Performance degradation modeling method for aero-engine with degradation characteristics of fuel actuating mechanism

Abstract

The invention discloses a performance degradation modeling method for an aero-engine with degradation characteristics of a fuel actuating mechanism, and the method comprises the steps: firstly building a hydraulic simulation model of a fuel pump, a metering valve, an equal-pressure-difference valve and a constant-pressure valve assembly on AMEsim according to the structure and working principle of the fuel actuating mechanism, considering the typical degradation mode of the hydraulic simulation model, and constructing a hydraulic simulation model of the fuel pump, the metering valve, the equal-pressure-difference valve and the constant-pressure valve assembly; and establishing an aero-engine fuel actuating mechanism recession simulation model. The method comprises the following steps: designing a simulation scheme aiming at the decline of the engine and the actuating mechanism, establishing an engine and actuating mechanism joint decline model, selecting part of typical actuating mechanism decline modes, and researching the influence of the decline of the engine and the actuating mechanism on the overall performance of the engine in combination with the performance decline of the engine. The aero-engine performance degradation modeling method containing the fuel actuating mechanism degradation characteristic has high engineering applicability and can provide technical support for health management of the aero-engine.

Description

Technical Field

[0001] The present invention belongs to the field of aero - engine health management, and particularly relates to a method for modeling the performance degradation of an aero - engine with the degradation characteristics of a fuel actuator. Background Technique

[0002] Aero - engines are characterized by complex structures and a large number of components. Since they operate in extreme environments such as high temperature, high pressure, high speed, and strong vibration for a long time, extremely high requirements are imposed on the performance and lifespan of components. Therefore, establishing a perfect health management system not only can extend the service life of the engine but also can effectively avoid flight accidents caused by failures, which is of great significance.

[0003] With the continuous innovation of aero - engine technology, aero - engines have evolved from traditional mechanical - hydraulic control to full - authority digital electronic control. The fuel control system of aero - engines has also been constantly evolving, but its key components still maintain a hydraulic system. Existing research mainly focuses on the analysis of the flow and pressure characteristics of fuel actuators, but the analysis of the impact of actuator degradation is insufficient, and the dynamic and steady - state characteristics under the actual operating conditions of the engine are rarely considered. Therefore, the present invention establishes a performance degradation model of an aero - engine with the degradation characteristics of a fuel actuator, combines the actual operating conditions of the engine, and analyzes how the degradation of engine components and actuators affects the performance of the whole engine, providing technical support for engine health management. Summary of the Invention

[0004] The present invention provides a method for modeling the performance degradation of an aero - engine with the degradation characteristics of a fuel actuator, which comprehensively considers the characteristics of the engine and the fuel actuator, can analyze the impact of engine performance and actuator degradation on the performance of the whole engine, and provides technical support for the health management of aero - engines.

[0005] The present invention adopts the following technical solutions: A method for modeling the performance degradation of an aero - engine with the degradation characteristics of a fuel actuator, characterized by comprising the following steps:

[0006] Step A: According to the working principle of the fuel actuator and considering its typical degradation modes, establish a degradation simulation model of the fuel actuator of the aero - engine;

[0007] Step B: Combine the fuel actuator degradation model designed in Step A, consider the actual operating conditions of the engine, and establish a performance degradation model of an aero - engine with the degradation characteristics of a fuel actuator;

[0008] Step C: Adopt the performance degradation model of the aero - engine established in Step B to analyze the impact of the degradation of different components on the fuel control system. Design a degradation verification scheme to analyze the impact of engine performance degradation and actuator degradation on the performance of the whole engine.

[0009] Step A includes the following steps:

[0010] (1) Perform a typical component degradation analysis on the fuel

[0011] The fuel pump supplies fuel to the engine with corresponding pressure and flow rate to ensure the normal operation of the fuel control system. In this invention, a gear pump is selected as the fuel pump. According to the working principle of the gear pump, its flow rate can be approximately calculated as the volume of the tooth space between the main and driven gears. Thus, the displacement per revolution of the gear pump can be obtained as:

[0012] V = 2πzm 2 b (1)

[0013] In the formula, b is the tooth width, m is the module of the gear, and z is the number of teeth.

