A method for maintaining the stability margin of a high-pressure compressor of an aeroengine

Abstract

The present application provides a method for maintaining the stability margin of a high-pressure compressor of an aeroengine, belonging to the technical field of compressor aerodynamic stability. The method includes obtaining a corresponding relationship diagram between the relative corrected speed of the compressor and the axial velocity coefficient at the compressor inlet; obtaining actual flight data, and combining with the corresponding relationship diagram to obtain the Reynolds number index corresponding to the actual relative corrected speed of the compressor; conducting compressor component tests to obtain the first compressor stability margin, the second compressor stability margin, and the third compressor stability margin; establishing a first characteristic relationship based on the first compressor stability margin and the second compressor stability margin; establishing a second characteristic relationship based on the first compressor stability margin and the third compressor stability margin; obtaining the corrected amount of the actual compressor guide vane and performing correction according to the actual relative corrected speed of the compressor, the corresponding Reynolds number index, the first characteristic relationship, and the second characteristic relationship. Through the processing solution of the present application, the stability of the compressor operation is improved.

Description

Technical Field

[0001] This application relates to the technical field of compressor aerodynamic stability, and particularly to a method for maintaining the stability margin of a high-pressure compressor of an aero-engine. Background Art

[0002] The high-pressure compressor is an important component of a turbine engine, which has characteristics such as high technical content, great design difficulty, and long development cycle, and is a key link in engine development. The Reynolds number is one of the important criteria for measuring the influence of fluid viscosity on the performance of various components of an aero-engine. The inlet Reynolds number of an aircraft engine varies greatly under different flight conditions. Especially under the working conditions of high altitude and low speed, the atmospheric pressure and density decrease significantly. At this time, the Reynolds number at the inlet of the compressor of the engine decreases significantly, which affects the working characteristics of the compressor. When the Reynolds number is less than the critical Reynolds number, the stability margin of the compressor will decrease, thus affecting the stable operation of the engine.

[0003] To improve the stability margin, the existing technical solutions generally perform corrective processing on the guide vane angle of the compressor, but the specific amount of guide vane angle correction cannot be determined, resulting in the risk that the stability margin of the corrected compressor is still relatively low. Summary of the Invention

[0004] In view of this, an embodiment of this application provides a method for maintaining the stability margin of a high-pressure compressor of an aero-engine, which at least partially solves the problem that the stability margin of the compressor decreases when encountering low Reynolds numbers during flight in the prior art.

[0005] An embodiment of this application provides a method for maintaining the stability margin of a high-pressure compressor of an aero-engine, and the method includes:

[0006] Obtain a corresponding relationship diagram between the relative converted speed of the compressor and the axial velocity coefficient at the inlet of the compressor;

[0007] Obtain actual flight data, including the actual relative converted speed of the compressor, the inlet total pressure, the inlet total temperature, and the actual guide vane angle of the compressor;

[0008] According to the corresponding relationship diagram and the actual flight data, obtain a Reynolds number index corresponding to the actual relative converted speed of the compressor, and the Reynolds number index is calculated based on the inlet Reynolds number of the compressor;

[0009] Conduct compressor component tests, and respectively obtain the first compressor stability margin at different relative converted speeds of the compressor with a guide vane angle correction amount of 0 and a reference Reynolds number, the second compressor stability margin at different Reynolds numbers corresponding to different relative converted speeds of the compressor with a guide vane angle correction amount of 0, and the third compressor stability margin corresponding to different guide vane angle correction amounts at different relative converted speeds of the compressor at the reference Reynolds number;

[0010] Based on the first compressor stability margin and the second compressor stability margin, establish a first characteristic relationship between the relative corrected speed of the compressor, the Reynolds number exponent, and the first stability margin correction amount when the guide vane angle correction amount is 0;

[0011] Based on the first compressor stability margin and the third compressor stability margin, establish a second characteristic relationship between the relative corrected speed of the compressor, the guide vane angle correction amount, and the second stability margin correction amount at the reference Reynolds number;

[0012] According to the actual relative corrected speed of the compressor and the Reynolds number exponent corresponding to the actual relative corrected speed of the compressor, based on the first characteristic relationship and the second characteristic relationship, obtain the actual compressor guide vane correction amount;

[0013] Correct the actual compressor guide vane angle according to the actual compressor guide vane correction amount.

