Aero-engine oil system attitude analysis method and device

Abstract

The present application belongs to the technical field of aero-engine, and proposes an aero-engine oil system posture analysis method and device, which comprises: obtaining the set working state of the engine oil component to be measured, and establishing the engine oil component model correspondingly; constructing the aircraft positioning coordinate system based on the engine oil component model; obtaining the flight state parameters for corresponding aircraft force analysis; obtaining the oil level of the aircraft, constructing the mapping relationship between the flight state parameters and the oil level; obtaining the actual flight state parameters, obtaining the matching relationship between the actual oil level and the engine of the aircraft to be measured; and analyzing the oil system of the aircraft to be measured based on the matching relationship. The present application adopts the coordinate conversion and overload synthesis method, force analysis, establishes the mapping relationship between the flight state parameters and the oil level, realizes the determination of the oil level, and realizes the analysis of the oil system posture.

Description

Technical Field

[0001] This invention belongs to the field of aero-engine technology, and specifically relates to an attitude analysis method and apparatus for aero-engine lubrication system. Background Technology

[0002] The lubrication system of an aircraft engine plays a crucial role in lubrication and cooling during flight. The performance of the lubrication system under different flight attitudes must be evaluated during the design, testing, and maintenance of aircraft engines.

[0003] Currently, the main method for attitude analysis of aero-engine lubricating oil systems is the scribing analysis method. Its basic principle is to place the engine according to its attitude angle, assume that the fluid level is not changing, and scribing at the return port to assess whether the lubricating oil can completely enter the return port. If it cannot enter the return port, assess whether the residual oil has submerged the bearings, gears, dynamic seals, or whether there is leakage from the dynamic seals.

[0004] However, the above method does not take into account the changes and distortions in the position and shape of the lubricating oil in the lubricating oil tank and oil collection pool of the aero-engine during actual flight, as the aircraft attitude angle and three-dimensional overload and other flight state parameters change. It also does not take into account the changes in the oil tank level caused by the lubricating oil chamber concealment due to the lubricating oil system-level circulation, and therefore cannot perform continuous dynamic attitude analysis at the system level.

[0005] Therefore, overcoming the shortcomings of the existing technology is an urgent problem to be solved in this technical field. Summary of the Invention

[0006] To address the above problems, this invention proposes an attitude analysis method for an aero-engine lubrication system, comprising the following steps:

[0007] Obtain the set working state of the engine lubricating components to be tested, and establish a corresponding engine lubricating component model;

[0008] Construct an aircraft positioning coordinate system based on an engine lubricating oil component model;

[0009] Obtain flight status parameters and perform corresponding aircraft force analysis based on the aircraft positioning coordinate system;

[0010] Based on the force analysis of the aircraft, the height of the lubricating oil level is obtained, and then the mapping relationship between flight state parameters and lubricating oil level is constructed.

[0011] Obtain actual flight status parameters, obtain actual lubricating oil level based on mapping relationship, and then obtain matching relationship between actual lubricating oil level and engine of the aircraft under test;

[0012] Analysis of the lubrication system of the aircraft under test based on matching relationship.

[0013] Furthermore, an aircraft positioning coordinate system is constructed based on the engine lubricating oil component model, specifically including the following steps:

[0014] Based on the engine lubricating component model, the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system are constructed respectively.

[0015] Calculate the transformation relationships between the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system.

[0016] Furthermore, the flight status parameters specifically include: attitude angles, composite overload coefficient, and relative position of the aircraft and engine;

[0017] Attitude angles include: yaw angle, pitch angle, and roll angle;

[0018] The composite overload factor includes: triaxial overload, triaxial angular velocity, triaxial angular acceleration, turning radius, and distance between the launch center of mass and the launch point.

[0019] Furthermore, the engine lubricating oil components include the oil tank components and mating components. The oil level is obtained based on aircraft stress analysis, specifically including the following steps:

[0020] The direction of the normal vector of the lubricating oil surface is obtained based on the force analysis of the aircraft.