[0014] During the long-term use of the fuel pump, phenomena such as an increase in radial clearance or axial clearance, and damage to the sealing ring may occur, resulting in the fuel flowing from the outlet of the fuel pump to the inlet, causing internal leakage of the fuel pump, insufficient fuel pressure boost, and a decrease in the output fuel volume. At this time, the theoretical fuel supply flow rate of the gear pump can be expressed as:

[0015] q = 2πzm 2 bn - Δq (2)

[0016] In the formula, when n is the rotational speed of the gear pump, Δq represents the flow rate of leakage of the gear pump.

[0017] The metering valve is an important component in the fuel actuator, and its function is to accurately control the fuel flow rate by controlling the valve displacement. Since there are inevitably some solid particles in the production process of aviation fuel, and as the valve is continuously used, some particles will adhere to the inner cavity wall of the valve, resulting in the obstruction of the valve spool displacement, manifested as a slower response of the spool or even the spool being stuck and unable to follow the displacement command. At this time, its flow rate calculation formula can be expressed as:

[0018]

[0019] In the formula, μ is the flow coefficient, A is the opening area of the metering valve, ΔP is the pressure difference between the front and rear ends of the valve, ρ is the fuel density. Q represents the flow rate when the spool is stuck, and Q f represents the flow rate when the spool is stuck. At this time, the output flow rate of the metering valve is a fixed value a.

[0020] The equal-pressure differential valve is an important component of the fuel actuator, which ensures the normal operation of the metering valve and keeps the pressure difference between the inlet end and the outlet end of the metering valve constant. According to formula (3), the outlet flow rate of the metering valve is proportional to the valve area at this time. The decline of the equal-pressure differential valve is often manifested in the fatigue of the valve spring, and the pre-tightening force of the spring decreases at this time. According to the working principle of the equal-pressure differential valve, an equilibrium equation between the spring force and the hydraulic oil pressure is established:

[0021]

[0022] Where ΔP d is the pressure difference after the decline of the equal-pressure differential valve; De is the valve opening diameter; K is the spring damping coefficient; x0 is the initial deformation value of the spring; Δx is the spring displacement value, and k d represents the decline coefficient of the spring pre-tightening force of the equal-pressure differential valve.

[0023] (2) Establishment of the decline simulation model of the fuel actuator

[0024] The fuel actuator mainly provides the high-pressure fuel required by the engine combustion chamber. The fuel in the fuel tank is pressurized by a gear pump and enters the fuel metering valve. After the metering device measures the fuel quantity, it enters the combustion chamber. According to the working principle of the fuel control device, the electronic controller sends a fuel metering signal to the torque motor in the electro-hydraulic servo valve, and its electromagnetic force causes the baffle of the servo valve to move, driving the spool and the follow-up piston to displace, and controlling the fuel flow rate flowing out of the metering valve. At the same time, the spool transmits the displacement signal to the linear variable differential transformer (LVDT) and feeds it back to the controller to form a closed-loop control. According to the established typical component decline model, a complete decline simulation model of the aero-engine fuel actuator is built in AMESim.

[0025] The said step B includes the following steps:

[0026] The present invention uses a certain type of turbofan cycle engine, and its main components include an air intake duct, a fan, a high-pressure compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, a mixing chamber, an afterburner, and a tail nozzle. The non-linear mathematical model of the engine is established and obtained by the component method based on C language, and then packaged in the form of a dynamic link library and called in the Simulink environment for digital simulation verification.

[0027] Define the engine component performance health parameter h as follows:

[0028]

[0029] Where X represents the value after the decline of the component characteristics, X *is the initial value of the component characteristics, where the subscript w represents the flow characteristics of the component, and the subscript e represents the efficiency characteristics of the component. The subscript i is the component number, where component 1 is the fan, component 2 is the compressor, component 3 is the high-pressure turbine, and component 4 is the low-pressure turbine. Inject the health parameters into the engine model to simulate the engine performance degradation.

[0030] The present invention designs a co-simulation platform based on two software, AMESim and Simulink. The fuel actuator model in AMESim is encapsulated to form a mexw 64 type file that can be called by Simulink. The original engine model actuator is replaced with a real fuel actuator model to construct an aero-engine performance degradation model with the degradation characteristics of the fuel actuator.