[0014] According to a specific implementation manner of the embodiment of the present application, the obtaining of the Reynolds number exponent corresponding to the actual relative corrected speed of the compressor according to the corresponding relationship diagram and the actual flight data includes:

[0015] According to the corresponding relationship diagram, obtain the actual compressor inlet axial velocity coefficient corresponding to the actual relative corrected speed of the compressor;

[0016] According to the inlet total temperature and the actual compressor inlet axial velocity coefficient, obtain the compressor inlet axial velocity;

[0017] According to the compressor inlet axial velocity and the geometric inlet angle of the first stage rotor of the compressor, obtain the compressor inlet relative air flow velocity;

[0018] According to the inlet total temperature, the inlet total pressure, and the actual compressor inlet axial velocity coefficient, obtain the compressor inlet air flow density;

[0019] According to the compressor inlet relative air flow velocity and the compressor inlet air flow density, obtain the compressor inlet Reynolds number;

[0020] According to the compressor inlet Reynolds number, obtain the Reynolds number exponent corresponding to the actual relative corrected speed of the compressor.

[0021] According to a specific implementation manner of the embodiment of the present application, the calculation formula for the compressor inlet axial velocity is:

[0022] ,

[0023] where 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.

[0024] According to a specific implementation manner of an embodiment of the present application, the calculation formula for the relative airflow velocity at the compressor inlet is:

[0025] ,

[0026] where bk is the geometric inlet angle of the first stage rotor of the compressor, and W is the relative airflow velocity at the compressor inlet.

[0027] According to a specific implementation manner of an embodiment of the present application, the calculation formula for the airflow density at the compressor inlet is:

[0028] ,

[0029] where P25 is the total inlet pressure, and ρ is the airflow density at the compressor inlet.

[0030] According to a specific implementation manner of an embodiment of the present application, the calculation formula for the Reynolds number at the compressor inlet is:

[0031] .

[0032] According to a specific implementation manner of an embodiment of the present application, the calculation formula for the Reynolds number index is:

[0033] ,

[0034] where Ind is the Reynolds number index, and Re is the Reynolds number at the compressor inlet.

[0035] According to a specific implementation manner of an embodiment of the present application, the calculation formula for the first stability margin correction amount is:

[0036] Dsm1 = Smre - Sm0,

[0037] where Dsm1 is the first stability margin correction amount, Sm0 is the first compressor stability margin, and Smre is the second compressor stability margin.

[0038] According to a specific implementation manner of an embodiment of the present application, the calculation formula for the second stability margin correction amount is:

[0039] Dsm2 = Sm0 - Smalf,

[0040] where Dsm2 is the second stability margin correction amount, and Smalf is the third compressor stability margin.

[0041] According to a specific implementation manner of an embodiment of the present application, obtaining the actual compressor guide vane correction amount based on the first characteristic relationship and the second characteristic relationship according to the actual relative conversion speed of the compressor and the Reynolds number index corresponding to the actual relative conversion speed of the compressor includes:

[0042] Based on the first characteristic relationship, obtain the actual first stability margin correction amount according to the actual compressor relative corrected speed and the Reynolds number index corresponding to the actual compressor relative corrected speed.

[0043] Based on the second characteristic relationship, obtain the actual compressor guide vane correction amount according to the actual compressor relative corrected speed and the actual first stability margin correction amount.

[0044] Beneficial effects:

[0045] In the method for maintaining the stability margin of the high-pressure compressor of an aero-engine in the embodiment of the present application, by establishing the first characteristic relationship between the compressor relative corrected speed, the Reynolds number index and the first stability margin correction amount when the guide vane angle correction amount is 0, and establishing the second characteristic relationship between the compressor relative corrected speed, the guide vane angle correction amount and the second stability margin correction amount at the reference Reynolds number, according to the actual flight data, the guide vane angle correction amount corresponding to the actual compressor relative corrected speed under the condition of maintaining the compressor stability margin can be obtained, and then the guide vane angle can be corrected and controlled according to the corrected compressor guide vane angle. The correction of the guide vane angle can make up for the margin loss caused by the decrease of the Reynolds number in actual flight, so that the stability margin of the compressor is restored to be basically the same as the stability margin corresponding to the reference Reynolds number, thereby improving the working stability of the compressor. Description of the drawings