[0021] The direction of the lubricating oil surface is selected based on the direction of the lubricating oil surface normal.

[0022] By incorporating the fluid surface direction of the mating components into the engine lubricating component model, the maximum amount of lubricating oil hidden within the mating components is calculated as the fluid level height of the mating components.

[0023] Obtain the maximum oil filling volume and lubricating oil consumption of the oil tank components;

[0024] The difference between the maximum oil filling capacity of the oil tank component and the lubricating oil consumption of the oil tank component and the maximum concealment of the mating components is selected as the remaining oil capacity of the oil tank component;

[0025] The remaining oil level in the oil tank component is incorporated into the engine lubricating oil component model, and the oil level height in the oil tank component is calculated as the lubricating oil level height.

[0026] Furthermore, the maximum amount of lubricating oil hidden within the mating components is calculated, specifically including the following steps:

[0027] Incorporate the fluid level direction of the mating component into the engine lubricating component model, draw the initial fluid level at the lowest point of the oil return port of the mating component, and obtain the oil volume corresponding to the initial fluid level as the initial oil volume of the mating component.

[0028] Obtain the oil supply quantity and time step of the mating component, and use the product of the oil supply quantity and time step as the increase of the mating component;

[0029] The maximum concealment amount of the mating component is the sum of the initial oil quantity of the mating component and the increase in the amount of oil added to the mating component.

[0030] Furthermore, obtaining the matching relationship between the actual lubricating oil level and the engine of the aircraft under test includes the following steps:

[0031] Obtain the engine's specifications and set the height range;

[0032] When the actual lubricating oil level falls within the specified range, the matching relationship is considered healthy.

[0033] When the actual lubricating oil level is below or above the specified range, calculate the engine's maximum operating time and combine it with the engine's specifications to obtain the maximum operating time.

[0034] When the maximum working time exceeds the maximum working time, the matching relationship is considered healthy;

[0035] When the maximum working time is less than the maximum working time, the matching relationship is considered unhealthy.

[0036] Furthermore, evaluating the lubricating oil system of the aircraft under test based on the matching relationship specifically includes the following steps:

[0037] When the matching relationship is determined to be healthy, the lubrication system of the aircraft under test is judged to be qualified.

[0038] If the matching relationship is deemed unhealthy, the lubrication system of the aircraft under test is deemed unqualified.

[0039] This invention also proposes an attitude analysis device for an aero-engine lubrication system, comprising:

[0040] The data acquisition unit is used to acquire the set working state of the engine lubricating oil component to be tested and to establish a corresponding engine lubricating oil component model.

[0041] The first building unit is used to construct the aircraft positioning coordinate system based on the engine lubricating component model;

[0042] The first analysis unit is used to acquire flight status parameters and perform corresponding aircraft force analysis in conjunction with the aircraft positioning coordinate system.

[0043] The second building unit is used to obtain the aircraft's lubricating oil level height based on the aircraft's force analysis, and then to build a mapping relationship between flight state parameters and lubricating oil level.

[0044] The second analysis unit is used to obtain actual flight state parameters, obtain the actual lubricating oil level based on the mapping relationship, and then obtain the matching relationship between the actual lubricating oil level and the engine of the aircraft under test.

[0045] The evaluation unit is used to analyze the lubrication system of the aircraft under test based on the matching relationship.

[0046] Furthermore, the first building block is specifically used for:

[0047] Based on the engine lubricating component model, the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system are constructed respectively.

[0048] Calculate the transformation relationships between the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system.

[0049] Furthermore, the engine lubrication components include an oil tank component and mating components, and the second building unit is specifically used for:

[0050] The normal direction of the lubricating oil surface is obtained based on the aircraft's stress analysis;

[0051] The direction of the lubricating oil surface is selected based on the direction of the lubricating oil surface normal.

[0052] By incorporating the fluid surface direction of the mating components into the engine lubricating component model, the maximum amount of lubricating oil hidden within the mating components is calculated as the fluid level height of the mating components.

