Aero-engine thrust management design method and device

Abstract

The invention provides an aero-engine thrust management design method and device. The method comprises the following steps: obtaining a first thrust demand of an aircraft on an engine and a corresponding first thrust management adjustment schedule; adjusting the first thrust demand to determine a second thrust demand; calculating a first high-pressure rotor conversion rotating speed and a first low-pressure rotor conversion rotating speed corresponding to the first thrust demand, and a second high-pressure rotor conversion rotating speed and a second low-pressure rotor conversion rotating speed corresponding to the second thrust demand; determining a high-pressure rotor converted speed ratio based on the first high-pressure rotor converted speed and the second high-pressure rotor converted speed, and determining a low-pressure rotor converted speed ratio based on the first low-pressure rotor converted speed and the second low-pressure rotor converted speed; and determining a second thrust management adjustment schedule by using the high-pressure rotor conversion speed ratio or the low-pressure rotor conversion speed ratio according to whether the working state of the engine is slow or not.

Description

Technical Field

[0001] The present invention relates to the field of aircraft engine design, and more specifically, to an aircraft engine thrust management design method and device. Background Art

[0002] The thrust management adjustment plan design is to complete the design of the control management method of the engine thrust according to the thrust demand indicators of the aircraft engine in the typical state from takeoff to landing. The goal of the engine thrust management design is to design and adjust the thrust management plan table so that the engine can meet the thrust requirements of various flight states within the full envelope of the aircraft, that is, to meet the takeoff thrust requirements within the takeoff envelope, meet the envelopes corresponding to different thrust levels, meet the thrust requirements of different thrust levels, and ensure that the engine can safely and stably output the thrust required by the aircraft throughout the entire working envelope and service life. Therefore, the design requirements of thrust management are specifically: determine the thrust level that the engine should have, the working envelope range applicable to each thrust level, the thrust requirements of each thrust level, and the engine safe operation restrictions.

[0003] The thrust management design of aircraft engines is an important means to improve aircraft flight management and flight performance, and it also has far-reaching significance for saving fuel and reducing flight costs. By optimizing the performance management of various working states of aircraft engines through thrust management design, it can not only save fuel, but also help to extend the service life of the engine. Summary of the invention

[0004] This Summary is provided to introduce some concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0005] One of the purposes of the present invention is to provide an aircraft engine thrust management design method. The method can adjust the aircraft engine thrust management adjustment plan based on the change in the aircraft engine thrust demand, can quickly and efficiently complete the adjustment and matching design of the flight platform flight aircraft engine thrust management adjustment plan and other heterogeneous engines, can quickly solve the thrust matching problem of the flight engine and other heterogeneous engines on the flight platform, can avoid the high workload and time cost caused by completely re-performing the flight test engine thrust management design, thereby improving the thrust management design efficiency of the aircraft engine and the heterogeneous engine thrust matching.

[0006] According to one aspect of the present disclosure, a method for designing thrust management of an aircraft engine is provided, including: obtaining a first thrust demand of an aircraft for an engine and a corresponding first thrust management adjustment schedule; adjusting the first thrust demand to determine a second thrust demand; calculating a first high-pressure rotor converted speed and a first low-pressure rotor converted speed corresponding to the first thrust demand, and a second high-pressure rotor converted speed and a second low-pressure rotor converted speed corresponding to the second thrust demand; determining a high-pressure rotor converted speed ratio based on the first high-pressure rotor converted speed and the second high-pressure rotor converted speed, and determining a low-pressure rotor converted speed ratio based on the first low-pressure rotor converted speed and the second low-pressure rotor converted speed; and determining a second thrust management adjustment schedule using the high-pressure rotor converted speed ratio or the low-pressure rotor converted speed ratio according to whether the working state of the engine is slow.

[0007] In one embodiment of the present disclosure, adjusting the first thrust requirement to determine the second thrust requirement further includes: adjusting the first thrust requirement to obtain the second thrust requirement, so that the second thrust requirement matches other engines in the flight platform where the engine is located.

