Method for obtaining total temperature between high pressure and low pressure of thrust turbofan engine and aero-engine

Abstract

The invention discloses a method for obtaining the total temperature between high pressure and low pressure of a thrust turbofan engine and an aero-engine. The method comprises the following steps that the connotation characteristics of a low-pressure compressor at the full rotating speed are obtained; based on the connotation characteristics of the low-pressure compressor, an engine connotation common working line is obtained through complete machine performance iteration; the physical rotating speed and the total temperature of a low-pressure inlet of an engine are obtained through whole machine work monitoring, and the relative conversion rotating speed of a low-pressure compressor is obtained through calculation; according to the current low-pressure relative conversion rotating speed, the pressure ratio and efficiency of the current low-pressure connotation of the engine are obtained through the corresponding table or the pressure ratio and efficiency of the current low-pressure connotation of the engine are obtained through difference value calculation; and obtaining the total temperature of an inner culvert outlet and a high-pressure inlet based on the pressure ratio and efficiency of the current inner culvert of the engine. According to the method, on the premise that a total temperature probe does not need to be installed and structural complexity does not need to be increased, rapid obtaining of the total temperature between the high-pressure compressor and the low-pressure compressor is achieved, the structure is effectively simplified, and economic and time cost is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengines, and in particular, to a method for obtaining the total temperature between the high pressure and the low pressure of a thrust turbofan engine. In addition, the present invention also relates to an aeroengine including the method for obtaining the total temperature between the high pressure and the low pressure of a thrust turbofan engine as described above. Background Technique

[0002] A turbofan engine refers to a gas turbine engine in which the gas ejected from the nozzle and the air discharged from the fan jointly generate a reaction thrust, and mainly consists of three components: a low-pressure compressor (fan), a core engine, and a low-pressure turbine. The core engine consists of a high-pressure compressor, a combustion chamber, and a gas turbine. A small and medium thrust turbofan engine generally refers to a turbofan engine with a thrust below 3000 kg, and can be used in military and civilian fields such as light business jets, trainer aircraft, and power for medium and high altitude unmanned aerial vehicles. The potential demand scale in the future market is extremely large.

[0003] The high-pressure compressor of a small and medium thrust turbofan engine generally needs to adopt an adjustable guide vane mechanism to improve the surge margin of the high-pressure compressor at medium and low speeds. As a part of the engine control system, the adjustment of the guide vane mechanism needs to rely on the guide vane adjustment law. Referring to Figure 1 , the guide vane adjustment law is the functional relationship between the guide vane angle and the relative corrected speed ( ), and the relative corrected speed ( ) is obtained by converting the high-pressure speed (NH) relative to the inlet temperature of the high-pressure compressor ( ). When the turbofan engine is running, the high-pressure compressor speed (NH) and the low-pressure compressor speed (NL) are both conventional monitoring parameters, while the high-pressure relative corrected speed ( ) needs to be obtained through the total temperature ( ) between the high pressure and the low pressure through the conversion formula (1) before the high-pressure guide vane angle can be accurately controlled to ensure the safe operation of the engine.

[0004] (1) Wherein, is the high-pressure relative corrected speed, is the high-pressure physical speed, is the total temperature between the high pressure and the low pressure, is the high-pressure design speed.

[0005] Currently, generally, a total temperature probe measuring point is directly installed between the high-pressure compressor and the low-pressure compressor to obtain the total temperature ( ) at the high-pressure inlet, and then through the relative speed conversion formula (1), the converted speed ( ) of the high-pressure compressor is obtained, so as to achieve accurate control of the guide vane angle of the high-pressure compressor.

[0006] In the overall engine test of medium and small thrust turbofan engines, for the control system of the adjustable guide vane mechanism of the high-pressure compressor of the turbofan engine, it is usually necessary to install a total temperature probe measuring point between the high-pressure compressor and the low-pressure compressor to obtain the total temperature at the high-pressure inlet, so as to accurately adjust the guide vane angle of the high-pressure compressor. However, arranging and testing the total temperature in the complex structure of a dual-rotor turbofan engine will increase the number of parts and processing costs, and further increase the structural complexity and uncontrollability of the engine.