[0053] Obtain the maximum oil filling capacity and lubricating oil consumption of the oil tank components;

[0054] The difference between the maximum oil filling capacity of the oil tank component and the lubricating oil consumption of the oil tank component and the maximum concealment of the mating components is selected as the remaining oil capacity of the oil tank component;

[0055] The remaining oil level in the fuel tank component is incorporated into the engine lubricating oil component model. The liquid level height of the fuel tank component is calculated as the lubricating oil level height, thereby establishing a mapping relationship between flight state parameters and the lubricating oil level.

[0056] Compared with the prior art, the embodiments of the present invention have at least the following advantages:

[0057] This invention, based on the introduction of flight state parameters from actual flight, employs coordinate transformation and overload synthesis methods. Furthermore, based on force analysis, it establishes a one-to-one mapping relationship between flight state parameters and the lubricating oil level. Using the lubricating oil level normal vector, and considering the oil supply and time of lubricating components such as bearing cavities, reducers, and oil tanks, it calculates the oil volume within each lubricating component cavity at each moment, thereby determining the oil level height and achieving the determination of the lubricating oil level. Finally, based on the relative positions of the lubricating oil level with components such as the oil return port and oil supply port, it judges the working state of the lubricating components, thereby judging the engine's working state and achieving the analysis of the lubricating system's attitude.

[0058] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and the drawings. Attached Figure Description

[0059] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0060] Figure 1 A schematic diagram of the attitude analysis method for an aero-engine lubrication system in an embodiment of the present invention is shown;

[0061] Figure 2 A structural block diagram of the attitude analysis device for an aero-engine lubricating oil system in an embodiment of the present invention is shown;

[0062] Figure 3 A partial flowchart of the attitude analysis method for an aero-engine lubrication system in an embodiment of the present invention is shown. Detailed Implementation

[0063] The following description provides many different embodiments or examples for implementing various features of the invention. The elements and arrangements described in the specific examples below are only for concise expression of the invention and are merely examples, not intended to limit the invention.

[0064] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0065] It should be noted that the aircraft attitude envelope refers to the maximum range that the combination of aircraft state parameters (including attitude angle, triaxial overload, triaxial angular velocity, triaxial angular acceleration, turning radius, and distance between the aircraft and the center of mass) can reach during flight, that is, the limit range of attitude changes of the aircraft under different flight states.

[0066] The engine attitude envelope refers to the range within which an engine can operate normally under different flight conditions and operating conditions.

[0067] This invention provides a method for attitude analysis of an aero-engine lubrication system. Figure 1 A flowchart illustrating the attitude analysis method for an aero-engine lubricating oil system according to an embodiment of the present invention is shown below. Figure 1 and Figure 3 The attitude analysis method for the lubricating oil system of an aero-engine includes the following steps:

[0068] S101. Obtain the set working state of the engine lubricating oil component to be tested, and establish the corresponding engine lubricating oil component model.

[0069] The lubricating components include oil tank components and mating components; correspondingly, the oil tank component refers to the engine oil tank, and the mating components include, but are not limited to, the bearing cavity and reducer inside the engine.

[0070] Therefore, there are multiple models of engine lubricating components, including: engine oil tank component models and engine mating component models; among which, engine mating component models include: engine bearing cavity models, engine reducer models, etc. Lubricating components are conventional knowledge for those skilled in the art and will not be further elaborated here.

[0071] S102. Construct an aircraft positioning coordinate system based on the engine lubricating oil component model;

[0072] Specifically, based on multiple engine lubricating component models, an aircraft vertical coordinate system, an aircraft body coordinate system, and an engine model coordinate system are constructed respectively.

[0073] And calculate the transformation relationship between the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system for numerical transformation;

[0074] The aircraft vertical coordinate system is used to describe the changes in the aircraft's altitude in the vertical direction.

[0075] The aircraft's body coordinate system is a reference system relative to the aircraft itself, used to describe the aircraft's maneuvers;

[0076] The engine model coordinate system is used to describe the specific position of the engine and its state relative to the rest of the aircraft.

[0077] Transformation relationships are used to convert physical quantities between different coordinate systems, so as to facilitate unified comparison of data.

