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

Abstract

The present invention discloses a method for obtaining the total temperature between the high pressure and the low pressure of a thrust turbofan engine and an aeroengine, including the following: obtaining the internal characteristics of the low-pressure compressor at full speed; based on the internal characteristics of the low-pressure compressor, obtaining the engine internal common working line through the iteration of the overall engine performance; obtaining the physical speed and the inlet total temperature at the low-pressure inlet of the engine through the monitoring of the overall engine operation, and calculating the relative corrected speed of the low-pressure compressor; obtaining the pressure ratio and efficiency of the current low-pressure internal flow of the engine from the corresponding table according to the current low-pressure relative corrected speed or obtaining the pressure ratio and efficiency of the current low-pressure internal flow of the engine by using difference calculation; obtaining the total temperature at the outlet of the internal flow and the inlet of the high pressure based on the pressure ratio and efficiency of the current internal flow of the engine. Without the need to install a total temperature probe and increase 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.

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 Art

[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 reaction thrust, and mainly consists of three components: a low-pressure compressor (fan), a core engine, and a low-pressure turbine, wherein the core engine consists of a high-pressure compressor, a combustion chamber, and a gas turbine. Small and medium thrust turbofan engines generally refer to turbofan engines with a thrust of less than 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, and 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 converted speed ( ), and the relative converted speed ( ) is obtained by converting the high-pressure speed (NH) relative to the high-pressure compressor inlet temperature ( ). 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 converted 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)

[0005] Wherein, is the high-pressure relative converted 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.

[0006] 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 high-pressure compressor converted speed ( ) is obtained, so as to achieve accurate control of the guide vane angle of the high-pressure compressor.

[0007] 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 measurement 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 twin-spool turbofan engine will increase the number of parts and processing costs, and further increase the structural complexity and uncontrollability of the engine.

[0008] 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 measurement 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 lines, making the parts more and the structural lines more complex; especially for medium and small thrust turbofan engines, compared with the large thrust turbofan engines used in airliners, their outer contour dimensions are smaller, the structure is more compact, and the pipelines are more complex. If a T25 total temperature measurement 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

[0009] 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 measurement point to obtain the total temperature at the high-pressure inlet will increase parts such as total temperature probes, test seats and test lines, making the parts more and the structural lines more complex.

[0010] 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:

[0011] S1. Obtain the internal characteristics of the low-pressure compressor at full speed.

[0012] S2. Based on the internal characteristics of the low-pressure compressor, obtain the engine internal common operating line through overall engine performance iteration.

[0013] 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.

[0014] 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 calculate the pressure ratio and efficiency of the current engine low-pressure internal flow by using difference calculation.

[0015] 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.

[0016] As a further improvement of the above technical solution, step S1 includes: obtaining the internal characteristics of the low-pressure compressor at full speed by using the method of low-pressure compressor component test or numerical simulation.

[0017] As a further improvement of the above technical solution, if the method of low-pressure compressor component test is adopted, step S1 includes:

[0018] S101. When opening the throttling valves at the outlets of the inner and outer flows of the low-pressure compressor, push the speed of the component test piece to the preset speed;

[0019] S102. Adjust the throttling valves at the outlets of the inner and outer flows respectively to adjust the pressure ratios of the inner and outer flows to the working pressure ratios corresponding to the preset speed;

[0020] S103. Control the throttling valve at the outer flow outlet to remain open, close the throttling valve at the inner flow outlet until a surge signal is detected at the inner flow outlet, and then promptly open the throttling valve to complete the performance recording of the inner flow at this speed;

[0021] S104. Push the speed of the component test piece to other speeds to complete the performance recording of the inner flow at different speeds.

[0022] As a further improvement of the above technical solution, if the method of numerical simulation is adopted, step S1 includes:

[0023] S111. Generate structured grids for the low-pressure compressor blades through grid drawing software to obtain the structured grids of the fluid domain;

[0024] S112. Perform pre-processing settings for calculation on the structured grids through CFD pre-processing software, including design speed, rotor-stator interface method, turbulence model, boundary conditions, etc.;

[0025] S113. Conduct three-dimensional simulation calculations to obtain the internal characteristics of the low-pressure compressor.