[0031] Step C includes using the aero-engine performance degradation model established in Step B to analyze the impact of different component degradations on the fuel control system. Design a degradation verification scheme to analyze the impact of engine performance degradation and actuator degradation on the overall engine performance. Description of the Drawings

[0032] Figure 1 is a schematic diagram of the aero-engine performance degradation model with the degradation characteristics of the fuel actuator;

[0033] Figure 2 is the fuel system simulation response curve in the fuel pump degradation mode of the fuel actuator, where (a) is the fuel pump flow-speed characteristic, (b) is the fuel actuator outlet flow response, (c) is the fuel outlet pressure response, and (d) is the metering valve displacement response;

[0034] Figure 3 is the fuel system simulation response curve in the metering valve degradation mode of the fuel actuator, where (a) is the fuel actuator outlet flow response, (b) is the metering valve displacement response, and (c) is the fuel outlet pressure response;

[0035] Figure 4 is the fuel system simulation response curve in the equal-pressure difference valve degradation mode of the fuel actuator, where (a) is the fuel actuator outlet flow response, (b) is the metering valve displacement response, (c) is the fuel actuator outlet pressure response, and (d) is the metering valve pressure difference response;

[0036] Figure 5 is the analysis result of the impact of the co-degradation model established by the present invention on engine performance degradation, where (a) is n H , (b) is n L (c) is P3, (d) is T 45 , (e) is F, (f) is EPR;

[0037] Figure 6 is the analysis result of the impact of the decline of the engine actuator under the combined decline model established by applying the present invention, where (a) is n H , and (b) is EPR. Specific implementation mode

[0038] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings:

[0039] The non-linear mathematical model of a certain type of turbofan engine used in the present invention is established and obtained based on the component method in C language, and then packaged into the form of a dynamic link library and called in the Simulink environment for digital simulation verification. The fuel actuator establishes a hydraulic model of the fuel actuator in AMESim and packages it as a mex64 file for calling in Simulink.

[0040] The present invention adopts the following technical solution: A method for modeling the performance decline of an aero-engine with the decline characteristics of a fuel actuator, characterized by including the following steps:

[0041] Step A: According to the working principle of the fuel actuator and considering its typical decline mode, establish a decline simulation model of the fuel actuator of the aero-engine;

[0042] Step B: Combine the fuel actuator decline model designed in Step A and consider the actual operating conditions of the engine to establish a performance decline model of an aero-engine with the decline characteristics of the fuel actuator;

[0043] Step C: Adopt the performance decline model of the aero-engine established in Step B to analyze the impact of the decline of different components on the fuel control system. Design a decline verification scheme to analyze the impact of the engine performance decline and the actuator decline on the overall performance of the engine.

[0044] The said Step A includes the following steps:

[0045] (1) Analysis of the decline of typical components of the fuel actuator

[0046] The fuel pump provides fuel with corresponding pressure and flow rate to the engine to ensure the normal operation of the fuel control system. The present invention selects a gear pump as the fuel pump. According to the working principle of the gear pump, its flow rate can be approximately calculated as the volume of the tooth spaces between the main and driven gears. Thus, the displacement per revolution of the gear pump is:

[0047] V = 2πzm 2 b (1)

[0048] In the formula, b is the tooth width, m is the module of the gear, and z is the number of teeth.

[0049] During the long-term use of the fuel pump, phenomena such as an increase in the radial clearance or axial clearance, and damage to the sealing ring may occur, resulting in the fuel flowing from the outlet of the fuel pump to the inlet, causing internal leakage of the fuel pump, insufficient pressurization of the fuel pump, and a decrease in the output fuel volume. At this time, the theoretical fuel supply flow rate of the gear pump can be expressed as:

[0050] q = 2πzm 2 bn-Δq (2)

[0051] In the formula, when n is the rotational speed of the gear pump, Δq represents the leakage flow rate of the gear pump.

[0052] The metering valve is an important component in the fuel actuator. Its function is to accurately control the fuel flow rate by controlling the valve displacement. Since there are inevitably some solid particles in the production process of aviation fuel, and as the valve is continuously used, some particles will adhere to the inner wall of the valve cavity, resulting in the obstruction of the valve spool displacement, manifested as a slower response of the spool or even the spool being stuck and unable to track the displacement command. At this time, its flow calculation formula can be expressed as:

[0053]

[0054] In the formula, μ is the flow coefficient, A is the opening area of the metering valve, ΔP is the pressure difference between the front and rear ends of the valve, ρ is the fuel density. Q represents the flow rate when the spool is stuck, and Q f represents the flow rate when the spool is completely stuck. At this time, the output flow rate of the metering valve is a fixed value a.