[0078] S103. Obtain flight status parameters and perform corresponding aircraft force analysis in conjunction with the aircraft positioning coordinate system.

[0079] In engineering applications, aircraft operating conditions are commonly described using parameters such as stable pitch, sharp pitch, yaw maneuvers, roll maneuvers, vertical gusts, and lateral overload. These operating conditions can all be further refined and described using flight state parameters. Flight state parameters include attitude angles, combined load factor, and the relative position of the aircraft and engine. Attitude angles include yaw angle, pitch angle, and roll angle. The combined load factor includes triaxial overload, triaxial angular velocity, triaxial angular acceleration, turning radius, and distance between the aircraft and engine center of gravity.

[0080] Among them, attitude angle and composite overload coefficient are defined and given in the aircraft body coordinate system;

[0081] In the process of constructing the aircraft positioning coordinate system based on the engine lubricating component model, the oil tank, bearing cavity, oil tank supply port, bearing cavity return port, reducer, etc. are defined and given in the engine model coordinate system.

[0082] The relative position of the launch vehicle and the aircraft's own weight are defined in the aircraft's vertical coordinate system.

[0083] The final transformation relationship is calculated in the aircraft body coordinate system.

[0084] S104. Obtain the aircraft's lubricating oil level based on the aircraft's stress analysis, and then construct a mapping relationship between flight state parameters and lubricating oil level.

[0085] The specific steps for obtaining the aircraft's lubricating oil level based on aircraft stress analysis are as follows:

[0086] The normal direction of the lubricating oil surface is obtained based on the aircraft's stress analysis;

[0087] The tangential direction of the lubricating oil surface of the mating component is determined based on the direction of the lubricating oil surface normal, and the tangential direction of the lubricating oil surface of the mating component is selected as the surface direction of the mating component;

[0088] Incorporate the fluid surface direction of the mating component into the engine lubricating component model, draw the initial fluid surface at the lowest point of the oil return port of the mating component, and obtain the oil volume corresponding to the initial fluid surface as the initial oil volume h1 of the mating component;

[0089] Obtain the oil supply amount Δh and time step t of the mating component, and use the product of the oil supply amount Δh and time step t as the increase amount ΔH of the mating component;

[0090] The sum of the initial oil quantity h1 of the mating component and the increase in oil quantity ΔH of the mating component is taken as the maximum concealment quantity H of the mating component. 隐 The formula is expressed as:

[0091] (1)

[0092] In the formula, H 隐Δh represents the maximum concealment amount of the mating component, h1 represents the initial oil quantity of the mating component, Δh represents the oil supply quantity of the mating component, and t represents the time step.

[0093] It should be further explained that the mating components here include all non-tank components; for example, taking the mating components including the bearing cavity and the reducer as an example, the maximum concealment of the mating components should be the sum of the maximum concealment of the bearing cavity and the maximum concealment of the reducer.

[0094] The maximum concealment amount of the mating component is set to the liquid level height of the mating component.

[0095] At the same time, obtain the maximum oil filling volume H of the oil tank component. 注 Oil consumption H of oil tank components 消 ;

[0096] Select the maximum oil filling volume H of the selected oil tank component 注 Oil consumption H of oil tank components 消 Maximum concealment amount H of mating components 隐 The difference is taken as the remaining oil quantity H of the oil tank component, and the formula is expressed as:

[0097] (2)

[0098] In the formula, H represents the remaining oil level in the fuel tank component. 注 H indicates the maximum oil filling capacity of the fuel tank component. 消 H represents the amount of lubricating oil consumed by the oil tank components. 隐 This indicates the maximum concealment of the mating components.

[0099] The remaining oil level in the fuel tank component is incorporated into the engine lubricating oil component model, and the liquid level height of the fuel tank component is calculated as the lubricating oil level height of the aircraft lubricating oil system.