[0046] 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 in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0047] Figure 1 It is a flowchart of a method for maintaining the stability margin of the high-pressure compressor of an aero-engine according to an embodiment of the present invention;

[0048] Figure 2 It is a relationship curve between the compressor relative corrected speed and the compressor inlet axial velocity coefficient according to an embodiment of the present invention;

[0049] Figure 3 It is a schematic diagram of the geometric inlet angle of the first-stage rotor blade of the compressor according to an embodiment of the present invention;

[0050] Figure 4 It is a test characteristic curve of the compressor components with different compressor relative corrected speeds, a guide vane angle correction amount of 0 and a reference Reynolds number according to an embodiment of the present invention;

[0051] Figure 5Compressor component test characteristic curves for different compressor relative corrected speeds, a guide vane angle correction of 0, and different Reynolds numbers according to an embodiment of the present invention. Detailed implementation manners

[0052] The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0053] The following uses specific specific examples to illustrate the implementation manners of the present application. Those skilled in the art can easily understand other advantages and effects of the present application from the content 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 manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without making creative efforts belong to the scope of protection of the present application.

[0054] It should be noted that the following describes various aspects of the embodiments within the scope of the appended claims. It should be obvious that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is illustrative only. Based on the present application, those skilled in the art should understand that one 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, this device can be implemented and this method can be practiced using other structures and / or functions in addition to one or more of the aspects described herein.

[0055] It also needs to be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present application in a schematic manner. The diagrams only show the components related to the present application and are not drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and ratio of each component in its actual implementation can be an arbitrary change, and the component layout type may also be more complex.

[0056] In addition, in the following description, specific details are provided to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0057] The embodiments of the present application provide a method for maintaining the stability margin of a high-pressure compressor of an aeroengine. The following will be described in detail with reference to Figures 1 to 5 and proceed.

[0058] Reference Figure 1 The present embodiment provides a method for maintaining the stability margin of a high-pressure compressor of an aeroengine. The method includes the following steps:

[0059] Step S101: Obtain a corresponding relationship diagram between the relative corrected speed of the compressor and the axial velocity coefficient at the compressor inlet;

[0060] Step S102: Obtain actual flight data, including the actual relative corrected speed of the compressor, the inlet total pressure, the inlet total temperature, and the actual compressor guide vane angle;

[0061] Step S103: Based on the corresponding relationship diagram and the actual flight data, obtain the Reynolds number index corresponding to the actual relative corrected speed of the compressor, where the Reynolds number index is calculated based on the Reynolds number at the compressor inlet;

[0062] Step S104: Conduct compressor component tests to obtain the first compressor stability margin at different relative corrected speeds of the compressor with a guide vane angle correction of 0 and a reference Reynolds number, the second compressor stability margin at different Reynolds numbers corresponding to different relative corrected speeds of the compressor with a guide vane angle correction of 0, and the third compressor stability margin corresponding to different guide vane angle corrections at different relative corrected speeds of the compressor at the reference Reynolds number;

[0063] Step S105: Based on the first compressor stability margin and the second compressor stability margin, establish a first characteristic relationship between the relative corrected speed of the compressor, the Reynolds number index, and the first stability margin correction with a guide vane angle correction of 0;

[0064] Step S106: Based on the first compressor stability margin and the third compressor stability margin, establish a second characteristic relationship between the relative corrected speed of the compressor, the guide vane angle correction, and the second stability margin correction at the reference Reynolds number;

[0065] Step S107: Based on the first characteristic relationship and the second characteristic relationship, obtain the actual compressor guide vane correction based on the actual relative corrected speed of the compressor and the Reynolds number index corresponding to the actual relative corrected speed of the compressor;

[0066] Step S108: Correct the actual compressor guide vane angle according to the actual compressor guide vane correction.

[0067] In this embodiment, by establishing a first characteristic relationship among the compressor relative corrected speed, the Reynolds number exponent, and the first stability margin correction amount when the guide vane angle correction amount is 0, and establishing a second characteristic relationship among the compressor relative corrected speed, the guide vane angle correction amount, and the second stability margin correction amount at the reference Reynolds number, according to the actual flight data, the guide vane angle correction amount corresponding to the actual compressor relative corrected speed under the condition of maintaining the compressor stability margin can be obtained, and then the guide vane angle can be corrected, and the control is carried out according to the corrected compressor guide vane angle. The correction of the guide vane angle can make up for the margin loss caused by the decrease in the Reynolds number during actual flight, so that the stability margin of the compressor is restored to be basically the same as the stability margin corresponding to the reference Reynolds number Re0 = 200000, thereby improving the stability of the compressor operation.