[0007] For the requirement of controlling the adjustment law of the guide vane of the high-pressure compressor of medium and small thrust turbofan engines, the method of installing a total temperature probe measuring point between the high-pressure compressor and the low-pressure compressor to obtain the total temperature at the high-pressure inlet will increase parts such as total temperature probes, test seats and test circuits, making the parts more and the structural circuits more complex; especially for medium and small thrust turbofan engines, compared with the large thrust turbofan engines used in airliners, their external dimensions are smaller, the structure is more compact, and the pipelines are more complex. If the T25 total temperature measuring point is added, it will further exacerbate the structural complexity and uncontrollability of the overall engine; at the same time, it also increases the economic and time costs of processing parts such as probes. Summary of the Invention

[0008] The present invention provides a method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine and an aeroengine, so as to solve the technical problem that in the prior art, for the high-pressure compressor of a medium and small thrust turbofan engine, the method of installing a total temperature probe measuring point to obtain the total temperature at the high-pressure inlet will increase parts such as total temperature probes, test seats and test circuits, making the parts more and the structural circuits more complex.

[0009] According to one aspect of the present invention, a method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine is provided, including the following contents: S1. Obtain the internal characteristic of the low-pressure compressor at full speed. S2. Based on the internal characteristic of the low-pressure compressor, obtain the engine internal common working line through overall engine performance iteration. S3. Obtain the physical speed and inlet total temperature at the low-pressure inlet of the engine through overall engine operation monitoring, and calculate the relative converted speed of the low-pressure compressor. S4. Obtain the pressure ratio and efficiency of the current engine low-pressure internal flow from the corresponding table according to the current low-pressure relative converted speed or obtain the pressure ratio and efficiency of the current engine low-pressure internal flow by using difference calculation. S5. Obtain the total temperature at the internal flow outlet and the high-pressure inlet based on the pressure ratio and efficiency of the current engine internal flow.

[0010] As a further improvement of the above technical solution, step S1 includes: obtaining the internal characteristic of the low-pressure compressor at full speed by using the method of low-pressure compressor component test or numerical simulation.

[0011] As a further improvement of the above technical solution, if the method of low-pressure compressor component test is adopted, step S1 includes: S101. When opening the throttle valves at the outlets of the inner and outer ducts of the low-pressure compressor, push the rotational speed of the component test piece to the preset rotational speed; S102. Adjust the throttle valves at the outlets of the inner and outer ducts respectively to adjust the pressure ratios of the inner and outer ducts to the working pressure ratios corresponding to the preset rotational speed; S103. Control the throttle valve at the outer duct outlet to remain open, and close the throttle valve at the inner duct outlet until a surge signal is detected at the inner duct outlet, and then promptly open the throttle valve to complete the performance recording of the inner duct at this rotational speed; S104. Push the rotational speed of the component test piece to other rotational speeds to complete the performance recording of the inner duct at different rotational speeds.

[0012] As a further improvement of the above technical solution, if the method of numerical simulation is adopted, step S1 includes: S111. Generate structured grids for the low-pressure compressor blades through grid drawing software to obtain the structured grids of the fluid domain; S112. Perform pre-processing settings for calculation on the structured grids through CFD pre-processing software, including design rotational speed, rotor-stator interface method, turbulence model, boundary conditions, etc.; S113. Conduct three-dimensional simulation calculations to obtain the inner duct characteristics of the low-pressure compressor.

[0013] As a further improvement of the above technical solution, step S3 includes: According to the relative conversion rotational speed formula calculate to obtain the relative conversion rotational speed of the low-pressure compressor, wherein, NLc is the relative conversion rotational speed of the low pressure, is the total temperature at the low-pressure inlet, is the low-pressure design rotational speed, and NL is the physical rotational speed of the low pressure.

