Boosting fuel oil measurement fault handling method and system under sand dust erosion condition
By controlling the adjustable nozzle throat area and pressure ratio closed-loop control, the problem of reduced engine thrust caused by afterburner fuel measurement failure under sand and dust erosion was solved, and normal afterburner fuel supply and engine thrust were achieved.
Patent Information
- Application Number
- CN202511347548.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-19
- Publication Date
- 2025-11-18
AI Technical Summary
In cases of sand and dust erosion, if the engine afterburner fuel measurement fails, current technology does not allow the connection of the faulty path or the afterburner above it, which would reduce engine thrust and affect aircraft performance.
By controlling the adjustable nozzle throat area of the engine to remain constant, and based on the closed-loop control of the engine pressure ratio, the normal connection of the fault-prone fuel supply and the control of the fuel supply quantity are achieved, ensuring the consistency of the engine pressure ratio value.
This solution addresses the issue of reduced engine thrust during afterburner fuel measurement malfunctions, enabling normal afterburner connection in the faulty circuit and effective control of fuel supply flow, thereby improving engine thrust.
Smart Images
Figure CN120968896A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aero-engine fuel supply technology, specifically to a method and system for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions. Background Technology
[0002] When military aircraft perform missions in harsh environments (such as deserts, areas with dense smoke and fog), their engines often ingest sand and dust particles stirred up by the wind or aircraft contrails, or that are floating in the air. Small sand particles entering the turbine can clog the cooling air vents on the turbine blades, causing deposits to form on the turbine blade surface. For aero engines with adjustable nozzle throat areas and afterburners, these deposits on the turbine blade surface will gradually fall off with repeated use and flow into the afterburner with the exhaust gas, leading to malfunctions in the metering valve displacement measurement.
[0003] Afterburner fuel supply is typically divided into multiple channels, with the fuel quantity for each channel calculated based on the displacement of a metering valve. If the metering valve displacement measurement malfunctions, the fuel quantity for each channel cannot be obtained; this is known as an afterburner fuel measurement failure.
[0004] Assuming the afterburner fuel supply is divided into X paths, the existing troubleshooting technical solutions are as follows: When the fuel measurement of Afterburner Channel 1 malfunctions, afterburner is not allowed to be connected in non-afterburner mode (afterburner function is automatically disabled); in afterburner mode, afterburner is automatically disconnected and not allowed to be connected. When the fuel measurement of fuel supply channel 2 is faulty, if fuel supply channel 2 is not connected, fuel supply channels 2, 3...X are not allowed to be connected. If they are connected, the fuel level of fuel supply channels 2, 3...X will be set to zero. If the afterburner X-channel fuel measurement malfunctions, the afterburner X-channel must not be connected if it is not already connected; otherwise, the fuel level in the afterburner X-channel will be set to zero.
[0005] As explained above, when a fuel measurement fault occurs in a certain afterburner path, the afterburner on that path and above cannot be activated, resulting in a significant reduction in engine thrust. When the engine is in afterburner mode, the significant reduction in engine thrust affects the aircraft's horizontal acceleration, Mach number climb, and other technical indicators, and may even prevent the aircraft from flying to the right half of its flight envelope, rendering the aircraft unusable within the entire flight envelope. Summary of the Invention
[0006] The purpose of this invention is to provide a method for handling afterburner fuel measurement failures under sand and dust erosion conditions, so as to solve the problem in the prior art that when a certain fuel measurement failure occurs in the afterburner, the afterburner and above are not allowed to be connected, resulting in a reduction in engine thrust.
[0007] To address the aforementioned problems, this invention proposes a method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions. The technical solution adopted is as follows: A method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions includes the following steps: Step S1: Based on the engine control law, obtain the conventional engine pressure ratio values under different low-pressure converted speeds and different intake air temperatures. Step S2: Based on the engine high-altitude test results or simulation calculation results, obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures when the engine has X and above afterburner fuel supply, where X is 1, 2, 3...n, and n is the total number of afterburner paths of the engine. Step S3: When a fault occurs in the boost fuel supply measurement of one of the X-paths of the engine, based on step S1, obtain the conventional engine pressure ratio under the current low-pressure converted speed and intake air temperature conditions, i.e., the current conventional engine pressure ratio; based on step S2, obtain the adjustable nozzle throat area of the engine under boost fuel supply conditions for the faulty path and all paths above it, i.e., the adjustable nozzle throat area of the engine under boost fuel supply conditions for the current faulty path and all paths above it. Step S4: Based on the fact that the adjustable nozzle throat area of the engine remains unchanged when the engine is supplied with fuel in the faulty path and above, the engine fuel supply is controlled to make the current actual engine pressure ratio consistent with the current normal engine pressure ratio, so as to realize the engine pressure ratio closed-loop control of the fuel supply in this path.
[0008] Further, in step S1, obtaining the conventional engine pressure ratio values under different low-pressure equivalent speeds and different intake air temperatures based on the engine control law includes: Based on the total temperature at the engine inlet, the pressure ratio of a conventional engine under different low-pressure converted speeds and different intake air temperatures is obtained by controlling the adjustable nozzle throat area of the engine. Among them, under the condition of equal low pressure conversion speed, as the total temperature of the engine inlet increases, the adjustable nozzle throat area of the engine gradually increases, causing the pressure ratio of the conventional engine to decrease under different intake temperature conditions. Under the condition of constant total engine inlet temperature, as the engine low-pressure equivalent speed increases, the conventional pressure ratio of the engine's compression components, such as the fan and compressor, increases, resulting in an increase in the conventional engine pressure ratio under different low-pressure equivalent speed conditions.