[0068] During specific implementation, the axial velocity coefficient λ at the compressor inlet corresponding to different compressor relative corrected speeds ncc is obtained through experiments or simulations. Z Then, a corresponding relationship diagram between the compressor relative corrected speed ncc and the axial velocity coefficient λ at the compressor inlet is constructed, as Z shown. Figure 2 shown.

[0069] In one embodiment, the obtaining of the Reynolds number exponent corresponding to the actual compressor relative corrected speed according to the corresponding relationship diagram and the actual flight data includes:

[0070] According to the corresponding relationship diagram, the actual axial velocity coefficient at the compressor inlet corresponding to the actual compressor relative corrected speed is obtained;

[0071] According to the inlet total temperature and the actual axial velocity coefficient at the compressor inlet, the axial velocity at the compressor inlet is obtained;

[0072] According to the axial velocity at the compressor inlet and the geometric inlet angle of the first-stage rotor of the compressor, the relative air flow velocity at the compressor inlet is obtained;

[0073] According to the inlet total temperature, the inlet total pressure, and the actual axial velocity coefficient at the compressor inlet, the air flow density at the compressor inlet is obtained;

[0074] According to the relative air flow velocity at the compressor inlet and the air flow density at the compressor inlet, the Reynolds number at the compressor inlet is obtained;

[0075] According to the Reynolds number at the compressor inlet, the Reynolds number exponent corresponding to the actual compressor relative corrected speed is obtained.

[0076] In specific implementation, in the correspondence diagram, according to the actual relative conversion speed of the compressor, the corresponding actual axial velocity coefficient at the compressor inlet can be obtained, and then the axial velocity at the compressor inlet and the air density at the compressor inlet are calculated in sequence. Then, according to the relative air velocity at the compressor inlet and the air density at the compressor inlet, the Reynolds number at the compressor inlet is calculated, and the Reynolds number index is obtained by converting the Reynolds number at the compressor inlet.

[0077] Further, the calculation formula for the axial velocity at the compressor inlet is:

[0078] ,

[0079] where λ Z is the actual axial velocity coefficient at the compressor inlet, V Z is the axial velocity at the compressor inlet, and T25 is the total inlet temperature.

[0080] Further, the calculation formula for the relative air velocity at the compressor inlet is:

[0081] ,

[0082] where bk is the geometric inlet angle of the first-stage rotor of the compressor, and W is the relative air velocity at the compressor inlet.

[0083] Specifically, the schematic diagram of the geometric inlet angle bk of the first-stage rotor of the compressor is as shown in Figure 3 This parameter is a fixed geometric parameter of the blade, which is the included angle between the midline of the leading edge of the first-stage rotor blade inlet and the axis.

[0084] Further, the calculation formula for the air density at the compressor inlet is:

[0085] ,

[0086] where P25 is the total inlet pressure, and ρ is the air density at the compressor inlet.

[0087] Further, the calculation formula for the Reynolds number at the compressor inlet is:

[0088] .

[0089] Further, the calculation formula for the Reynolds number index is:

[0090] ,

[0091] where Ind is the Reynolds number index, and Re is the Reynolds number at the compressor inlet.

[0092] In one embodiment, for the calculation of the stable margin of the first compressor, refer to Figure 4, conduct compressor component tests, record the compressor component test characteristic curves at different compressor relative corrected speeds \(n_{cc}\), with the guide vane angle correction amount being 0 and the reference Reynolds number \(Re_0\). The compressor component test characteristic curve is the curve of the compressor total pressure ratio varying with the inlet flow rate at different compressor relative corrected speeds \(n_{cc}\), and the expression of the curve is , where \(W_{ac}\) is the compressor inlet flow rate, \(p_{ic}\) is the compressor total pressure ratio. Each characteristic curve corresponding to a compressor relative corrected speed \(n_{cc}\) includes two state points, namely the first operating point and the first surge point. The inlet flow rate at the first operating point is \(W_{ac\_w1}\), the total pressure ratio at the first operating point is \(p_{ic\_w1}\), the inlet flow rate at the first surge point is \(W_{ac\_s1}\), and the total pressure ratio at the first surge point is \(p_{ic\_s1}\). Refer to Figure 4 as shown. For example, obtain the first compressor stability margin when the compressor relative corrected speed \(n_{cc}\) in the figure is 100%. The calculation formula is:

[0093] .