[0014] As a further improvement of the above technical solution, step S4 includes: If the relative conversion rotational speed of the low-pressure compressor obtained in step S3 cannot be obtained according to the corresponding table, interpolate and calculate the inner duct pressure ratio and inner duct efficiency respectively according to the interval where the current relative conversion rotational speed is located by the formula and the formula wherein, is the first adjacent rotational speed of NLc in the corresponding table, is the second adjacent rotational speed of NLc in the corresponding table, is , is the low-pressure inner duct pressure ratio corresponding to NLc, is the low-pressure inner duct efficiency corresponding to NLc, is the corresponding low-pressure inner duct pressure ratio, is the corresponding low-pressure internal specific pressure ratio is the corresponding low-pressure internal efficiency is the corresponding low-pressure internal efficiency

[0015] As a further improvement of the above technical solution, step S5 includes: Based on the internal specific pressure ratio π and internal efficiency η of the engine low-pressure compressor and the low-pressure compressor inlet temperature obtained from the current overall engine test monitoring , through equation calculate the total temperature at the internal outlet In the formula, is the total temperature at the low-pressure inlet is the total temperature between the high-pressure and low-pressure is the low-pressure internal specific pressure ratio is the adiabatic index is the low-pressure internal efficiency

[0016] According to another aspect of the present invention, there is also provided an aeroengine, which includes the method for obtaining the total temperature between the high-pressure and low-pressure of a thrust turbofan engine as described above

[0017] The present invention has the following beneficial effects: By obtaining the internal characteristics of the low-pressure compressor at full speed, based on the internal characteristics of the low-pressure compressor, through the overall engine performance iteration, the engine internal common working line is obtained, that is, the relationship between the internal flow rate and the internal specific pressure ratio at different speeds is obtained. During the operation of the overall engine, the physical speed and the inlet total temperature of the engine low-pressure inlet are monitored, and the relative converted speed of the low-pressure compressor is calculated. According to the current low-pressure relative converted speed, the specific pressure ratio and efficiency of the current engine low-pressure internal are obtained from the corresponding table. When it cannot be directly obtained from the corresponding table, the difference calculation is used to obtain the specific pressure ratio and efficiency of the current engine low-pressure internal. Based on the specific pressure ratio and efficiency of the current engine internal, the total temperature at the internal outlet and the high-pressure inlet is obtained. Without installing a total temperature probe and increasing the structural complexity, this method can quickly obtain the total temperature between the high-pressure compressor and the low-pressure compressor, effectively simplify the structure, and reduce the economic and time costs

[0018] In addition to the purposes, features and advantages described above, the present invention has other purposes, features and advantages. The present invention will be further described in detail below with reference to the drawings BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings: Figure 1It is a schematic diagram of the high-pressure guide vane adjustment law in the prior art; Figure 2 It is a flowchart of a preferred embodiment of the present invention; Figure 3 It is a schematic diagram of the relationship between the core flow rate and the core pressure ratio at different rotational speeds in a preferred embodiment of the present invention. Detailed implementation manners

[0020] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways defined and covered by the following.

[0021] Figure 2 It is a flowchart of a preferred embodiment of the present invention; Figure 3 It is a schematic diagram of the relationship between the core flow rate and the core pressure ratio at different rotational speeds in a preferred embodiment of the present invention.

[0022] As Figure 2 and Figure 3 shown, a method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine in this embodiment includes the following: S1. Obtain the core characteristics of the low-pressure compressor at full rotational speed; among them, the core characteristics of the low-pressure compressor at full rotational speed refer to the pressure ratio characteristics and efficiency characteristics of the core at different low-pressure conversion rotational speeds NLcr. The pressure ratio characteristics of the core refer to the variation relationship between the low-pressure core compressor flow rate and the core pressure ratio. Refer to the dotted line in Figure 3 . The efficiency characteristics of the core refer to the variation relationship between the low-pressure core compressor flow rate and the core efficiency; S2. Based on the core characteristics of the low-pressure compressor, through the iteration of the overall engine performance, obtain the core common operating line of the engine, and then the relationship between the core flow rate and the core pressure ratio at different rotational speeds can be obtained; It should be understood that, referring to the dotted line in Figure 3 is the core pressure ratio characteristic of the low-pressure compressor obtained in step S1, and the solid line is the core common operating line of the engine. The intersection point of the two is the operating point of the engine at different conversion rotational speeds. For example, at the relative conversion rotational speed NLcr, the operating point of the engine is point A. Through this engine operating point, the core flow rate, core pressure ratio, and core efficiency of the low-pressure compressor of the engine at this relative conversion rotational speed can be obtained. For different relative conversion rotational speeds, the corresponding relationship between different relative conversion rotational speeds NLcr and the core pressure ratio and core efficiency shown in Table 1 can be obtained. In Table 1, NLcr is a set of relative conversion rotational speed values with an interval of 0.05 used when obtaining the core characteristics through component tests or numerical simulations in step S1. For example, NLcr is... 0.80, 0.85, 0.90, 0.95...; Table 1 Corresponding relationship between different relative conversion rotational speeds and core pressure ratio, core efficiency

