction, the upper and lower limits of the correction coefficient K can be set. For example, the upper and lower limits of the correction coefficient K can be set to 1.05 and 0.95, and the correction coefficient K calculated over multiple consecutive cycles can be averaged. Specifically, the correction coefficient K calculated over 10 consecutive cycles can be averaged to correct the correction coefficient K of the control parameter adaptive analytical model, and this process can be repeated continuously throughout the life cycle of the aircraft engine.

[0032] The adaptive correction method of the aircraft engine cross-section control parameter analytical model disclosed in the above embodiment sets the correction coefficient K based on the control parameter analytical model, constructs the control parameter adaptive analytical model, and sets the typical state of the aircraft engine for correcting the correction coefficient K of the control parameter adaptive analytical model. When the control parameter measurement data and the control parameter analytical model analytical data are valid, and the aircraft engine enters the typical state for correcting the correction coefficient K of the control parameter adaptive analytical model, the correction coefficient K is corrected to achieve adaptive correction of the control parameter analytical model. The obtained control parameter adaptive analytical model can maintain the accuracy of control parameter analysis for different aircraft engines and throughout the life cycle of the aircraft engine, thereby effectively ensuring the control accuracy and quality of the aircraft engine state in the event of a control parameter measurement failure.

[0033] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or replacements to the relevant technical features, and the technical solutions after these changes or replacements will fall within the scope of protection of the present application.

Claims

1. A method for adaptively correcting an analytical model of aero-engine cross-section control parameters, characterized in that: include: Step 1: Based on the control parameter analytical model, set the correction coefficient K and build a control parameter adaptive analytical model: Control parameter adaptive analytical model = K × control parameter analytical model; Step 2: setting a typical state of the aircraft engine for correcting the correction coefficient K of the control parameter adaptive analytical model; Step 3: When the control parameter measurement data and the control parameter analytical model analytical data are valid and the aircraft engine enters a typical state of correcting the correction coefficient K of the control parameter adaptive analytical model, the correction coefficient K is corrected: ； The control parameter analytical model includes the fan inlet section temperature Analytical model, high pressure compressor outlet pressure Analytical model, exhaust temperature Analytical model, the corresponding construction control parameter adaptive analytical model includes fan inlet section temperature Adaptive analytical model, high pressure compressor outlet pressure Adaptive analytical model, exhaust temperature Adaptive parsing model; Set the fan inlet section temperature Typical conditions of aircraft engines corrected by the correction coefficient K of the adaptive analytical model, including slow running, continuous running and take-off conditions; Set the high pressure compressor outlet pressure Typical states of aircraft engines corrected by the correction coefficient K of the adaptive analytical model, including the starting process, acceleration and deceleration process, and continuous and take-off conditions; Set the exhaust temperature The correction coefficient K of the adaptive analytical model is used to correct the typical state of the aircraft engine, including the maximum take-off condition.

2. The method for adaptively correcting the analytical model of the aircraft engine cross-section control parameters according to claim 1, characterized in that: The initial value of the correction coefficient K of the control parameter adaptive analytical model is 1.

3. The method for adaptively correcting the analytical model of the aircraft engine cross-section control parameters according to claim 2, characterized in that: The upper and lower limits of the correction coefficient K of the control parameter adaptive analytical model are set to 1.05 and 0.95.

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