[0026] As a further improvement of the above technical solution, step S3 includes: According to the relative conversion speed formula Calculate to obtain the relative conversion speed of the low-pressure compressor,

[0027] In the formula, NLc is the relative conversion speed of the low pressure, is the total temperature at the low-pressure inlet, is the low-pressure design speed, and NL is the low-pressure physical speed.

[0028] As a further improvement of the above technical solution, step S4 includes:

[0029] If the relative conversion speed of the low-pressure compressor obtained in step S3 cannot be obtained according to the corresponding table, according to the interval where the current relative conversion speed is located, use the formula and formula Interpolate and calculate the internal compression ratio and internal efficiency respectively,

[0030] In the formula, 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 the low-pressure internal compression ratio corresponding to NLc, is the low-pressure internal efficiency corresponding to NLc, is the corresponding low-pressure internal compression ratio, is the corresponding low-pressure internal compression ratio, is the corresponding low-pressure internal efficiency, is the corresponding low-pressure internal efficiency.

[0031] As a further improvement of the above technical solution, step S5 includes:

[0032] Based on the internal compression 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 the formula calculate and obtain the total temperature at the internal outlet,

[0033] 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 compression ratio, is the adiabatic index, is the low-pressure internal efficiency.

[0034] According to another aspect of the present invention, an aeroengine is further provided, which includes the method for obtaining the total temperature between the high-pressure and low-pressure of the thrust turbofan engine as described above.

[0035] The present invention has the following beneficial effects:

[0036] 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 overall engine performance, the core common operating line of the engine is obtained, that is, the relationship between the core flow rate and the core pressure ratio at different speeds is obtained. During the operation of the whole engine, the physical speed and the total inlet temperature at the low-pressure inlet of the engine are monitored, and the relative corrected speed of the low-pressure compressor is calculated. According to the current relative corrected speed of the low-pressure compressor, the pressure ratio and efficiency of the current low-pressure core of the engine are obtained from the corresponding table. When it cannot be directly obtained from the corresponding table, the pressure ratio and efficiency of the current low-pressure core of the engine are obtained by difference calculation. Based on the pressure ratio and efficiency of the current core of the engine, the total temperature at the core outlet and the high-pressure inlet is obtained. This method can quickly obtain 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 simplifying the structure and reducing the economic and time costs.

[0037] 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

[0038] 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 to the present invention. In the drawings:

[0039] Figure 1 is a schematic diagram of the adjustment law of the high-pressure guide vane in the prior art;

[0040] Figure 2 is a flowchart of a preferred embodiment of the present invention;

[0041] Figure 3 is a schematic diagram of the relationship between the core flow rate and the core pressure ratio at different speeds of a preferred embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0042] The following will describe the embodiments of the present invention in detail with reference to the drawings. However, the present invention can be implemented in many different ways defined and covered by the following.

[0043] Figure 2 is a flowchart of a preferred embodiment of the present invention; Figure 3 is a schematic diagram of the relationship between the core flow rate and the core pressure ratio at different speeds of a preferred embodiment of the present invention.

[0044] 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:

[0045] S1. Obtain the internal characteristics of the low-pressure compressor at full speed; among them, the internal characteristics of the low-pressure compressor at full speed refer to the pressure ratio characteristics and efficiency characteristics of the internal flow at different low-pressure conversion speeds NLcr. The pressure ratio characteristics of the internal flow refer to the variation relationship between the low-pressure internal flow rate and the internal pressure ratio, referring to the dotted line in Figure 3 , and the efficiency characteristics of the internal flow refer to the variation relationship between the low-pressure internal flow rate and the internal efficiency;

[0046] S2. Based on the internal characteristics of the low-pressure compressor, through the iteration of the overall engine performance, obtain the internal common operating line of the engine, and then the relationship between the internal flow rate and the internal pressure ratio at different speeds can be obtained;

[0047] It should be understood that, referring to the dotted line in Figure 3 is the internal pressure ratio characteristic of the low-pressure compressor obtained in step S1, the solid line is the internal common operating line of the engine, and the intersection of the two is the operating point of the engine at different conversion speeds. For example, at the relative conversion speed NLcr, the operating point of the engine is point A. Through this engine operating point, the internal flow rate, internal pressure ratio, and internal efficiency of the low-pressure compressor of the engine at this relative conversion speed can be obtained. For different relative conversion speeds, the corresponding relationship between different relative conversion speeds NLcr and the internal pressure ratio and internal efficiency shown in Table 1 can be obtained. In Table 1, NLcr is a set of relative conversion speed values with an interval of 0.05 used in step S1 to obtain the internal characteristics through component tests or numerical simulations. For example, NLcr is... 0.80, 0.85, 0.90, 0.95...;