[0008] In a further embodiment of the present disclosure, adjusting the first thrust requirement to obtain the second thrust requirement further includes: determining a thrust increment; and adjusting the first thrust requirement by the thrust increment to obtain the second thrust requirement, wherein the thrust increment is within 25% of the first thrust requirement.

[0009] In another embodiment of the present disclosure, calculating the first high-pressure rotor converted speed and the first low-pressure rotor converted speed corresponding to the first thrust requirement, and the second high-pressure rotor converted speed and the second low-pressure rotor converted speed corresponding to the second thrust requirement further includes: calculating the first high-pressure rotor converted speed and the first low-pressure rotor converted speed corresponding to the first thrust requirement, and the second high-pressure rotor converted speed and the second low-pressure rotor converted speed corresponding to the second thrust requirement according to the performance of the engine.

[0010] In another embodiment of the present disclosure, determining the high-pressure rotor converted speed ratio based on the first high-pressure rotor converted speed and the second high-pressure rotor converted speed, and determining the low-pressure rotor converted speed ratio based on the first low-pressure rotor converted speed and the second low-pressure rotor converted speed further includes: the high-pressure rotor converted speed ratio is the ratio of the second high-pressure rotor converted speed to the first high-pressure rotor converted speed; and the low-pressure rotor converted speed ratio is the ratio of the second low-pressure rotor converted speed to the first low-pressure rotor converted speed.

[0011] In another embodiment of the present disclosure, determining the second thrust management adjustment schedule by using the high-pressure rotor converted speed ratio or the low-pressure rotor converted speed ratio according to whether the operating state of the engine is slow further includes: when the operating state of the engine is slow, the second thrust management adjustment schedule is obtained by multiplying the high-pressure rotor converted speed ratio by the first thrust management adjustment schedule; and when the operating state of the engine is above slow, the second thrust management adjustment schedule is obtained by multiplying the low-pressure rotor converted speed ratio by the first thrust management adjustment schedule.

[0012] In a further embodiment of the present disclosure, determining the second thrust management adjustment schedule based on whether the operating state of the engine is an idle state by using the high-pressure rotor converted speed ratio or the low-pressure rotor converted speed ratio further includes: when the engine speed is within a predefined idle speed range, determining that the operating state of the engine is an idle state; and when the engine speed exceeds the predefined idle speed range, determining that the operating state of the engine is above the idle state.

[0013] In another embodiment of the present disclosure, the first thrust management adjustment schedule and the second thrust management adjustment schedule include at least an engine maximum takeoff thrust level, a go-around thrust level, a maximum continuous thrust level, a maximum climb thrust level, a maximum cruise thrust level, a maximum reverse thrust level, a ground idle thrust level, an approach idle thrust level, an air idle thrust level, and a reverse idle thrust level.

[0014] According to another aspect of the present disclosure, there is provided an aircraft engine thrust management design device, comprising: a memory; a communication interface; and at least one processor communicatively coupled to the memory and the communication interface, the at least one processor being configured to: obtain a first thrust demand of an aircraft for an engine and a corresponding first thrust management adjustment schedule; adjust the first thrust demand to determine a second thrust demand; calculate a first high-pressure rotor converted speed and a first low-pressure rotor converted speed corresponding to the first thrust demand, and a second high-pressure rotor converted speed and a second low-pressure rotor converted speed corresponding to the second thrust demand; determine a high-pressure rotor converted speed ratio based on the first high-pressure rotor converted speed and the second high-pressure rotor converted speed, and determine a low-pressure rotor converted speed ratio based on the first low-pressure rotor converted speed and the second low-pressure rotor converted speed; and determine a second thrust management adjustment schedule using the high-pressure rotor converted speed ratio or the low-pressure rotor converted speed ratio according to whether the engine's operating state is slow.