[0023] S3. Obtain the physical speed and total inlet temperature of the engine's low-pressure inlet through the monitoring of the whole machine's operation, and calculate the relative converted speed of the low-pressure compressor; S4. Obtain the pressure ratio and efficiency of the current low-pressure core of the engine from the corresponding table according to the current relative converted speed of the low-pressure, or calculate the pressure ratio and efficiency of the current low-pressure core of the engine by using difference calculation; S5. Obtain the total temperature at the core outlet and high-pressure inlet based on the pressure ratio and efficiency of the current core of the engine.

[0024] It can be understood that this method obtains the core characteristics of the low-pressure compressor at full speed, based on the core characteristics of the low-pressure compressor, through the iteration of the whole machine performance, obtains the core common operating line of the engine, that is, obtains the relationship between the core flow rate and the core pressure ratio at different speeds. During the operation of the whole machine, monitor the physical speed and total inlet temperature of the engine's low-pressure inlet, and calculate the relative converted speed of the low-pressure compressor. Obtain the pressure ratio and efficiency of the current low-pressure core of the engine from the corresponding table according to the current relative converted speed of the low-pressure. When it cannot be directly obtained from the corresponding table, calculate the pressure ratio and efficiency of the current low-pressure core of the engine by using difference calculation. Obtain the total temperature at the core outlet and high-pressure inlet based on the pressure ratio and efficiency of the current core of the engine. This method realizes the rapid acquisition of the total temperature between the high-pressure compressor and the low-pressure compressor without installing a total temperature probe and increasing the structural complexity, effectively simplifies the structure, and reduces the economic and time costs.

[0025] In some embodiments, step S1 includes: adopting the method of low-pressure compressor component test or numerical simulation to obtain the core characteristics of the low-pressure compressor at full speed. Obtaining the low-pressure core characteristics through the above method is mainly to obtain the variation relationship between the core flow rate, core pressure ratio and core efficiency of the low-pressure compressor at different relative converted speeds: for a certain relative converted speed, there is a one-to-one correspondence between the low-pressure core flow rate, core pressure ratio and core efficiency, thus providing a calculation basis for subsequent calculations; Specifically, if the method of low-pressure compressor component test is adopted, step S1 includes: S101. When opening the throttle valves at the outlets of the inner and outer cores of the low-pressure compressor, push the speed of the component test piece to the preset speed; S102. Adjust the throttle valves at the outlets of the inner and outer cores respectively to adjust the pressure ratios of the inner and outer cores to the working pressure ratios corresponding to the preset speed; S103. Control the throttle valve at the outer core outlet to remain open, close the throttle valve at the inner core outlet until a surge signal is detected at the inner core outlet, and immediately open the throttle valve to complete the performance recording of the core at this speed; S104. Push the speed of the component test piece to other speeds to complete the performance recording of the cores at different speeds.

[0026] If the numerical simulation method is adopted, step S1 includes: S111. Generate structured grids for the low-pressure compressor blades through grid drawing software to obtain the structured grids of the fluid domain; S112. Perform pre-calculation settings on the structured grids through CFD pre-processing software, including design speed, rotor-stator interface method, turbulence model, boundary conditions, etc.; S113. Conduct three-dimensional simulation calculations to obtain the internal characteristics of the low-pressure compressor.