[0100] S105. Obtain actual flight state parameters, obtain the actual lubricating oil level based on the mapping relationship, and then obtain the matching relationship between the actual lubricating oil level and the engine attitude envelope, referencing... Figure 1 Specifically:

[0101] Obtain the engine's specifications, including the height of the oil return port, oil supply port, ventilation holes, bearings, gears, and sealing devices, and then set the height range.

[0102] To further illustrate, the heights of the oil return port, oil supply port, ventilation hole, bearing gear, and sealing device are compared with the actual lubricating oil level.

[0103] The judgment is made based on the continuous operation criterion. When the actual lubricating oil level is higher than the return port height, lower than the supply port height, lower than the vent height, higher than the bearing gear height, or lower than the sealing device height, it indicates that the actual lubricating oil level falls within the height range, and the matching relationship between the actual lubricating oil level and the engine attitude envelope is healthy. This means that under the current actual flight condition parameters, the aircraft engine and lubrication system meet the requirements for continuous operation, and this is marked as a continuous blank area attitude envelope.

[0104] It should be noted that the actual lubricating oil level is higher than the return port height in order to meet the requirements of lubricating oil return operation in the lubricating oil system.

[0105] The actual lubricating oil level is lower than the height of the oil supply port. To avoid backflow of lubricating oil in the lubricating oil system, the height difference is, for example, 25.4 mm.

[0106] The actual lubricating oil level is lower than the height of the vent hole to prevent backflow of lubricating oil in the vent hole;

[0107] The actual lubricating oil level is higher than the height of the bearing gears in order to submerge the bearing gears with lubricating oil and ensure lubrication of the bearing gears.

[0108] The actual lubricating oil level is lower than the height of the sealing device to prevent lubricating oil from leaking from the sealing device.

[0109] When the actual lubricating oil level is below or above the specified range, the engine's maximum operating time is calculated. It should be noted that the maximum operating time required varies for different engine models. The maximum operating time for a conventional engine is 30s, 20s, or 10s.

[0110] The judgment is made based on the limit operation criterion. When the limit operation duration exceeds the limit operating time, the matching relationship is considered healthy, which means that under the current actual flight state parameter requirements, the aircraft engine and lubrication system cannot meet the requirements for continuous operation, but can meet the requirements for operation during the limit operation duration, and is marked as the attitude envelope of the shaded area.

[0111] The judgment is made based on the limit operation criterion. When the limit operation time is less than the limit operation duration, the matching relationship is deemed unhealthy, which means that under the current actual flight condition parameters, the aircraft engine and lubrication system cannot meet the requirements for continuous operation, nor can they meet the requirements for operation at the limit operation time.

[0112] S106. Evaluating the lubricating oil system of the aircraft under test based on matching relationships, specifically:

[0113] When the matching relationship is determined to be healthy, the lubrication system of the aircraft under test is judged to be qualified.

[0114] When the matching relationship is deemed unhealthy, the lubrication system of the aircraft under test is deemed unqualified.

[0115] This invention proposes to obtain 12 relevant parameters, specifically including: yaw angle, pitch angle, and roll angle in the attitude angles; triaxial overload, triaxial angular velocity, triaxial angular acceleration, turning radius, and distance between the aircraft and engine centroids in the composite overload coefficient; relative positions of the aircraft and engine; and the coordinate systems of the aircraft's vertical coordinate system, aircraft body coordinate system, and engine model coordinate system. Based on these 12 relevant parameters, the stress analysis of the aircraft is performed using an engine lubrication component model, thereby obtaining the corresponding lubrication fluid level height. Combined with the matching relationship with the engine of the aircraft under test, the operational status of the lubrication system is evaluated.

[0116] Based on the principles of the above-mentioned technical solutions, the technical solutions of the present invention are further expanded.

[0117] Of the 12 relevant parameters, any 11 can be obtained. Based on the constraints of the matching relationship of the engine of the aircraft under test and the already determined engine lubricating component model, the 12th relevant parameter can be derived.

