Method for maintaining stability margin of high-pressure compressor of aero-engine

Abstract

The invention provides a stability margin maintaining method for a high-pressure compressor of an aero-engine, and belongs to the technical field of aerodynamic stability of compressors, and the stability margin maintaining method comprises the steps that a corresponding relation graph of the relative conversion rotating speed of the compressor and the axial speed coefficient of an inlet of the compressor is obtained; actual flight data are obtained, and a Reynolds number index corresponding to the actual relative conversion rotating speed of the gas compressor is obtained in combination with the corresponding relation graph; a gas compressor part test is carried out, and the first gas compressor stability margin, the second gas compressor stability margin and the third gas compressor stability margin are obtained; based on the first gas compressor stability margin and the second gas compressor stability margin, a first characteristic relation is established; based on the first gas compressor stability margin and the third gas compressor stability margin, a second characteristic relation is established; and according to the actual relative conversion rotating speed of the gas compressor, the corresponding Reynolds number index, the first characteristic relation and the second characteristic relation, the actual gas compressor guide vane correction amount is obtained and corrected. According to the treatment scheme, the working stability of the gas compressor is improved.

Description

Technical Field

[0001] The present application relates to the technical field of compressor aerodynamic stability, and in particular to a method for maintaining stability margin of a high-pressure compressor of an aircraft engine. Background Art

[0002] The high-pressure compressor is an important part of the turbine engine. It has the characteristics of high technical content, great design difficulty, and long development cycle. It is a key link in the development of the engine. The Reynolds number is one of the important criteria for measuring the effect of fluid viscosity on the performance of various parts of the aircraft engine. The Reynolds number of the aircraft engine inlet varies greatly under different flight conditions. Especially under high-altitude and low-speed working conditions, the atmospheric pressure and density drop significantly. At this time, the Reynolds number at the compressor inlet of the engine drops significantly, which affects the working characteristics of the compressor. When the Reynolds number is less than the critical Reynolds number, the compressor stability margin will decrease, thus affecting the stable operation of the engine. In order to improve the stability margin, existing technical solutions generally correct the compressor guide vane angle, but the specific guide vane angle correction amount cannot be determined, resulting in the risk that the corrected compressor stability margin is still too low. Summary of the invention

[0003] In view of this, an embodiment of the present application provides a method for maintaining the stability margin of an aircraft engine high-pressure compressor, which at least partially solves the problem in the prior art that the compressor stability margin is reduced when encountering a low Reynolds number situation during flight.

[0004] The present application provides a method for maintaining a stability margin of a high-pressure compressor of an aircraft engine, the method comprising: Obtaining a corresponding relationship diagram between the relative converted speed of the compressor and the axial speed coefficient at the compressor inlet; Obtain actual flight data, including actual compressor relative conversion speed, inlet total pressure, inlet total temperature and actual compressor guide vane angle; According to the corresponding relationship diagram and the actual flight data, a Reynolds number index corresponding to the actual compressor relative conversion speed is obtained, wherein the Reynolds number index is calculated according to the compressor inlet Reynolds number; Conducting compressor component tests, respectively obtaining the first compressor stability margin at different compressor relative conversion speeds when the guide vane angle correction is 0 and the reference Reynolds number, the second compressor stability margin at different Reynolds numbers corresponding to different compressor relative conversion speeds when the guide vane angle correction is 0, and the third compressor stability margin corresponding to different guide vane angle corrections corresponding to different compressor relative conversion speeds at the reference Reynolds number; Based on the first compressor stability margin and the second compressor stability margin, a first characteristic relationship between the compressor relative converted speed, the Reynolds number index and the first stability margin correction amount when the guide vane angle correction amount is 0 is established; Based on the first compressor stability margin and the third compressor stability margin, a second characteristic relationship among the compressor relative converted speed, the guide vane angle correction amount and the second stability margin correction amount at the reference Reynolds number is established; According to the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, based on the first characteristic relationship and the second characteristic relationship, an actual compressor guide vane correction amount is obtained; The actual compressor guide vane angle is corrected according to the actual compressor guide vane correction amount.