[0015] According to another aspect of the present disclosure, a non-transitory computer-readable medium storing computer-executable instructions is provided. When the computer-executable instructions are executed by an aircraft engine thrust management design device, the aircraft engine thrust management design device is caused to: obtain a first thrust demand of the aircraft for the engine and a corresponding first thrust management adjustment schedule; adjust the first thrust demand to determine a second thrust demand; calculate a first high-pressure rotor converted speed and a first low-pressure rotor converted speed corresponding to the first thrust demand, and a second high-pressure rotor converted speed and a second low-pressure rotor converted speed corresponding to the second thrust demand; determine a high-pressure rotor converted speed ratio based on the first high-pressure rotor converted speed and the second high-pressure rotor converted speed, and determine a low-pressure rotor converted speed ratio based on the first low-pressure rotor converted speed and the second low-pressure rotor converted speed; and determine a second thrust management adjustment schedule using the high-pressure rotor converted speed ratio or the low-pressure rotor converted speed ratio according to whether the engine is operating at an idle speed.

[0016] These and other features and advantages will become apparent by reading the following detailed description and by reference to the associated drawings.It is to be understood that the foregoing general description and the following detailed description are illustrative only and are not restrictive of the aspects of what is claimed. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to understand the manner in which the above features of the present invention are used in detail, the above briefly summarized contents can be described in more detail with reference to various embodiments, some of which are shown in the accompanying drawings. However, it should be noted that the accompanying drawings only show some typical aspects of the present invention and should not be considered to limit its scope, because the description may allow for other equally effective aspects.

[0018] Figure 1 The present invention is a flowchart of an aircraft engine thrust management design method according to an embodiment of the present invention.

[0019] Figure 2 It is a process diagram of an aircraft engine thrust management design method applied to a flight bench test according to an embodiment of the present invention.

[0020] Figure 3 Schematic diagram of an aircraft engine thrust management design device according to an embodiment of the present invention.

[0021] In the drawings, the drawings are not drawn to scale. DETAILED DESCRIPTION

[0022] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein, which are instead provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

[0023] In the description of the present disclosure, it should be noted that, unless otherwise specified, "multiple" means more than two; the terms "upper", "lower", "left", "right", "inside", "outside", etc. indicate positions or positional relationships only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present disclosure. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. "Vertical" is not strictly vertical, but is within the allowable error range. "Parallel" is not strictly parallel, but is within the allowable error range.

[0024] The directional words appearing in the following description are all directions shown in the figures, and do not limit the specific structure of the present disclosure. In the description of the present disclosure, it should also be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to the specific circumstances.

[0025] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present disclosure. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0026] In the description of the embodiments of the present disclosure, the term "and / or" is only a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0027] Figure 1The present invention is a flowchart of an aircraft engine thrust management design method according to an embodiment of the present invention. The method is mainly used for designing a thrust management adjustment plan for a flight test engine for thrust matching with other engines on the flight platform during a civil aviation turbofan engine flight platform test.

[0028] like Figure 1 As shown in FIG. 1 , in step 102 , a first thrust demand of the aircraft for the engine and a corresponding first thrust management adjustment schedule may be obtained.

[0029] In step 104, the first thrust requirement may be adjusted to determine the second thrust requirement. In a non-limiting embodiment, the first thrust requirement may be adjusted to determine the second thrust requirement by adjusting the first thrust requirement to obtain the second thrust requirement so that the second thrust requirement matches other engines in the flight platform where the engine is located. Further, a thrust increment may be determined, for example, based on the thrust requirements of other engines in the flight platform, and then the first thrust requirement may be adjusted by the thrust increment to obtain the second thrust requirement. That is, the first thrust requirement may be increased or decreased to obtain the second thrust requirement. The thrust increment may be the amount of change in the thrust requirement of the target installed aircraft for the engine. Based on empirical data, the thrust increment is generally within 25% of the first thrust requirement.

[0030] In step 106, the first high-pressure rotor converted speed and the first low-pressure rotor converted speed corresponding to the first thrust requirement, and the second high-pressure rotor converted speed and the second low-pressure rotor converted speed corresponding to the second thrust requirement may be calculated. In a non-limiting embodiment, the first high-pressure rotor converted speed and the first low-pressure rotor converted speed corresponding to the first thrust requirement, and the second high-pressure rotor converted speed and the second low-pressure rotor converted speed corresponding to the second thrust requirement may be calculated based on the performance of the engine.