[0118] refer to Figure 1 To explain in detail, given any 11 of the 12 relevant parameters, calculate the range of the remaining 12th parameter. Taking the Z-axis overload range in a triaxial overload as an example, the detailed calculation method is as follows:

[0119] Given the aircraft's yaw angle, pitch angle, roll angle, triaxial angular velocity, triaxial angular acceleration, turning radius, distance between the aircraft's center of mass and the X-axis and Y-axis overload ranges in the triaxial overload;

[0120] Based on the aircraft's operating scenario, an initial Z-axis overload value is given, which, together with 11 known related parameters, forms a complete set of aircraft flight parameters, and the corresponding lubricating oil level is calculated.

[0121] Based on the matching relationship between the lubricating oil level and the engine of the aircraft under test, the envelope region where the lubricating oil system does not meet the requirements for continuous operation is obtained;

[0122] The lubricating oil level is calculated based on the initial Z-direction overload value, and it is determined whether the lubricating oil level is within the envelope region;

[0123] If it is within the envelope region, the requirements cannot be met. Adjust the Z-direction overload value and recalculate.

[0124] If it is not within the envelope region, then record the Z-direction overload value at this time and include it within the overload range.

[0125] As can be seen, in the lubricating oil level calculation method of this invention, based on the definition and transformation of the coordinate system, and combined with the conditions of aircraft triaxial overload, attitude angle, triaxial angular velocity, triaxial angular acceleration, distance between the aircraft and the center of mass, and turning radius, the force analysis is carried out to further calculate the lubricating oil level, so as to form a mapping relationship between the aircraft flight state parameters and the lubricating oil level.

[0126] By employing a forward matching calculation method, based on the calculation of lubricating oil level and leakage analysis, and according to the continuous operation criteria and limit operation criteria of the lubricating oil system, the aircraft attitude envelope is transformed into the engine attitude envelope based on the relationship between the aircraft flight state parameters and time. This enables the analysis of the lubricating oil system, allowing for the early detection of unsafe flight conditions. It also facilitates the limitation and adjustment of the lubricating oil system and the aircraft attitude envelope by the staff, thereby improving the safety of the aircraft engine during use.

[0127] Furthermore, by using the reverse matching calculation method, overload requirements can be imposed on the aircraft based on the engine's continuous operation criteria, thereby achieving bidirectional conversion between the aircraft attitude envelope and the engine attitude envelope.

[0128] This invention, based on the introduction of flight state parameters from actual flight, employs coordinate transformation and overload synthesis methods. Furthermore, based on force analysis, it establishes a one-to-one mapping relationship between flight state parameters and the lubricating oil level. Using the lubricating oil level normal vector, and considering the oil supply and time of lubricating components such as bearing cavities, reducers, and oil tanks, it calculates the oil volume within each lubricating component cavity at each moment, thereby determining the oil level height and achieving the determination of the lubricating oil level. Finally, based on the relative positions of the lubricating oil level with components such as the oil return port and oil supply port, it judges the working state of the lubricating components, thereby judging the engine's working state and achieving the analysis of the lubricating system's attitude.

[0129] This invention starts with the working state of lubricating components such as bearing cavities, reducers, and oil tanks, and establishes a matching relationship between the aircraft's flight state parameters and the engine attitude envelope, thereby realizing the bidirectional conversion between the aircraft's flight state parameters and the engine attitude envelope.

[0130] In addition, refer to Figure 2 The present invention also discloses an attitude analysis device for an aero-engine lubricating oil system, comprising:

[0131] The data acquisition unit is used to acquire the set working state of the engine lubricating oil component to be tested and to establish a corresponding engine lubricating oil component model.

[0132] The first building unit is used to construct the aircraft positioning coordinate system based on the engine lubricating component model;

[0133] The first analysis unit is used to acquire flight status parameters and perform corresponding aircraft force analysis in conjunction with the aircraft positioning coordinate system.

[0134] The second building unit is used to obtain the aircraft's lubricating oil level height based on the aircraft's force analysis, and then to build a mapping relationship between flight state parameters and lubricating oil level.

[0135] The second analysis unit is used to obtain actual flight state parameters, obtain the actual lubricating oil level based on the mapping relationship, and then obtain the matching relationship between the actual lubricating oil level and the engine of the aircraft under test.