[0055] The equal-pressure difference valve is an important component of the fuel actuator, which ensures the normal operation of the metering valve and keeps the pressure difference between the inlet end and the outlet end of the metering valve constant. From formula (3), it can be obtained that at this time, the outlet flow rate of the metering valve is proportional to the valve area. The decline of the equal-pressure difference valve is often manifested in the fatigue of the valve spring, and at this time, the spring pre-tightening force decreases. According to the working principle of the equal-pressure difference valve, an equilibrium equation between the spring force and the hydraulic oil pressure is established:

[0056]

[0057] In the formula, ΔP d is the pressure difference after the decline of the equal-pressure difference valve; De is the opening diameter of the valve; K is the spring damping coefficient; x0 is the initial deformation value of the spring; Δx is the spring displacement value, and k d represents the decline coefficient of the spring pre-tightening force of the equal-pressure difference valve.

[0058] (2) Establishment of the fuel actuator decline simulation model

[0059] The fuel actuator mainly provides the high-pressure fuel required by the engine combustion chamber. The fuel in the fuel tank is pressurized by a gear pump and enters the fuel metering valve. After being metered by the metering device, the fuel enters the combustion chamber. According to the working principle of the fuel control device, the electronic controller sends a fuel metering signal to the torque motor in the electro-hydraulic servo valve. Its electromagnetic force causes the baffle of the servo valve to move, driving the spool and the follow-up piston to displace, and controlling the fuel flow rate flowing out of the metering valve. At the same time, the spool transmits the displacement signal to the linear variable differential transformer (LVDT), which is fed back to the controller to form a closed-loop control. According to the established typical component degradation model, a complete degradation simulation model of the aero-engine fuel actuator is built in AMESim.

[0060] Step B includes the following steps:

[0061] (1) Establishment of the aero-engine performance degradation model

[0062] The present invention uses a certain type of turbofan cycle engine. Its main components include an air intake, a fan, a high-pressure compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, a mixing chamber, an afterburner, and a nozzle. The non-linear mathematical model of the engine is established and obtained by the component method based on the C language, and then packaged in the form of a dynamic link library and called in the Simulink environment for digital simulation verification.

[0063] Define the engine component performance health parameter h as follows:

[0064]

[0065] In the formula, X represents the value after the component characteristic degradation, X * is the initial value of the component characteristic. The subscript w represents the flow characteristic of the component, and the subscript e represents the efficiency characteristic of the component. The subscript i is the component number, where component 1 is the fan, component 2 is the compressor, component 3 is the high-pressure turbine, and component 4 is the low-pressure turbine. Inject the health parameter into the engine model to simulate the engine degradation.

[0066] (2) Establishment of the aero-engine performance degradation model with the degradation characteristics of the fuel actuator

[0067] The present invention designs a co-simulation platform based on two software, AMESim and Simulink. The fuel actuator model in AMESim is packaged to form a mexw 64 type file that can be called by Simulink. Replace the actuator of the engine model with the actual fuel actuator model to construct an aero-engine performance degradation model with the degradation characteristics of the fuel actuator.

[0068] Step C includes using the aero-engine performance degradation model established in Step B to analyze the impact of different component degradations on the fuel control system. Design a degradation verification plan to analyze the impact of engine performance degradation and actuator degradation on the overall engine performance.

[0069] The main parameters of each component of the fuel actuator in AMESim are listed in Table 1.

[0070] Table 1 Main parameters of the fuel actuator

[0071]

[0072]

[0073] Table 2 gives the mechanism analysis under some typical degradation modes and the degradation injection method. Set the corresponding parameter changes in the fuel control system to achieve the simulation of different degradations.

[0074] Table 2 Degradation modes, principles and simulation methods of the fuel control system

[0075]

[0076] To simulate the impact of different leakage degrees of the fuel pump on the fuel system, a variable orifice with a maximum diameter of 8 mm is connected in parallel at the inlet and outlet of the fuel pump, and its opening degrees are set to 0, 0.3, and 0.6 to simulate three modes of no degradation, low degradation, and medium degradation. The simulation results are as Figure 2 shown. When the fuel pump has different leakage degrees, the outlet flow rate will decrease. When the leakage is at a low level and the fuel command is less than the maximum fuel that the fuel pump can provide, the fuel actuator can work normally. However, when the fuel pump leaks to a certain extent, the maximum fuel quantity cannot meet the fuel demand, and the metering valve spool displacement stops moving after reaching the limit value until the fuel command returns to the maximum fuel quantity that the fuel pump can provide, and then the metering valve disengages from the limit point and works normally.