[0031] In step 108, a high-pressure rotor conversion speed ratio may be determined based on the first high-pressure rotor conversion speed and the second high-pressure rotor conversion speed, and a low-pressure rotor conversion speed ratio may be determined based on the first low-pressure rotor conversion speed and the second low-pressure rotor conversion speed. In a non-limiting embodiment, the high-pressure rotor conversion speed ratio may be a ratio of the second high-pressure rotor conversion speed to the first high-pressure rotor conversion speed, and the low-pressure rotor conversion speed ratio may be a ratio of the second low-pressure rotor conversion speed to the first low-pressure rotor conversion speed.

[0032] In step 110, the second thrust management adjustment schedule can be determined by using the high-pressure rotor conversion speed ratio or the low-pressure rotor conversion speed ratio according to whether the working state of the engine is slow. In a non-limiting embodiment, when the working state of the engine is slow, the second thrust management adjustment schedule is obtained by multiplying the high-pressure rotor conversion speed ratio with the first thrust management adjustment schedule. When the working state of the engine is above slow, the second thrust management adjustment schedule is obtained by multiplying the low-pressure rotor conversion speed ratio with the first thrust management adjustment schedule. Wherein, when the speed of the engine is within a predefined slow speed range, the working state of the engine is determined to be an slow state, and when the speed of the engine exceeds the predefined slow speed range, the working state of the engine is determined to be above slow.

[0033] In one non-limiting embodiment, the first thrust management adjustment schedule and the second thrust management adjustment schedule include at least an engine maximum takeoff thrust level, a go-around thrust level, a maximum continuous thrust level, a maximum climb thrust level, a maximum cruise thrust level, a maximum reverse thrust level, a ground idle thrust level, an approach idle thrust level, an airborne idle thrust level, and a reverse idle thrust level.

[0034] Figure 2 The figure shows a process diagram of an aircraft engine thrust management design method applied to a flight bench test according to an embodiment of the present invention.

[0035] In step 202, the thrust requirement of the aircraft for the engine (i.e. Figure 1 The first thrust demand in the formula is F_old and the corresponding thrust management adjustment schedule PMS_old (i.e. Figure 1 The first thrust management adjustment schedule in the table).

[0036] The thrust management adjustment schedule PMS_old may be a table of engine control parameters in various states. For example, a typical thrust management adjustment schedule of a civil aircraft engine may include thrust levels as shown in Table 1, depending on demand.

[0037]

[0038] Table 1

[0039] In step 204, in order to match with other engines in the flight test platform, the thrust requirement of the flight test platform can have a thrust increment ΔF based on the original design thrust requirement F_old. For example, the flight platform can be equipped with a total of 4 engines, one of which is the engine to be tested, and the other engines are the 3 original engines of the flight platform. Therefore, the thrust increment ΔF can be adjusted for the thrust requirement F_old of the engine to be tested to match with the other 3 engines.

[0040] In step 206, based on the analysis of step 204, the new thrust requirement F_new = F_old + ΔF for the flight bench test is calculated. For example, the tested engine is designed according to the thrust requirement of the target assembled aircraft, and has a greater thrust than other engines on the flight bench. Therefore, when the tested engine is first assembled on the flight bench, it is required to adjust the thrust to match other engines on the flight bench. The thrust increment ΔF can be increased on the basis of the original thrust requirement F_old to obtain a new thrust requirement F_new. Among them, ΔF is generally less than 25% of the original thrust requirement F_old. It can be understood that, depending on the thrust size of other engines on the flight bench, the original thrust requirement F_old may also be reduced, that is, the thrust increment ΔF may also be a negative number. Empirical data shows that the thrust increment ΔF is generally within 25% of the original thrust requirement F_old.

[0041] In step 208, the high-pressure rotor conversion speed N2_old and the low-pressure rotor conversion speed N1_old corresponding to the original thrust demand F_old can be calculated by the engine performance calculation program. Similarly, the high-pressure rotor conversion speed N2_new and the low-pressure rotor conversion speed N1_new corresponding to the new thrust demand F_new can be calculated by the engine performance calculation program. The performance calculation program used can be developed by each engine company, for example, and the performance calculation program can be compiled according to the working principle of the engine to calculate various performance parameters of the engine.