[0005] According to a specific implementation of the embodiment of the present application, obtaining the Reynolds number index corresponding to the actual compressor relative conversion speed according to the corresponding relationship diagram and the actual flight data includes: According to the corresponding relationship diagram, the actual compressor inlet axial speed coefficient corresponding to the actual compressor relative conversion speed is obtained; The compressor inlet axial velocity is obtained according to the inlet total temperature and the actual compressor inlet axial velocity coefficient; According to the compressor inlet axial velocity and the geometric inlet angle of the compressor first-stage rotor, the relative airflow velocity at the compressor inlet is obtained; The compressor inlet airflow density is obtained according to the inlet total temperature, inlet total pressure and the actual compressor inlet axial velocity coefficient; The compressor inlet Reynolds number is obtained according to the relative airflow velocity and the airflow density at the compressor inlet; The Reynolds number index corresponding to the actual compressor relative conversion speed is obtained according to the compressor inlet Reynolds number.

[0006] According to a specific implementation of the embodiment of the present application, the calculation formula of the compressor inlet axial velocity is: , Among them, λ Z is the actual compressor inlet axial velocity coefficient, V Z is the compressor inlet axial velocity, and T25 is the inlet total temperature.

[0007] According to a specific implementation of the embodiment of the present application, the calculation formula of the relative airflow velocity at the compressor inlet is: , Wherein, bk is the geometric inlet angle of the first stage rotor of the compressor, and W is the relative air flow velocity at the compressor inlet.

[0008] According to a specific implementation of the embodiment of the present application, the calculation formula of the compressor inlet airflow density is: , Among them, P25 is the total inlet pressure and ρ is the compressor inlet air flow density.

[0009] According to a specific implementation of the embodiment of the present application, the calculation formula of the compressor inlet Reynolds number is: .

[0010] According to a specific implementation of the embodiment of the present application, the calculation formula of the Reynolds number index is: , Among them, Ind is the Reynolds number index, and Re is the compressor inlet Reynolds number.

[0011] According to a specific implementation of the embodiment of the present application, the calculation formula of the first stability margin correction amount is: Dsm1=Smre-Sm0, Wherein, Dsm1 is the first stability margin correction amount, Sm0 is the first compressor stability margin, and Smre is the second compressor stability margin.

[0012] According to a specific implementation of the embodiment of the present application, the calculation formula of the second stability margin correction amount is: Dsm2=Sm0-Smalf, Wherein, Dsm2 is the second stability margin correction value, and Smalf is the third compressor stability margin.

[0013] According to a specific implementation of an embodiment of the present application, obtaining the actual compressor guide vane correction amount based on the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, based on the first characteristic relationship and the second characteristic relationship, includes: Based on the first characteristic relationship, according to the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, an actual first stability margin correction amount is obtained; Based on the second characteristic relationship, the actual compressor guide vane correction amount is obtained according to the actual compressor relative converted speed and the actual first stability margin correction amount.

[0014] Beneficial effects: The method for maintaining the stability margin of the high-pressure compressor of an aircraft engine in the embodiment of the present application establishes a first characteristic relationship between the relative converted speed of the compressor, the Reynolds number index and the first stability margin correction when the guide vane angle correction is 0, and establishes a second characteristic relationship between the relative converted speed of the compressor, the guide vane angle correction and the second stability margin correction when the reference Reynolds number is established. According to actual flight data, the guide vane angle correction corresponding to the actual compressor relative converted speed under the condition of maintaining the compressor stability margin can be obtained, and then the guide vane angle is corrected, and the control is performed according to the corrected compressor guide vane angle. The guide vane angle correction can make up for the margin loss caused by the decrease in the Reynolds number in actual flight, so that the stability margin of the compressor is restored to be basically consistent with the stability margin corresponding to the reference Reynolds number, thereby improving the stability of the compressor operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 A flowchart of a method for maintaining a stability margin of a high-pressure compressor of an aircraft engine according to an embodiment of the present invention; Figure 2 is a curve showing the relationship between the relative converted speed of the compressor and the axial velocity coefficient of the compressor inlet according to an embodiment of the present invention; Figure 3 Schematic diagram of the geometrical inlet angle of the first stage rotor blade of the compressor according to an embodiment of the present invention; Figure 4 : is a test characteristic curve of a compressor component with different compressor relative conversion speeds, a guide vane angle correction of 0, and a reference Reynolds number according to an embodiment of the present invention; Figure 5 1 is a test characteristic curve of a compressor component with different compressor relative converted speeds, a guide vane angle correction of 0, and different Reynolds numbers according to an embodiment of the present invention. DETAILED DESCRIPTION

[0017] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0018] The following describes the implementation methods of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, in the absence of conflict, the following embodiments and the features in the embodiments can be combined with each other. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work belong to the scope of protection of the present application.