[0136] The evaluation unit is used to evaluate the lubrication system of the aircraft under test based on the matching relationship.

[0137] Specifically, the first building unit is used for:

[0138] Based on the engine lubricating component model, the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system are constructed respectively.

[0139] Calculate the transformation relationships between the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system.

[0140] The aircraft lubricating oil component includes an oil tank component and mating components, and the second building unit is specifically used for:

[0141] The normal direction of the lubricating oil surface is obtained based on the aircraft's stress analysis;

[0142] The direction of the lubricating oil surface is selected based on the direction of the lubricating oil surface normal.

[0143] By incorporating the fluid surface direction of the mating components into the engine lubricating component model, the maximum amount of lubricating oil hidden within the mating components is calculated as the fluid level height of the mating components.

[0144] Obtain the maximum oil filling capacity and lubricating oil consumption of the oil tank components;

[0145] The difference between the maximum oil filling capacity of the oil tank component and the lubricating oil consumption of the oil tank component and the maximum concealment of the mating components is selected as the remaining oil capacity of the oil tank component;

[0146] The remaining oil level in the fuel tank component is incorporated into the engine lubricating oil component model. The liquid level height of the fuel tank component is calculated as the lubricating oil level height, thereby establishing a mapping relationship between flight state parameters and the lubricating oil level.

[0147] Meanwhile, this invention, unlike existing technologies that rely on lubricating oil system attitude tests, engine attitude tests, and even empty-ground flight tests for analysis, avoids delays in development and waste of resources, and greatly improves the efficiency and accuracy of attitude analysis of aero-engine lubricating oil systems.

[0148] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0149] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of multiple components or the interaction between multiple components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0150] In the description of this invention, it should be understood that all terms used to indicate orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and should not be construed as a limitation of this invention.

[0151] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for attitude analysis of an aircraft engine lubrication system, characterized in that, Includes the following steps: Obtain the set working state of the engine lubricating components to be tested, and establish a corresponding engine lubricating component model; Construct an aircraft positioning coordinate system based on an engine lubricating oil component model; Obtain flight status parameters and perform corresponding aircraft force analysis based on the aircraft positioning coordinate system; Based on the force analysis of the aircraft, the height of the lubricating oil level is obtained, and then the mapping relationship between flight state parameters and lubricating oil level is constructed. The engine lubricating oil components include an oil tank component and mating components. The process of obtaining the aircraft's lubricating oil level based on aircraft stress analysis specifically includes the following steps: The direction of the normal vector of the lubricating oil surface is obtained based on the force analysis of the aircraft. The direction of the lubricating oil surface is selected based on the direction of the lubricating oil surface normal. By incorporating the fluid surface direction of the mating components into the engine lubricating component model, the maximum amount of lubricating oil hidden within the mating components is calculated as the fluid level height of the mating components. Obtain the maximum oil filling volume and lubricating oil consumption of the oil tank components; The difference between the maximum oil filling capacity of the oil tank component and the lubricating oil consumption of the oil tank component and the maximum concealment of the mating components is selected as the remaining oil capacity of the oil tank component; The remaining oil volume of the oil tank component is incorporated into the engine lubricating oil component model, and the oil level height of the oil tank component is calculated as the lubricating oil level height. Obtain actual flight status parameters, obtain actual lubricating oil level based on mapping relationship, and then obtain matching relationship between actual lubricating oil level and engine of the aircraft under test; Analysis of the lubrication system of the aircraft under test based on matching relationship.

2. The attitude analysis method for an aero-engine lubrication system according to claim 1, characterized in that, The construction of the aircraft positioning coordinate system based on the engine lubricating oil component model specifically includes the following steps: Based on the engine lubricating component model, the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system are constructed respectively. Calculate the transformation relationships between the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system.

3. The attitude analysis method for an aero-engine lubrication system according to claim 1, characterized in that, The flight status parameters specifically include: attitude angle, composite overload coefficient, and relative position of the launch vehicle; The attitude angles include: yaw angle, pitch angle, and roll angle; The composite overload coefficient includes: triaxial overload, triaxial angular velocity, triaxial angular acceleration, turning radius, and distance between the launch center of mass and the launch point.