[0077] To simulate the impact of different degradation degrees of the equal-pressure difference valve on the fuel system, reduce the spring preload of the equal-pressure difference valve for degradation simulation. Set the spring preload degradation coefficient k d as the ratio of the value after degradation to the value before degradation, and set the degradation coefficients to 1, 0.8, and 0.6 to simulate three modes of no degradation, low degradation, and medium degradation. The simulation results are as Figure 3As shown in the figure, the decline of the equal pressure difference valve has little impact on the fuel control system. Due to the decrease in the spring preload force, according to the formula, the balance pressure of the equal pressure difference valve decreases, the pressure difference across the metering valve decreases, resulting in a decrease in the fuel quantity passing through the fuel metering valve at the same spool displacement. However, under the action of the PI controller, the displacement of the metering valve increases, compensating for the fuel flow loss caused by the decline of the equal pressure difference valve.

[0078] To simulate the impact of different declines of the metering valve on the fuel system, different frictions F of 1260N, 1300N, and 1340N are applied to the equivalent mass block of the metering valve to simulate different decline situations. The simulation results are as Figure 4 shown. When a smaller friction is applied to the metering valve, the fuel actuator can maintain normal response under the adjustment of the electro-hydraulic servo valve. When the friction gradually increases to 1260N, the input current of the electro-hydraulic servo valve reaches the maximum value, and the force transmitted by the hydraulic rod to the fuel metering valve also reaches the maximum. At this time, if the friction continues to increase, the electro-hydraulic servo valve cannot continue to adjust to overcome the increased friction, resulting in a slower response of the metering valve.

[0079] The impact of the performance decline of engine components on the overall engine performance. Three different decline degrees of engine health parameters are set as shown in Table 3, and the health parameters are injected into the engine model to simulate the performance degradation of engine components.

[0080] Table 3 Degrees of decline of health parameters

[0081]

[0082] The high-pressure rotor speed n H of the selected engine, the low-pressure rotor speed n L , the total pressure P3 at the compressor outlet, the total temperature T at the inlet of the low-pressure turbine 45 , the engine thrust F, and the engine pressure ratio EPR are used as the observed engine performance parameters. At the ground point H = 0km and Ma = 0 state, an open-loop control fuel quantity is applied to the engine, and the impact on the overall performance of the turbofan engine is observed under the conditions of no degradation, low degradation, and medium degradation of the four rotating components of the fan, compressor, high-pressure turbine, and low-pressure turbine.

[0083] The same simulation process is adopted in the three decline states, that is, at 5s, the fuel quantity command is slowly increased from the initial value to the specified value, at 15s, the fuel quantity command is started to be decreased, and at 25s, the fuel is slowly restored to the initial value. Step commands for increasing and decreasing the fuel are applied at the 40s and 50s respectively, and during the whole process, the throat area of the tail nozzle is kept unchanged. The change curves of the high-pressure rotor speed, low-pressure rotor speed, total pressure at the compressor outlet, total temperature at the inlet of the low-pressure turbine, engine thrust, and engine pressure ratio of the engine under different decline levels are as Figure 5As shown, all data are given after being normalized based on the design point performance values.

[0084] It can be seen from Figure 6 that when the performance of a turbofan engine deteriorates, it will have an impact on the output parameters and performance indicators of the engine. As the degree of engine deterioration increases, n H will first increase and then decrease, and n L , P3, F, and EPR will gradually decrease as the engine deteriorates, while T 45 will increase as the engine deteriorates. The impact of engine deterioration on the performance of the whole machine is mainly reflected in the steady-state performance. Among them, the decline of the engine output parameter P3 is more obvious, with a maximum degradation of 8.97%. The F and EPR representing the engine performance have degraded by a maximum of 6.6% and 5.25% respectively. At the same time, the change of the engine output parameters will directly lead to a decrease in the engine control effect. Therefore, it is necessary to carry out research on adaptive control for engine performance deterioration.

[0085] When the fuel actuator deteriorates severely, the engine cannot work normally. Therefore, the mild deterioration state of the fuel actuator is selected for research to analyze the impact of the deterioration of the engine actuator on the performance of the whole machine. The mild degradation state of the actuator is taken as the degradation coefficient of the equal-pressure difference valve of 0.8, the opening of the parallel throttle orifice of the gear pump of 0.3, and the applied friction force of the metering valve of 1340N. The simulation process is the same as that in Figure 5 , and the simulation results are as shown in Figure 6 . It can be obtained from the simulation results that the deterioration of the actuator has no obvious impact on the steady-state performance of the engine, but has a greater impact on the dynamic performance of the engine, which is manifested in the change of the dynamic process response time and the overshoot.