[0094] In one embodiment, for the calculation of the second compressor stability margin, refer to Figure 5 , conduct compressor component tests, record the compressor component test characteristic curves at different compressor relative corrected speeds \(n_{cc}\) and corresponding different Reynolds numbers with the guide vane angle correction amount being 0, Figure 5 is the compressor component test characteristic curve with the Reynolds number less than the reference Reynolds number \(Re_0 = 200000\). Obtain the second compressor stability margin when the compressor relative corrected speed \(n_{cc}\) in the figure is 100%. The calculation formula is:

[0095] ,

[0096] where the inlet flow rate at the second operating point is \(W_{ac\_w2}\), the total pressure ratio at the second operating point is \(p_{ic\_w2}\), the inlet flow rate at the second surge point is \(W_{ac\_s2}\), and the total pressure ratio at the second surge point is \(p_{ic\_s2}\).

[0097] When the Reynolds number is less than the reference Reynolds number 200000, the corresponding second compressor stability margin \(S_{mre}\) is less than the first compressor stability margin \(S_{m0}\) corresponding to the reference Reynolds number.

[0098] In one embodiment, the calculation formula for the first stability margin correction amount is:

[0099] \(D_{sm1}=S_{mre}-S_{m0}\),

[0100] where \(D_{sm1}\) is the first stability margin correction amount, \(S_{m0}\) is the first compressor stability margin, and \(S_{mre}\) is the second compressor stability margin.

[0101] In specific implementation, when Ind is greater than zero, the first stability margin correction amount Dsm1 is given as 0, and a table is established based on the first characteristic relationship, as shown in Table 1:

[0102] Table 1 Dsm1 (%) under different ncc and different Ind conditions

[0103]

[0104] In one embodiment, the calculation formula for the second stability margin correction amount is:

[0105] Dsm2 = Sm0 - Smalf,

[0106] where Dsm2 is the second stability margin correction amount and Smalf is the third compressor stability margin.

[0107] In specific implementation, based on the first compressor stability margin Sm0 and the second compressor stability margin Smalf with different guide vane angle correction amounts, multiple second stability margin correction amounts Dsm2 corresponding to multiple different compressor relative conversion speeds ncc and multiple guide vane angles are calculated, where Dsm2 = Sm0 - Smalf.

[0108] A second characteristic relationship between the compressor relative conversion speed ncc, the guide vane angle correction amount Dalf, and the second stability margin correction amount Dsm2 is established under the condition that the reference 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 means the guide vane angle is closed, and when Dalf is positive, it means the guide vane angle is open.

[0109] Table 2 Dsm2 (%) under different ncc and different Dalf conditions

[0110]

[0111] In one embodiment, the obtaining of the actual compressor guide vane correction amount based on the actual compressor relative conversion speed and the Reynolds number index corresponding to the actual compressor relative conversion speed, based on the first characteristic relationship and the second characteristic relationship, includes:

[0112] Based on the first characteristic relationship, the actual first stability margin correction amount is obtained according to the actual compressor relative conversion speed and the Reynolds number index corresponding to the actual compressor relative conversion speed;

[0113] Based on the second characteristic relationship, the actual compressor guide vane correction amount is obtained according to the actual compressor relative conversion speed and the actual first stability margin correction amount.

[0114] In specific implementation, by referring to Table 1, the actual relative corrected speed of the compressor, the actual first stability margin correction amount corresponding to the Reynolds number index corresponding to the actual relative corrected speed of the compressor are obtained; then by referring to Table 2, the actual compressor guide vane correction amount under the conditions of the actual relative corrected speed of the compressor and the actual first stability margin correction amount is obtained. The angle of the compressor guide vane is corrected according to the actual compressor guide vane correction amount to obtain the corrected guide vane angle, where alfold+Dalf’ = alfnew, alfnew is the corrected guide vane angle, alfold is the actual compressor guide vane angle, and Dalf’ is the actual compressor guide vane correction amount, and the control is carried out according to the corrected guide vane angle alfnew. The correction of the guide vane angle can make up for the margin loss caused by the decrease of 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.