[0019] It should be noted that various aspects of the embodiments within the scope of the appended claims are described below. It should be apparent that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is merely illustrative. Based on the present application, it should be understood by those skilled in the art that an aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects described herein can be used to implement the device and / or practice the method. In addition, other structures and / or functionalities other than one or more of the aspects described herein can be used to implement this device and / or practice this method.

[0020] It should also be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. The illustrations only show the components related to the present application rather than being drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0021] Additionally, in the following description, specific details are provided to facilitate a thorough understanding of the examples. However, it will be understood by those skilled in the art that the aspects described may be practiced without these specific details.

[0022] The present application embodiment provides a method for maintaining stability margin of a high-pressure compressor of an aircraft engine. Figures 1 to 5 Describe in detail.

[0023] Reference Figure 1 This embodiment provides a method for maintaining stability margin of a high-pressure compressor of an aircraft engine, the method comprising the following steps: Step S101, obtaining a corresponding relationship diagram between a relative converted speed of a compressor and an axial speed coefficient of an inlet of the compressor; Step S102, obtaining actual flight data, including actual compressor relative converted speed, inlet total pressure, inlet total temperature and actual compressor guide vane angle; Step S103, obtaining a Reynolds number index corresponding to the actual compressor relative conversion speed according to the corresponding relationship diagram and the actual flight data, wherein the Reynolds number index is calculated according to the compressor inlet Reynolds number; Step S104, carrying out a compressor component test, respectively obtaining a first compressor stability margin at different compressor relative converted speeds when the guide vane angle correction is 0 and the reference Reynolds number, a second compressor stability margin at different Reynolds numbers corresponding to different compressor relative converted speeds when the guide vane angle correction is 0, and a third compressor stability margin corresponding to different guide vane angle corrections corresponding to different compressor relative converted speeds at the reference Reynolds number; Step S105, based on the first compressor stability margin and the second compressor stability margin, establishing a first characteristic relationship between the compressor relative converted speed, the Reynolds number index and the first stability margin correction amount when the guide vane angle correction amount is 0; Step S106, establishing a second characteristic relationship among the relative converted speed of the compressor, the guide vane angle correction amount and the second stability margin correction amount at a reference Reynolds number based on the first compressor stability margin and the third compressor stability margin; Step S107, obtaining an actual compressor guide vane correction amount according to the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, based on the first characteristic relationship and the second characteristic relationship; Step S108, correcting the actual compressor guide vane angle according to the actual compressor guide vane correction amount.

[0024] In this embodiment, by establishing a first characteristic relationship between the compressor relative converted speed, the Reynolds number index and the first stability margin correction when the guide vane angle correction is 0, and establishing a second characteristic relationship between the compressor relative converted speed, the guide vane angle correction and the second stability margin correction when the reference Reynolds number is established, the guide vane angle correction corresponding to the actual compressor relative converted speed under the condition of maintaining the compressor stability margin can be obtained according to actual flight data, and then the guide vane angle is corrected, and control is performed according to the corrected compressor guide vane angle. The guide vane angle correction can make up for the margin loss caused by the decrease in the Reynolds number in actual flight, so that the stability margin of the compressor is restored to be basically consistent with the stability margin corresponding to the reference Reynolds number Re0=200000, thereby improving the stability of the compressor operation.

[0025] In specific implementation, the compressor inlet axial speed coefficient λ corresponding to different compressor relative conversion speeds ncc is obtained by experimental or simulation methods. Z , and then construct the compressor relative conversion speed ncc and the compressor inlet axial speed coefficient λZ The corresponding relationship diagram is as follows: Figure 2 shown.