4. The attitude analysis method for an aero-engine lubrication system according to claim 1, characterized in that, The calculation of the maximum concealed amount of lubricating oil in the mating components specifically includes the following steps: Incorporate the fluid level direction of the mating component into the engine lubricating component model, draw the initial fluid level at the lowest point of the oil return port of the mating component, and obtain the oil volume corresponding to the initial fluid level as the initial oil volume of the mating component. Obtain the oil supply quantity and time step of the mating component, and use the product of the oil supply quantity and time step as the increase of the mating component; The maximum concealment amount of the mating component is the sum of the initial oil quantity of the mating component and the increase in the amount of oil added to the mating component.

5. The attitude analysis method for an aero-engine lubrication system according to claim 1, characterized in that, The process of obtaining the matching relationship between the actual lubricating oil level and the engine of the aircraft under test includes the following steps: Obtain the engine's specifications and set the height range; When the actual lubricating oil level falls within the specified range, the matching relationship is considered healthy. When the actual lubricating oil level is below or above the specified range, calculate the engine's maximum operating time and combine it with the engine's specifications to obtain the maximum operating time. When the maximum working time exceeds the maximum working time, the matching relationship is considered healthy; When the maximum working time is less than the maximum working time, the matching relationship is considered unhealthy.

6. The attitude analysis method for an aero-engine lubrication system according to claim 5, characterized in that, The evaluation of the lubricating oil system of the aircraft under test based on the matching relationship specifically includes the following steps: When the matching relationship is determined to be healthy, the lubrication system of the aircraft under test is judged to be qualified. If the matching relationship is deemed unhealthy, the lubrication system of the aircraft under test is deemed unqualified.

7. An analysis apparatus using the attitude analysis method for an aero-engine lubrication system as described in any one of claims 1-6, characterized in that, include: The data acquisition unit is used to acquire the set working state of the engine lubricating oil component to be tested and to establish a corresponding engine lubricating oil component model. The first building unit is used to construct the aircraft positioning coordinate system based on the engine lubricating component model; The first analysis unit is used to acquire flight status parameters and perform corresponding aircraft force analysis in conjunction with the aircraft positioning coordinate system. The second building unit is used to obtain the aircraft's lubricating oil level height based on the aircraft's force analysis, and then to build a mapping relationship between flight state parameters and lubricating oil level. The engine lubrication component includes an oil tank component and mating components, and the second building unit is specifically used for: The direction of the normal vector of the lubricating oil surface is obtained based on the force analysis of the aircraft. The direction of the lubricating oil surface is selected based on the direction of the lubricating oil surface normal. By incorporating the fluid surface direction of the mating components into the engine lubricating component model, the maximum amount of lubricating oil hidden within the mating components is calculated as the fluid level height of the mating components. Obtain the maximum oil filling volume and lubricating oil consumption of the oil tank components; The difference between the maximum oil filling capacity of the oil tank component and the lubricating oil consumption of the oil tank component and the maximum concealment of the mating components is selected as the remaining oil capacity of the oil tank component; The remaining oil volume of the fuel tank component is incorporated into the engine lubricating oil component model, and the liquid level height of the fuel tank component is calculated as the lubricating oil level height, thereby establishing a mapping relationship between flight state parameters and lubricating oil level. The second analysis unit is used to obtain actual flight state parameters, obtain the actual lubricating oil level based on the mapping relationship, and then obtain the matching relationship between the actual lubricating oil level and the engine of the aircraft under test. The evaluation unit is used to analyze the lubrication system of the aircraft under test based on the matching relationship.

8. The attitude analysis device for an aero-engine lubricating oil system according to claim 7, characterized in that, The first building unit is specifically used for: Based on the engine lubricating component model, the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system are constructed respectively. Calculate the transformation relationships between the aircraft vertical coordinate system, the aircraft body coordinate system, and the engine model coordinate system.

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