[0027] The main purpose of obtaining the low-pressure internal characteristics through the above method is to obtain the variation relationship among the internal flow rate, internal pressure ratio, and internal efficiency of the low-pressure compressor at different relative corrected speeds: for a determined relative corrected speed, there is a one-to-one correspondence among the low-pressure internal flow rate, internal pressure ratio, and internal efficiency, which provides a calculation basis for the subsequent steps; it should be noted that before the overall engine test, for the case where the low-pressure compressor component test has been completed, the internal characteristics of the test components are preferably used in this method; otherwise, the low-pressure internal characteristics obtained by numerical simulation are used for calculation.

[0028] In some embodiments, step S3 includes: According to the relative corrected speed formula Calculate the relative corrected speed of the low-pressure compressor, where NLc is the low-pressure relative corrected speed, is the total inlet temperature of the low-pressure stage, is the low-pressure design speed, and NL is the physical speed of the low-pressure compressor; in the overall engine test, the physical speed NL of the low-pressure compressor is generally a conventional monitoring parameter. Monitor the physical speed NL and the inlet temperature of the low-pressure compressor inlet through the engine overall test. According to the relative corrected speed formula, the relative corrected speed NLc of the low-pressure compressor can be calculated; Furthermore, step S4 includes: If the relative corrected speed of the low-pressure compressor obtained in step S3 cannot be obtained according to the corresponding table, interpolate and calculate the internal pressure ratio and internal efficiency respectively according to the interval where the current relative corrected speed is located using the formula and the formula where is the first adjacent speed of NLc in the corresponding table, is the second adjacent speed of NLc in the corresponding table, is , is the low-pressure internal pressure ratio corresponding to NLc, is the low-pressure internal efficiency corresponding to NLc, is corresponding to the low-pressure internal pressure ratio, is The corresponding low-pressure internal specific pressure ratio is The corresponding low-pressure internal efficiency is The corresponding low-pressure internal efficiency

[0029] Among them, the relative converted speed NLc of the low-pressure compressor obtained in step S3 is compared with the relative converted speed in Table 1 obtained in step 2. If NLc can be directly obtained in Table 1, the internal specific pressure ratio of the current low-pressure compressor of the engine can be directly obtained through Table 1 and efficiency ; if the relative converted speed NLc of the low-pressure compressor obtained in step S3 cannot be directly obtained in Table 1, select the relative converted speed interval where the current NLc is located in Table 1. For example, the relative converted speed is the first adjacent speed of NLc in the corresponding table is the second adjacent speed of NLc in the corresponding table , that is , and The corresponding internal specific pressure ratios are respectively and , and the internal efficiencies are respectively and , that is, the current relative converted speed NLc of the low-pressure in the whole engine test is located between and , and the internal specific pressure ratio and efficiency of the current low-pressure compressor of the engine are obtained through the interpolation calculation formula

[0030] In some embodiments, step S5 includes: Based on the internal specific pressure ratio π and internal efficiency η of the engine low-pressure compressor and the inlet temperature of the low-pressure compressor monitored in the current whole engine test , the total temperature at the internal outlet is calculated through the formula In the formula , is the total temperature at the low-pressure inlet is the total temperature between the high-pressure and low-pressure is the low-pressure internal specific pressure ratio is the adiabatic index is the low-pressure internal efficiency

[0031] After numerical simulation verification, the difference between the total inlet temperature data of the high-pressure compressor obtained by the method of the present invention and the theoretically calculated data is no more than 1 degree, indicating that the method is feasible and effective. This method can calculate through the characteristics of the low-pressure compressor and the common operating line of the whole engine without installing total temperature probe measuring points and increasing the structural complexity. It iterates based on the internal characteristics and overall performance of the low-pressure compressor component to quickly obtain the total inlet temperature of the high-pressure compressor, and then can conveniently perform precise control of the high-pressure variable guide vane to ensure the safe operation of the engine.

[0032] On the other hand, a preferred embodiment of the present invention also provides an aeroengine to which the method for obtaining the total temperature between the high and low pressures of a turbofan engine is applied.