[0026] In one embodiment, obtaining the Reynolds number index corresponding to the actual compressor relative conversion speed according to the corresponding relationship diagram and the actual flight data includes: According to the corresponding relationship diagram, the actual compressor inlet axial speed coefficient corresponding to the actual compressor relative conversion speed is obtained; The compressor inlet axial velocity is obtained according to the inlet total temperature and the actual compressor inlet axial velocity coefficient; According to the compressor inlet axial velocity and the geometric inlet angle of the compressor first-stage rotor, the relative airflow velocity at the compressor inlet is obtained; The compressor inlet airflow density is obtained according to the inlet total temperature, inlet total pressure and the actual compressor inlet axial velocity coefficient; The compressor inlet Reynolds number is obtained according to the relative airflow velocity and the airflow density at the compressor inlet; The Reynolds number index corresponding to the actual compressor relative conversion speed is obtained according to the compressor inlet Reynolds number.

[0027] In specific implementation, in the corresponding relationship diagram, according to the actual compressor relative conversion speed, the corresponding actual compressor inlet axial velocity coefficient can be obtained, and the compressor inlet axial velocity and the compressor inlet airflow density are calculated in turn, and then the compressor inlet Reynolds number is calculated according to the compressor inlet relative airflow velocity and the compressor inlet airflow density, and the compressor inlet Reynolds number is converted to obtain the Reynolds number index.

[0028] Furthermore, the calculation formula of the compressor inlet axial velocity is: , Among them, λ Z is the actual compressor inlet axial velocity coefficient, V Z is the compressor inlet axial velocity, and T25 is the inlet total temperature.

[0029] Furthermore, the calculation formula of the relative airflow velocity at the compressor inlet is: , Wherein, bk is the geometric inlet angle of the first stage rotor of the compressor, and W is the relative air flow velocity at the compressor inlet.

[0030] Specifically, the schematic diagram of the geometric inlet angle bk of the first stage rotor of the compressor is as follows: Figure 3 As shown, this parameter is a fixed geometric parameter of the blade, which is the angle between the center line of the leading edge of the first-stage rotor blade inlet and the axis.

[0031] Furthermore, the calculation formula of the compressor inlet airflow density is: , Among them, P25 is the total inlet pressure and ρ is the compressor inlet air flow density.

[0032] Furthermore, the calculation formula of the compressor inlet Reynolds number is: .

[0033] Furthermore, the calculation formula of the Reynolds number index is: , Among them, Ind is the Reynolds number index, and Re is the compressor inlet Reynolds number.

[0034] In one embodiment, for the calculation of the first compressor stability margin, refer to Figure 4 , carry out compressor component tests, record the compressor component test characteristic curves with different compressor relative conversion speeds ncc, guide vane angle correction of 0, and reference Reynolds number Re0. The compressor component test characteristic curve is a curve of the compressor total pressure ratio changing with the inlet flow rate under different compressor relative conversion speeds ncc. The expression of the curve is: , where Wac is the compressor inlet flow rate, pic is the compressor total pressure ratio, and the characteristic curve corresponding to each compressor relative conversion speed ncc includes two state points, namely the first working point and the first breathing point. The inlet flow rate of the first working point is Wac_w1, the total pressure ratio of the first working point is pic_w1, the inlet flow rate of the first breathing point is Wac_s1, and the total pressure ratio of the first breathing point is pic_s1. See Figure 4 For example, to obtain the stability margin of the first compressor whose relative conversion speed ncc is 100%, the calculation formula is: .

[0035] In one embodiment, for the calculation of the second compressor stability margin, refer to Figure 5 , carry out compressor component tests, record the compressor component test characteristic curves of different Reynolds numbers corresponding to different compressor relative conversion speeds ncc and guide vane angle corrections of 0, Figure 5 The test characteristic curve of the compressor component with Reynolds number less than the reference Reynolds number Re0=200000 is used to obtain the stability margin of the second compressor with the relative conversion speed ncc of the compressor being 100%. The calculation formula is: , Among them, the inlet flow rate of the second working point is Wac_w2, the total pressure ratio of the second working point is pic_w2, the inlet flow rate of the second breath point is Wac_s2, and the total pressure ratio of the second breath point is pic_s2.