[0115] In the embodiment provided by the present invention, by establishing the first characteristic relationship among the relative corrected speed of the compressor, the Reynolds number index and the first stability margin correction amount when the guide vane angle correction amount is 0, and establishing the second characteristic relationship among the relative corrected speed of the compressor, the guide vane angle correction amount and the second stability margin correction amount at the reference Reynolds number, according to the actual flight data, the guide vane angle correction amount corresponding to the actual relative corrected speed of the compressor under the condition of maintaining the stability margin of the compressor can be obtained, and then the guide vane angle is corrected, and the control is carried out according to the corrected guide vane angle of the compressor. The correction of the guide vane angle can make up for the margin loss caused by the decrease of 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 operation of the compressor.

[0116] The above is only the specific implementation manner 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 those skilled in the technical field of the present application within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for maintaining the stability margin of a high-pressure compressor of an aero-engine, characterized in that, The method includes: Obtaining a corresponding relationship diagram of the compressor relative corrected speed and the compressor inlet axial velocity coefficient; Obtaining actual flight data, including the actual compressor relative corrected speed, the inlet total pressure, the inlet total temperature, and the actual compressor guide vane angle; According to the corresponding relationship diagram and the actual flight data, obtaining a Reynolds number index corresponding to the actual compressor relative corrected speed, where the Reynolds number index is calculated based on the compressor inlet Reynolds number; Conducting compressor component tests to respectively obtain the first compressor stability margin at different compressor relative corrected speeds when the guide vane angle correction amount is 0 and the reference Reynolds number, the second compressor stability margin at different Reynolds numbers corresponding to different compressor relative corrected speeds when the guide vane angle correction amount is 0, and the third compressor stability margin corresponding to different guide vane angle correction amounts at different compressor relative corrected speeds at the reference Reynolds number; Based on the first compressor stability margin and the second compressor stability margin, establishing a first characteristic relationship among the compressor relative corrected speed, the Reynolds number index, and the first stability margin correction amount when the guide vane angle correction amount is 0. The calculation formula for the first stability margin correction amount is: Dsm1 = Smre - Sm0, where Dsm1 is the first stability margin correction amount, Sm0 is the first compressor stability margin, and Smre is the second compressor stability margin; Based on the first compressor stability margin and the third compressor stability margin, establishing a second characteristic relationship among the compressor relative corrected speed, the guide vane angle correction amount, and the second stability margin correction amount at the reference Reynolds number. The calculation formula for the second stability margin correction amount is: Dsm2 = Sm0 - Smalf, where Dsm2 is the second stability margin correction amount, and Smalf is the third compressor stability margin; According to the actual compressor relative corrected speed and the Reynolds number index corresponding to the actual compressor relative corrected speed, based on the first characteristic relationship and the second characteristic relationship, obtaining the actual compressor guide vane correction amount; Correcting the actual compressor guide vane angle according to the actual compressor guide vane correction amount.

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

3. The method for maintaining the stability margin of the high-pressure compressor of an aero-engine according to claim 2, wherein The calculation formula for the compressor inlet axial velocity is: ， where λ Z is the actual axial velocity coefficient at the compressor inlet, V Z is the axial velocity at the compressor inlet, and T25 is the total inlet temperature.

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

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

6. The method for maintaining the stability margin of the high-pressure compressor of an aeroengine according to claim 5, characterized in that, The calculation formula for the Reynolds number at the compressor inlet is as follows: 。 7. The method for maintaining the stability margin of the high-pressure compressor of an aeroengine according to claim 6, characterized in that, The calculation formula for the Reynolds number index is as follows: ， Where, Ind is the Reynolds number index, and Re is the Reynolds number at the compressor inlet.

8. The method for maintaining the stability margin of the high-pressure compressor of an aero-engine according to claim 1, characterized in that Obtaining the actual compressor guide vane correction amount based on the first characteristic relationship and the second characteristic relationship according to the actual relative conversion speed of the compressor and the Reynolds number index corresponding to the actual relative conversion speed of the compressor includes: Based on the first characteristic relationship, obtaining the actual first stability margin correction amount according to the actual relative conversion speed of the compressor and the Reynolds number index corresponding to the actual relative conversion speed of the compressor; Based on the second characteristic relationship, obtaining the actual compressor guide vane correction amount according to the actual relative conversion speed of the compressor and the actual first stability margin correction amount.

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