[0042] In step 210, based on the high pressure rotor conversion speed N1_old corresponding to the original thrust demand F_old obtained in step 208 and the high pressure rotor speed N1_new corresponding to the new thrust demand F_new, the low pressure rotor conversion speed ratio K1 of the new thrust demand to the original thrust demand can be calculated, that is:

[0043] K1 = N1_new / N1_old.

[0044] Based on the high-pressure rotor conversion speed N2_old corresponding to the original thrust demand F_old obtained in step 208 and the high-pressure rotor speed N2_new corresponding to the new thrust demand F_new, the high-pressure rotor conversion speed ratio K2 of the new thrust demand to the original thrust demand can be calculated, that is:

[0045] K2=N2_new / N2_old.

[0046] In step 212, it is determined whether the engine operating state is slow. For example, the engine operating state is previously defined by the high pressure speed and low pressure speed of the engine. If the high pressure speed and low pressure speed of the engine are within the range of the high pressure speed and low pressure speed of slow, the engine operating state is determined to be slow. Conversely, if the high pressure speed and low pressure speed of the engine are higher than the range of the high pressure speed and low pressure speed of slow, the engine operating state is determined to be above slow.

[0047] In step 214, if it is determined in step 212 that the working state of the engine is above the idle state, the thrust management adjustment plan table for other states above the idle state can be obtained by multiplying the low-pressure rotor conversion speed ratio K1 by the original thrust management plan, that is:

[0048] PMS_new=K1·PMS_old.

[0049] In step 216, if it is determined in step 212 that the working state of the engine is an idle state, the idle state thrust management adjustment plan table can be obtained by multiplying the high pressure rotor conversion speed ratio K2 by the original thrust management plan, that is:

[0050] PMS_new=K2·PMS_old.

[0051] In step 218 , the new thrust management adjustment schedule based on thrust increments in all states that meets the needs of the flight station obtained in steps 214 and 216 may be combined, ie, the final thrust management adjustment schedule based on increments PMS_new.

[0052] Figure 3 A block diagram of an aero-engine thrust management design apparatus according to an embodiment of the present invention is given. The apparatus shows a general hardware environment in which the present invention can be applied according to exemplary embodiments of the present invention. The apparatus can be any machine configured to perform processing and / or calculations, and can be, but is not limited to, a workstation, a server, a desktop computer, a laptop computer, a tablet computer, a personal digital assistant (PDA), a smart phone, or any combination thereof. The above system can be implemented in whole or in part by the apparatus or similar apparatus or system.

[0053] The apparatus may include components that may be connected to or in communication with a bus 320 via one or more communication interfaces 330. For example, the apparatus may include a bus 320, a processor 305, a memory 310, and a communication interface 330, among other things.

[0054] The processor 305 may be any type of processor and may include, but is not limited to, a general purpose processor and / or a dedicated processor (e.g., a special processing chip), an intelligent hardware device (e.g., a general purpose processor, a DSP, a CPU, a microcontroller, an ASIC, an FPGA, a programmable logic device, a discrete gate or transistor logic component, a discrete hardware component, or any combination thereof). In some cases, the processor 305 may be configured to operate a memory array using a memory controller. In other cases, a memory controller (not shown) may be integrated into the processor 305. The processor 305 may be responsible for managing the bus 320 and general processing, including executing software 315 stored on the memory 310. The processor 305 may also be configured to perform various functions described herein related to aircraft engine thrust management design. For example, the processor 305 can be configured to: obtain a first thrust demand of the aircraft for the engine and a corresponding first thrust management adjustment schedule; adjust the first thrust demand to determine a second thrust demand; calculate a first high-pressure rotor converted speed and a first low-pressure rotor converted speed corresponding to the first thrust demand, and a second high-pressure rotor converted speed and a second low-pressure rotor converted speed corresponding to the second thrust demand; determine a high-pressure rotor converted speed ratio based on the first high-pressure rotor converted speed and the second high-pressure rotor converted speed, and determine a low-pressure rotor converted speed ratio based on the first low-pressure rotor converted speed and the second low-pressure rotor converted speed; and determine a second thrust management adjustment schedule using the high-pressure rotor converted speed ratio or the low-pressure rotor converted speed ratio according to whether the engine's operating state is slow.