[0086] Compared with the existing technology, the technical solution of the present invention has the following beneficial effects:

[0087] Based on the characteristics of a certain type of turbofan engine and its fuel actuator, the present invention establishes an aero-engine performance deterioration model including the deterioration characteristics of the fuel actuator. Compared with common engine models, it can consider the characteristics of the engine and its fuel actuator at the same time, and can simulate the degradation process of the engine and the actuator during the life cycle under real conditions by injecting deterioration, analyze the impact of the deterioration of the engine and its fuel actuator on the performance of the whole machine, and provide technical support for engine health management.

Claims

1. A method for modeling aircraft engine performance degradation including fuel actuator degradation characteristics, characterized in that: The following steps are involved: Step A: Analyze the typical decay mode of the fuel actuator according to its structure and working principle, and establish a decay simulation model of the fuel actuator of the aircraft engine; Step B, combining the fuel actuator decay simulation model with the actual engine operating conditions to establish an aircraft engine performance decay model including fuel actuator decay characteristics; Step C: Based on the aircraft engine performance degradation model, analyze the impact of different component degradation on the fuel control system and the engine performance, and design a degradation verification plan.

2. The method according to claim 1, characterized in that: The step A comprises the following steps: (1) Degradation analysis of typical components of the fuel actuator, including the fuel pump, metering valve and equal pressure differential valve; (2) On the AMESim simulation platform, a fuel actuator decay simulation model was built based on the decay mechanism of each component, including a fuel pump internal leakage model, a metering valve core sticking model, and an equal pressure differential valve spring preload decay model.

3. The method according to claim 2, characterized in that The theoretical fuel supply flow calculation formula of the fuel pump is: q=2πzm 2 bn-Δq Among them, b is the tooth width, m is the gear module, z is the number of teeth, n is the gear pump speed, and Δq is the leakage flow of the gear pump.

4. The method according to claim 2, characterized in that: The flow calculation formula of the metering valve is: In the formula, μ is the flow coefficient, A is the opening area of ​​the metering valve, ΔP is the pressure difference between the front and rear ends of the valve, ρ is the fuel density, Q represents the flow rate when the valve core is stuck, Q f It indicates the flow rate when the valve core is stuck. At this time, the output flow rate of the metering valve is a constant value a.

5. The method according to claim 2, characterized in that: The pressure balance equation of the equal pressure differential valve is: Where ΔP d is the pressure difference after the equal pressure difference valve decays; De is the valve opening diameter; K is the spring damping coefficient; x0 is the initial deformation value of the spring; Δx is the spring displacement value, k d Indicates the preload force decay coefficient of the equal pressure differential valve spring.

6. The method according to claim 1, characterized in that The step B comprises: (1) Use the component method to establish a nonlinear mathematical model of the turbofan engine and define the health parameters of the engine components Where X is the flow characteristic or efficiency characteristic; (2) Based on the joint simulation platform of AMESim and Simulink, the fuel actuator degradation model is encapsulated as a Simulink callable module and integrated with the engine model to construct a joint degradation model.

7. The method according to claim 6, characterized in that The health parameter h is used to simulate the flow and efficiency characteristic degradation of the fan, compressor, high-pressure turbine and low-pressure turbine, and is injected into the engine model in the form of a dynamic link library.

8. The method according to claim 1, characterized in that The step C comprises: (1) Set the simulation parameters of fuel pump leakage, metering valve friction resistance and equal pressure valve spring decay, and achieve simulation of different decay degrees by adjusting the throttle opening, friction force and spring preload coefficient; (2) Analyze the dynamic and steady-state responses of the engine's high-pressure rotor speed, low-pressure rotor speed, compressor outlet total pressure, turbine inlet temperature, thrust and pressure ratio under different recession modes.

9. The method according to claim 8, characterized in that The fuel pump leakage is simulated by connecting an adjustable orifice in parallel, the metering valve sticking is simulated by applying a friction force, and the equal pressure differential valve decay is simulated by adjusting the spring preload coefficient.

10. The method according to claim 1, characterized in that The method quantifies the impact of engine component degradation and actuator degradation on the overall engine performance through a joint simulation platform, providing an adaptive control strategy basis for health management.

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