[0036] When the Reynolds number is less than the reference Reynolds number of 200000, the corresponding second compressor stability margin Smre is less than the first compressor stability margin Sm0 corresponding to the reference Reynolds number.

[0037] In one embodiment, the calculation formula of the first stability margin correction value is: Dsm1=Smre-Sm0, Wherein, Dsm1 is the first stability margin correction amount, Sm0 is the first compressor stability margin, and Smre is the second compressor stability margin.

[0038] In a specific implementation, when Ind is greater than zero, the first stability margin correction amount Dsm1 is set to 0, and a table is established based on the first characteristic relationship, as shown in Table 1: Table 1 Dsm1 (%) under different ncc and different Ind conditions

[0039] In one embodiment, the calculation formula of the second stability margin correction value is: Dsm2=Sm0-Smalf, Wherein, Dsm2 is the second stability margin correction value, and Smalf is the third compressor stability margin.

[0040] In specific implementation, based on the first compressor stability margin Sm0 and the second compressor stability margin Smalf with different guide vane angle corrections, the second stability margin correction Dsm2 corresponding to multiple different compressor relative converted speeds ncc and multiple guide vane angles is calculated, where Dsm2=Sm0-Smalf.

[0041] A second characteristic relationship among the compressor relative converted speed ncc, the guide vane angle correction Dalf and the second stability margin correction Dsm2 is established when the base Reynolds number is 200000. A table is established based on the second characteristic relationship, as shown in Table 2. When Dalf in the table is negative, it indicates that the guide vane angle is closed, and when Dalf is positive, it indicates that the guide vane angle is open.

[0042] Table 2 Dsm2 (%) under different ncc and different Dalf conditions

[0043] In one embodiment, the obtaining the actual compressor guide vane correction amount according to the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, based on the first characteristic relationship and the second characteristic relationship, includes: Based on the first characteristic relationship, according to the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, an actual first stability margin correction amount is obtained; Based on the second characteristic relationship, the actual compressor guide vane correction amount is obtained according to the actual compressor relative converted speed and the actual first stability margin correction amount.

[0044] In specific implementation, by looking up Table 1, the actual first stability margin correction corresponding to the actual compressor relative conversion speed and the Reynolds number index corresponding to the actual compressor relative conversion speed is obtained; then by looking up Table 2, the actual compressor guide vane correction under the actual compressor relative conversion speed and the actual first stability margin correction is obtained. According to the actual compressor guide vane correction, the compressor guide vane angle is corrected to obtain the corrected guide vane angle, where alfnew= alfold+Dalf', alfnew is the corrected guide vane angle, alfold is the actual compressor guide vane angle, Dalf' is the actual compressor guide vane correction, and control is performed according to the corrected guide vane angle alfnew. The guide vane angle correction can make up for the margin loss caused by the decrease in the Reynolds number in actual flight, so that the stability margin of the compressor is restored to be basically consistent with the stability margin corresponding to the reference Reynolds number Re0=200000, thereby ensuring the stable operation of the compressor.

[0045] The embodiment provided by the present invention establishes a first characteristic relationship between the compressor relative converted speed, the Reynolds number index and the first stability margin correction when the guide vane angle correction is 0, and establishes a second characteristic relationship between the compressor relative converted speed, the guide vane angle correction and the second stability margin correction when the reference Reynolds number is established. According to actual flight data, the guide vane angle correction corresponding to the actual compressor relative converted speed under the condition of maintaining the compressor stability margin can be obtained, and then the guide vane angle is corrected, and control is performed according to the corrected compressor guide vane angle. The guide vane angle correction can make up for the margin loss caused by the decrease in the Reynolds number in actual flight, so that the stability margin of the compressor is restored to be basically consistent with the stability margin corresponding to the reference Reynolds number, thereby improving the stability of the compressor operation.