[0055] The memory 310 may be any storage device that enables data storage. The memory 310 may include, but is not limited to, a disk drive, an optical storage device, a solid-state memory, a floppy disk, a diskette, a hard disk, a magnetic tape or any other magnetic medium, an optical disk or any other optical medium, a ROM (read-only memory), a RAM (random access memory), a cache memory, and / or any other memory chip or cartridge, and / or any other medium from which a computer may read data, instructions, and / or code. The memory 310 may store computer executable software 315 including computer readable instructions that, when executed, cause the processor to perform the various functions described herein. The memory 310 may have various data / instructions / codes for implementing the various functions described herein related to aircraft engine thrust management design.

[0056] Software 315 may be stored in memory 310, including but not limited to an operating system, one or more applications, drivers, and / or other data and codes. Instructions for performing the various functions described herein may be included in one or more applications, and the components of the device may be implemented by processor 305 reading and executing instructions of one or more applications. In some cases, software 315 may not be directly executable by the processor, but may (for example, when compiled and executed) enable the computer to perform various functions related to the management of technical publication compilation described herein.

[0057] Two specific thrust management calculation examples using the thrust management design method for an aircraft engine described in the present disclosure and which can be performed by the thrust management design device for an aircraft engine described in the present disclosure are given below. A complete thrust management adjustment plan may include different thrust levels as shown in Table 1 above, and the following example takes the maximum takeoff thrust level as an example (i.e., the engine is above the idle state as described above), calculates the speed coefficient (i.e., the low-pressure rotor conversion speed ratio as described above) based on the original thrust management adjustment plan table and the new thrust requirement, and then further formulates a new maximum takeoff thrust level adjustment plan table.

[0058] Table 2 shows a partial thrust management table for an original maximum takeoff level.

[0059]

[0060] Table 2

[0061] In Table 2, the first three columns are the engine operating parameters corresponding to the thrust level envelope, namely: flight altitude, in meters (m), ranging from 0m to 6000m; ambient temperature difference, in Kelvin K, ranging from -40K to 35K; Mach number, ranging from 0 to 0.6. The fourth column is the low-pressure conversion speed (control target parameter), and the fifth column is the engine net thrust, in kilogram force kgf. The takeoff thrust requirement is 10000kgf (marked in bold in the table), indicating that the thrust requirement at 0 altitude and 0 Mach number is 10000kgf, and the corresponding low-pressure conversion speed is 4000rpm.

[0062] In one embodiment, the aircraft requires a 25% reduction in takeoff thrust, that is, a new takeoff thrust requirement of 7500 kgf, indicating that the thrust requirement at 0 altitude and 0 Mach number changes from 10000 kgf to 7500 kgf. According to the engine model, the new reference takeoff speed is 3500 at this time, so the speed coefficient is: 3500÷4000=0.875, as shown in Table 3.

[0063] Original takeoff thrust requirement / kgf 10000 Original reference takeoff speed / rpm 4000 New takeoff thrust requirement / kgf 7500 New reference takeoff speed / rpm 3500 Speed ​​coefficient 0.875

[0064] Table 3

[0065] At this time, the engine operating parameters in the new thrust management adjustment plan table remain unchanged (because the envelope of the thrust level remains unchanged), and the low-pressure converted speed is changed. The new low-pressure converted speed is the value in the original table multiplied by the speed coefficient. The net thrust can be calculated based on the engine model, input operating parameters (for example, flight altitude, ambient temperature difference and Mach number) and control target parameters (new low-pressure converted speed), thereby generating a new thrust management adjustment plan table, part of which is shown in Table 4.

[0066]

[0067] Table 4

[0068] In another embodiment, the aircraft requires a 25% increase in takeoff thrust, that is, the new takeoff thrust requirement is 12500 kgf, indicating that the thrust requirement at 0 altitude and 0 Mach number changes from 10000 kgf to 12500 kgf. According to the engine model, it can be calculated that the new reference takeoff speed is 4500 at this time, so the speed coefficient is: 4500÷4000=1.125, as shown in Table 5.