[0048] Table 1 Corresponding relationship between different relative conversion speeds and internal pressure ratio and internal efficiency

[0049]

[0050] S3. Obtain the physical speed and total inlet temperature at the low-pressure inlet of the engine through the monitoring of the overall engine operation, and calculate the relative conversion speed of the low-pressure compressor;

[0051] S4. Obtain the pressure ratio and efficiency of the current low-pressure internal flow of the engine from the corresponding table according to the current low-pressure relative conversion speed or calculate the pressure ratio and efficiency of the current low-pressure internal flow of the engine by using difference calculation;

[0052] 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 internal flow of the engine.

[0053] It can be understood that this method obtains the internal characteristics of the low-pressure compressor at full speed. Based on the internal characteristics of the low-pressure compressor, through the iteration of the overall engine performance, the internal common operating line of the engine is obtained, that is, the relationship between the internal flow rate and the internal pressure ratio at different speeds is obtained. During the operation of the whole engine, the physical speed and the total inlet temperature at the low-pressure inlet of the engine are monitored, and the relative corrected speed of the low-pressure compressor is calculated. According to the current relative corrected speed of the low-pressure compressor, the pressure ratio and efficiency of the current low-pressure internal flow of the engine are obtained from the corresponding table. When it is impossible to directly obtain them from the corresponding table, the pressure ratio and efficiency of the current low-pressure internal flow of the engine are obtained by using difference calculation. Based on the pressure ratio and efficiency of the current internal flow of the engine, the total temperature at the internal flow outlet and the high-pressure inlet is obtained. This method can quickly obtain 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 simplifying the structure and reducing the economic and time costs.

[0054] In some embodiments, step S1 includes: obtaining the internal characteristics of the low-pressure compressor at full speed by using the method of low-pressure compressor component test or numerical simulation. Obtaining the internal characteristics of the low-pressure compressor through the above method is mainly to obtain the variation relationship among the internal flow rate, the internal pressure ratio, and the internal efficiency of the low-pressure compressor at different relative corrected speeds: for a certain relative corrected speed, there is a one-to-one correspondence among the internal flow rate, the internal pressure ratio, and the internal efficiency of the low-pressure compressor, thus providing a calculation basis for subsequent calculations;

[0055] Specifically, if the method of low-pressure compressor component test is adopted, step S1 includes:

[0056] S101. When opening the internal and external flow outlet throttle valves of the low-pressure compressor, push the speed of the component test piece to the preset speed;

[0057] S102. Adjust the internal and external flow outlet throttle valves respectively to adjust the internal and external pressure ratios to the working pressure ratios corresponding to the preset speed;

[0058] S103. Control the external flow outlet throttle valve to remain open, close the internal flow outlet throttle valve until a surge signal is detected at the internal flow outlet, and then quickly open the throttle valve to complete the performance recording of the internal flow at this speed;

[0059] S104. Push the speed of the component test piece to other speeds to complete the performance recording of the internal flow at different speeds.

[0060] If the method of numerical simulation is adopted, step S1 includes:

[0061] S111. Generate structured grids for the low-pressure compressor blades through grid drawing software to obtain the structured grids of the fluid domain;

[0062] S112. Perform pre - calculation settings on the structured grid through CFD pre - processing software, including design speed, rotor - stator interface mode, turbulence model, boundary conditions, etc.;

[0063] S113. Conduct three - dimensional simulation calculations to obtain the internal characteristics of the low - pressure compressor.

[0064] The main purpose of obtaining the low - pressure internal characteristics through the above - mentioned 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 certain relative corrected speed, there is a one - to - one correspondence among the low - pressure internal flow rate, internal pressure ratio, and internal efficiency, providing 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 component are preferentially used in this method; otherwise, the low - pressure internal characteristics obtained by numerical simulation are used for calculation.