[0033] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0034] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, 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 a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0035] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for obtaining the total temperature between high and low pressure of a thrust turbofan engine, characterized in that: Includes the following: S1. Obtain the intrinsic characteristics of the full speed of the low-pressure compressor; S2. Based on the intrinsic characteristics of the low-pressure compressor, the common intrinsic working line of the engine is obtained through the whole machine performance iteration; S3. Obtain the physical speed and total temperature of the low-pressure inlet of the engine by monitoring the whole machine operation, and calculate the relative conversion speed of the low-pressure compressor; S4. Obtain the pressure ratio and efficiency of the current low-pressure connotation of the engine from the corresponding table according to the current low-pressure relative conversion speed or obtain the pressure ratio and efficiency of the current low-pressure connotation of the engine by difference calculation; S5. Obtain the total temperature of the internal pressure outlet and the high pressure inlet based on the current internal pressure ratio and efficiency of the engine.

2. The method for obtaining the total temperature between high and low pressure of a thrust turbofan engine according to claim 1, characterized in that: Step S1 includes: The intrinsic characteristics of the low-pressure compressor at full speed are obtained by using low-pressure compressor component tests or numerical simulation methods.

3. The method for obtaining the total temperature between high and low pressure of a thrust turbofan engine according to claim 2, characterized in that: If the method of low-pressure compressor component testing is adopted, step S1 includes: S101. When the throttle valves at the outlets of the inner and outer ducts of the low-pressure compressor are opened, the rotation speed of the component test piece is pushed to the preset rotation speed; S102. Adjust the throttle valves at the outlets of the inner and outer culverts respectively to adjust the pressure ratio of the inner and outer culverts to the working pressure ratio corresponding to the preset speed; S103. Control the outer throttle valve to maintain and close the inner throttle valve until the inner outlet detects a surge signal, and open the throttle valve in time to complete the performance recording of the speed connotation; S104. Push the rotation speed of the component test piece to other rotation speeds to complete the performance recording of different rotation speed connotations.

4. The method for obtaining the total temperature between high and low pressure of a thrust turbofan engine according to claim 2, characterized in that: If the numerical simulation method is adopted, step S1 includes: S111. Generate a structured grid for the low-pressure compressor blades using a grid drawing software to obtain a structured grid for the fluid domain; S112. Perform calculation pre-processing settings on the structured grid using CFD pre-processing software, including design speed, rotary-static interface mode, turbulence model, boundary conditions, etc.; S113. Perform three-dimensional simulation calculations to obtain the intrinsic characteristics of the low-pressure compressor.

5. The method for obtaining the total temperature between high and low pressure of a thrust turbofan engine according to claim 1, characterized in that: Step S3 includes: According to the relative conversion speed formula Calculate the relative conversion speed of the low-pressure compressor. Where NLc is the low pressure relative conversion speed, is the total temperature of the low pressure inlet, is the low pressure design speed, and NL is the low pressure physical speed.

6. The method for obtaining the total temperature between high and low pressure of a thrust turbofan engine according to claim 1, characterized in that: Step S4 includes: If the relative conversion speed of the low-pressure compressor obtained in step S3 cannot be obtained according to the corresponding table, the relative conversion speed is calculated according to the current relative conversion speed interval. ,Mode The internal pressure ratio and internal efficiency are interpolated and calculated respectively. In the formula, is the first adjacent speed of NLc in the corresponding table, is the second adjacent speed of NLc in the corresponding table, , is the low pressure internal pressure ratio corresponding to NLc, is the low-pressure internal efficiency corresponding to NLc, for The corresponding low pressure internal pressure ratio is, for The corresponding low pressure internal pressure ratio is, for The corresponding low-pressure internal efficiency is for The corresponding low-pressure intrinsic efficiency.

7. The method for obtaining the total temperature between high and low pressure of a thrust turbofan engine according to claim 1, characterized in that: Step S5 includes: Based on the internal pressure ratio π and internal efficiency η of the engine low-pressure compressor and the low-pressure compressor inlet temperature obtained by the current whole machine test monitoring , through Calculate the total temperature of the internal port, In the formula, is the total temperature of the low pressure inlet, is the total temperature between high and low pressure, is the low pressure internal pressure ratio, is the adiabatic index, It is the low pressure intrinsic efficiency.

8. An aircraft engine, characterized in that: The method for obtaining the total temperature between the high and low pressure of a thrust turbofan engine as described in any one of claims 1 to 7 is applied.

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