[0069] Original takeoff thrust requirement / kgf 10000 Original reference takeoff speed / rpm 4000 New takeoff thrust requirement / kgf 12500 New reference takeoff speed / rpm 4500 Speed ​​coefficient 1.125

[0070] Table 5

[0071] At this time, the engine operating parameters in the new thrust management adjustment plan table remain unchanged (because the envelope of the thrust level remains unchanged), and the low-pressure converted speed is changed. The new low-pressure converted speed is the value in the original table multiplied by the speed coefficient. The net thrust can be calculated based on the engine model, input operating parameters (for example, flight altitude, ambient temperature difference and Mach number) and control target parameters (new low-pressure converted speed), and a new thrust management adjustment plan table is generated, part of which is shown in Table 6.

[0072]

[0073] Table 6

[0074] The above describes the aircraft engine thrust management design method and device of the present invention. Compared with the solutions in the prior art, the present invention can quickly and efficiently complete the matching design of the thrust management adjustment plan of the aircraft engine mounted on the flight platform; it can quickly solve the thrust matching problem of the mounted engine and other heterogeneous engines on the flight platform, so as to reduce the flight thrust imbalance problem caused by engine thrust mismatch in the flight test; it can avoid the problems of large workload and long time caused by completely re-designing the thrust management of the flight test engine, and improve the design efficiency of the thrust management adjustment plan for thrust matching of the aircraft engine and the heterogeneous engine of the flight platform.

[0075] What has been described above includes examples of various aspects of the claimed subject matter. Of course, it is not possible to describe every conceivable combination of components or methods for the purpose of describing the claimed subject matter, but one of ordinary skill in the art will recognize that many further combinations and permutations of the claimed subject matter are possible. Thus, the disclosed subject matter is intended to encompass all such alterations, modifications, and variations that fall within the spirit and scope of the appended claims.

Claims

1. A method for designing the thrust management of an aero-engine, characterized in that, it includes: obtaining the first thrust demand of the aircraft for the engine and the corresponding first thrust management adjustment schedule; adjusting the first thrust demand to determine the second thrust demand; calculating the first high-pressure rotor corrected speed and the first low-pressure rotor corrected speed corresponding to the first thrust demand, and the second high-pressure rotor corrected speed and the second low-pressure rotor corrected speed corresponding to the second thrust demand; determining the high-pressure rotor corrected speed ratio based on the first high-pressure rotor corrected speed and the second high-pressure rotor corrected speed, and determining the low-pressure rotor corrected speed ratio based on the first low-pressure rotor corrected speed and the second low-pressure rotor corrected speed; and determining the second thrust management adjustment schedule by using the high-pressure rotor corrected speed ratio or the low-pressure rotor corrected speed ratio according to whether the operating state of the engine is idle.

2. The method for designing the thrust management of an aero-engine according to claim 1, characterized in that, adjusting the first thrust demand to determine the second thrust demand further includes: adjusting the first thrust demand to obtain the second thrust demand so that the second thrust demand matches other engines in the flight station where the engine is located.

3. The method for designing the thrust management of an aero-engine according to claim 2, characterized in that, adjusting the first thrust demand to obtain the second thrust demand further includes: determining the thrust increment; and adjusting the first thrust demand by the thrust increment to obtain the second thrust demand, where the thrust increment is within the range of 25% of the first thrust demand.

4. The method for designing the thrust management of an aero-engine according to claim 1, characterized in that, calculating the first high-pressure rotor corrected speed and the first low-pressure rotor corrected speed corresponding to the first thrust demand, and the second high-pressure rotor corrected speed and the second low-pressure rotor corrected speed corresponding to the second thrust demand further includes: calculating the first high-pressure rotor corrected speed and the first low-pressure rotor corrected speed corresponding to the first thrust demand, and the second high-pressure rotor corrected speed and the second low-pressure rotor corrected speed corresponding to the second thrust demand according to the performance of the engine.