[0065] In some embodiments, step S3 includes: calculating the relative corrected speed of the low - pressure compressor according to the relative corrected speed formula

[0066] where NLc is the relative corrected speed of the low - pressure compressor, is the total temperature at the low - pressure inlet, 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;

[0067] Further, step S4 includes:

[0068] 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

[0069] where 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, is corresponding to the low - pressure internal pressure ratio, is corresponding to the low - pressure internal pressure ratio, ​​​is the corresponding low-pressure internal efficiency is the corresponding low-pressure internal efficiency

[0070] 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 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 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 pressure ratio and efficiency of the current low-pressure compressor of the engine are obtained through the interpolation calculation formula

[0071] In some embodiments, step S5 includes:

[0072] Based on the internal 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,

[0073] where 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 pressure ratio is the adiabatic index is the low-pressure internal efficiency

[0074] 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. By iterating based on the internal characteristics and overall performance of the low-pressure compressor component, the total inlet temperature of the high-pressure compressor can be quickly obtained, and then the accurate control of the high-pressure variable guide vane can be conveniently carried out to ensure the safe operation of the engine.

[0075] 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.

[0076] 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.

[0077] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be 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 situations.

[0078] 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 in the protection scope of the present invention.

Claims

1. A method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine, characterized in that, The following contents are included: S1. Obtain the internal characteristics of the low-pressure compressor at full speed. S2. Based on the internal characteristics of the low-pressure compressor, obtain the engine internal common operating line through the iteration of the overall engine performance. S3. Obtain the physical speed at the low-pressure inlet and the total inlet temperature of the engine through the monitoring of the overall engine operation, and calculate the relative corrected 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 relative corrected speed of the low-pressure or calculate the pressure ratio and efficiency of the current engine low-pressure internal flow by using difference calculation. S5. Obtain the total temperature at the outlet of the internal flow and at the high-pressure inlet based on the pressure ratio and efficiency of the current engine internal flow.

2. The method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine according to claim 1, characterized in that, Step S1 includes: Adopt the method of low-pressure compressor component test or numerical simulation to obtain the internal characteristics of the low-pressure compressor at full speed.

3. The method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine according to claim 2, wherein, 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 flows 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 flows respectively to adjust the pressure ratios of the inner and outer flows to the working pressure ratios corresponding to the preset speed. S103. Control the throttle valve at the outlet of the outer flow to remain open, close the throttle valve at the outlet of the inner flow until a surge signal is detected at the outlet of the inner flow, and then promptly open the throttle valve to obtain the internal characteristics at the preset speed. S104. Push the speed of the component test piece to other speeds to obtain the internal characteristics at different speeds.

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

5. The method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine according to claim 1, wherein Step S3 includes: According to the relative conversion speed formula the relative conversion speed of the low-pressure compressor is calculated and obtained In the formula, is the low-pressure relative conversion speed, is the total temperature at the low-pressure inlet, is the low-pressure design speed, is the low-pressure physical speed.

6. The method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine according to claim 1, characterized in that, 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, interpolation calculations are performed on the core pressure ratio and the core efficiency respectively according to the interval where the current relative corrected speed is located using Equation and Equation ​ In the formula, is the low-pressure relative conversion speed, is the first adjacent speed in the corresponding table, is the second adjacent speed in the corresponding table, , is the corresponding low-pressure internal specific volume ratio, is the corresponding low-pressure internal efficiency, is the corresponding low-pressure internal specific volume ratio, is the corresponding low-pressure internal specific volume ratio, is the corresponding low-pressure internal efficiency, is the corresponding low-pressure internal efficiency.

7. The method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine according to claim 1, characterized in that, Step S5 includes: Based on the compressor pressure ratio π and the efficiency η of the low-pressure compressor of the engine, as well as the inlet temperature of the low-pressure compressor obtained from the current overall engine test monitoring , through Equation the total temperature at the outlet of the core is calculated and obtained. In the formula, is the total temperature at the low-pressure inlet, is the total temperature between the high and low pressures, is the low-pressure core pressure ratio, is the adiabatic index, is the low-pressure core efficiency.

8. An aeroengine, characterized in that, Apply the method for obtaining the total temperature between the high and low pressures of a thrust turbofan engine as described in any one of claims 1-7.

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