[0046] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for maintaining stability margin of a high-pressure compressor of an aircraft engine, characterized in that: The method comprises: Obtaining a corresponding relationship diagram between the relative converted speed of the compressor and the axial speed coefficient at the compressor inlet; Obtain actual flight data, including actual compressor relative conversion speed, inlet total pressure, inlet total temperature and actual compressor guide vane angle; According to the corresponding relationship diagram and the actual flight data, a Reynolds number index corresponding to the actual compressor relative conversion speed is obtained, wherein the Reynolds number index is calculated according to the compressor inlet Reynolds number; Conducting compressor component tests, respectively obtaining the first compressor stability margin at different compressor relative conversion speeds when the guide vane angle correction is 0 and the reference Reynolds number, the second compressor stability margin at different Reynolds numbers corresponding to different compressor relative conversion speeds when the guide vane angle correction is 0, and the third compressor stability margin corresponding to different guide vane angle corrections corresponding to different compressor relative conversion speeds at the reference Reynolds number; Based on the first compressor stability margin and the second compressor stability margin, a first characteristic relationship between the compressor relative converted speed, the Reynolds number index and the first stability margin correction amount when the guide vane angle correction amount is 0 is established; Based on the first compressor stability margin and the third compressor stability margin, a second characteristic relationship among the compressor relative converted speed, the guide vane angle correction amount and the second stability margin correction amount at the reference Reynolds number is established; According to the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, based on the first characteristic relationship and the second characteristic relationship, an actual compressor guide vane correction amount is obtained; The actual compressor guide vane angle is corrected according to the actual compressor guide vane correction amount.

2. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 1, characterized in that: The step of obtaining the Reynolds number index corresponding to the actual compressor relative conversion speed according to the corresponding relationship diagram and the actual flight data includes: According to the corresponding relationship diagram, the actual compressor inlet axial speed coefficient corresponding to the actual compressor relative conversion speed is obtained; The compressor inlet axial velocity is obtained according to the inlet total temperature and the actual compressor inlet axial velocity coefficient; According to the compressor inlet axial velocity and the geometric inlet angle of the compressor first-stage rotor, the relative airflow velocity at the compressor inlet is obtained; The compressor inlet airflow density is obtained according to the inlet total temperature, inlet total pressure and the actual compressor inlet axial velocity coefficient; The compressor inlet Reynolds number is obtained according to the relative airflow velocity and the airflow density at the compressor inlet; The Reynolds number index corresponding to the actual compressor relative conversion speed is obtained according to the compressor inlet Reynolds number.

3. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 2, characterized in that: The calculation formula of the compressor inlet axial velocity is: ， Among them, λ Z is the actual compressor inlet axial velocity coefficient, V Z is the compressor inlet axial velocity, and T25 is the inlet total temperature.

4. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 3, characterized in that: The calculation formula of the relative air flow velocity at the compressor inlet is: ， Wherein, bk is the geometric inlet angle of the first stage rotor of the compressor, and W is the relative air flow velocity at the compressor inlet.

5. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 4, characterized in that: The calculation formula of the compressor inlet air flow density is: ， Among them, P25 is the total inlet pressure and ρ is the compressor inlet air flow density.

6. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 5, characterized in that: The calculation formula of the compressor inlet Reynolds number is: 。 7. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 6, characterized in that: The calculation formula of the Reynolds number index is: ， Among them, Ind is the Reynolds number index, and Re is the compressor inlet Reynolds number.

8. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 1, characterized in that: The calculation formula of the first stability margin correction amount is: Dsm1=Smre-Sm0, Wherein, Dsm1 is the first stability margin correction amount, Sm0 is the first compressor stability margin, and Smre is the second compressor stability margin.

9. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 8, characterized in that: The calculation formula of the second stability margin correction amount is: Dsm2=Sm0-Smalf, Wherein, Dsm2 is the second stability margin correction value, and Smalf is the third compressor stability margin.

10. The method for maintaining stability margin of a high-pressure compressor of an aircraft engine according to claim 1, characterized in that: The obtaining of the actual compressor guide vane correction amount according to the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, based on the first characteristic relationship and the second characteristic relationship, comprises: Based on the first characteristic relationship, according to the actual compressor relative converted speed and the Reynolds number index corresponding to the actual compressor relative converted speed, an actual first stability margin correction amount is obtained; Based on the second characteristic relationship, the actual compressor guide vane correction amount is obtained according to the actual compressor relative converted speed and the actual first stability margin correction amount.

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