5. The method for designing the thrust management of an aero-engine according to claim 1, characterized in that, determining the high-pressure rotor corrected speed ratio based on the first high-pressure rotor corrected speed and the second high-pressure rotor corrected speed, and determining the low-pressure rotor corrected speed ratio based on the first low-pressure rotor corrected speed and the second low-pressure rotor corrected speed further includes: the high-pressure rotor corrected speed ratio is the ratio of the second high-pressure rotor corrected speed to the first high-pressure rotor corrected speed; and the low-pressure rotor corrected speed ratio is the ratio of the second low-pressure rotor corrected speed to the first low-pressure rotor corrected speed.

6. The method for designing the thrust management of an aero-engine according to claim 1, characterized in that, Determining a second thrust management adjustment schedule using the high-pressure rotor corrected speed ratio or the low-pressure rotor corrected speed ratio according to whether the operating state of the engine is idle speed further includes: When the operating state of the engine is idle speed, the second thrust management adjustment schedule is obtained by multiplying the high-pressure rotor corrected speed ratio by the first thrust management adjustment schedule; and When the operating state of the engine is above idle speed, the second thrust management adjustment schedule is obtained by multiplying the low-pressure rotor corrected speed ratio by the first thrust management adjustment schedule.

7. The aero-engine thrust management design method according to claim 6, wherein, Determining a second thrust management adjustment schedule using the high-pressure rotor corrected speed ratio or the low-pressure rotor corrected speed ratio according to whether the operating state of the engine is idle speed further includes: When the engine speed is within a predefined idle speed range, determining that the operating state of the engine is an idle speed state; and When the engine speed exceeds the predefined idle speed range, determining that the operating state of the engine is above idle speed.

8. The aero-engine thrust management design method according to claim 1, wherein, The first thrust management adjustment schedule and the second thrust management adjustment schedule at least include the engine maximum takeoff thrust level, go-around thrust level, maximum continuous thrust level, maximum climb thrust level, maximum cruise thrust level, maximum reverse thrust level, ground idle thrust level, approach idle thrust level, in-flight idle thrust level, and reverse idle thrust level.

9. An aero-engine thrust management design device, wherein, Comprising: A memory; A communication interface; And At least one processor communicatively coupled to the memory and the communication interface, the at least one processor being configured to: Obtain a first thrust demand of the aircraft for the engine and a corresponding first thrust management adjustment schedule; Adjust the first thrust demand to determine a second thrust demand; Calculate a first high-pressure rotor corrected speed and a first low-pressure rotor corrected speed corresponding to the first thrust demand, and a second high-pressure rotor corrected speed and a second low-pressure rotor corrected speed corresponding to the second thrust demand; Determine a high-pressure rotor corrected speed ratio based on the first high-pressure rotor corrected speed and the second high-pressure rotor corrected speed, and determine a low-pressure rotor corrected speed ratio based on the first low-pressure rotor corrected speed and the second low-pressure rotor corrected speed; And Determine a second thrust management adjustment schedule using the high-pressure rotor corrected speed ratio or the low-pressure rotor corrected speed ratio according to whether the operating state of the engine is idle speed.

10. A non-transitory computer-readable medium storing computer-executable instructions, the computer-executable instructions causing an aero-engine thrust management design device to: Obtain a first thrust demand of the aircraft for the engine and a corresponding first thrust management adjustment schedule; Adjust the first thrust requirement to determine a second thrust requirement; Calculate a first high-pressure rotor corrected speed and a first low-pressure rotor corrected speed corresponding to the first thrust requirement, and a second high-pressure rotor corrected speed and a second low-pressure rotor corrected speed corresponding to the second thrust requirement; Determine a high-pressure rotor corrected speed ratio based on the first high-pressure rotor corrected speed and the second high-pressure rotor corrected speed, and determine a low-pressure rotor corrected speed ratio based on the first low-pressure rotor corrected speed and the second low-pressure rotor corrected speed; And Determine a second thrust management adjustment schedule using the high-pressure rotor corrected speed ratio or the low-pressure rotor corrected speed ratio according to whether the operating state of the engine is idle.

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