[0009] Furthermore, the formula for calculating the total temperature at the engine inlet is shown in Equation 1: T 总 =T 静 ×(1+(k-1) / 2×Ma×Ma)Form 1; Among them, T 总 T represents the total temperature at the engine inlet. 静The atmospheric static temperature is at the current altitude, k is the air gas constant with a value of 1.4, and Ma is the current Mach number.
[0010] Furthermore, the correspondence between the total engine inlet temperature and the adjustable nozzle throat area of the engine includes: When the total intake air temperature of the engine is low, the adjustable nozzle throat area of the engine is set to a small nozzle state. When the total intake air temperature of the engine is high, the adjustable nozzle throat area of the engine adopts the large nozzle state.
[0011] Further, in step S2, obtaining the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures based on the engine high-altitude test results or simulation calculation results includes: N engine inlet total temperature points are selected within the engine flight envelope. High-altitude test or simulation calculation is performed at each inlet total temperature point to obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures when the engine's X-path and above afterburner fuel supply are used. The high-altitude test or simulation calculation includes: First, adjust the low-pressure conversion speed to the minimum speed at which afterburner can be activated, and obtain the adjustable nozzle throat area and conventional engine pressure ratio of the engine at this time. Secondly, under the condition that the engine's conventional engine pressure ratio remains unchanged, each afterburner fuel supply is sequentially connected until the last afterburner fuel supply, and the adjustable nozzle throat area of the engine is obtained for each afterburner fuel supply. Finally, increase the low-pressure conversion speed by 1% and repeat the above test until the low-pressure conversion speed reaches the highest allowable low-pressure conversion speed under this operating condition, and obtain the corresponding adjustable nozzle throat area of the engine and the pressure ratio of the conventional engine.
[0012] Furthermore, the parameters for selecting the total inlet temperature point include the engine's minimum operating altitude, maximum operating altitude, minimum travel Mach number, and maximum flight Mach number.
[0013] Furthermore, the conventional engine pressure ratio is the ratio of the engine's conventional outlet pressure to the engine's conventional inlet pressure.
[0014] Further, in step S2, the adjustable nozzle throat area of the engine during afterburner fuel supply via the X-path and all above it, where X is 1, 2, 3...n, and n is the total number of afterburner paths of the engine, including: When X is 1, the adjustable nozzle throat area of the engine when the engine's X-path and all above-level afterburner fuel supply is the same as the adjustable nozzle throat area of the engine when the engine's 1-path afterburner fuel supply is used. When X is 2, the adjustable nozzle throat area of the engine when the engine's X-path and above are supplied with fuel in an afterburner manner is the same as the adjustable nozzle throat area of the engine when the engine's 1st and 2nd paths are supplied with fuel in an afterburner manner. When X is 3, the adjustable nozzle throat area of the engine when the engine's X-path and above are supplied with fuel in an afterburner manner is the same as the adjustable nozzle throat area of the engine when the engine's 1st, 2nd, and 3rd paths are supplied with fuel in an afterburner manner. ... When X is n, the adjustable nozzle throat area of the engine when the engine's X-path and above additional fuel supply are the same as the adjustable nozzle throat area of the engine when the engine's 1st, 2nd, 3rd...nth additional fuel supply are provided.
[0015] Further, in step S4, the adjustable nozzle throat area of the engine remains unchanged when the engine is supplied with fuel based on the current faulty path and all paths above it, and the engine fuel supply is controlled by connecting the faulty path and all paths above it to make the current actual engine pressure ratio consistent with the current conventional engine pressure ratio, including: Based on the fact that the adjustable nozzle throat area of the engine remains unchanged when the faulty path and the above-mentioned paths are supplied with fuel, the fuel supply to the engine is gradually increased so that the current actual engine pressure ratio is consistent with the current conventional engine pressure ratio.
[0016] The present invention also provides a system for performing the above-described method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions, comprising: The conventional engine pressure ratio acquisition module is used to obtain the conventional engine pressure ratio under different low-pressure conversion speeds and different intake air temperatures based on the engine control law. The adjustable nozzle throat area acquisition module of the engine is used to obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures when the engine has X and above afterburner fuel supply, based on the engine high-altitude test results or simulation calculation results. Here, X is 1, 2, 3...n, and n is the total number of afterburner paths of the engine. The afterburner fuel supply measurement fault parameter acquisition module is used to obtain the conventional engine pressure ratio value under the current low-pressure converted speed and intake air temperature conditions, i.e., the current conventional engine pressure ratio value, based on step S1, when a certain afterburner fuel supply measurement fault occurs in one of the engine X paths; and to obtain the adjustable nozzle throat area of the engine under the current low-pressure converted speed and intake air temperature conditions for the faulty path and all paths above it when the afterburner fuel supply is activated, i.e., the adjustable nozzle throat area of the engine under the current faulty path and all paths above it when the afterburner fuel supply is activated. The engine pressure ratio closed-loop control module is used to ensure that the adjustable nozzle throat area of the engine remains unchanged when the engine is supplied with fuel through the faulty path and the above-mentioned paths. It connects the engine fuel supply through the faulty path and the above-mentioned paths and controls the amount of fuel supplied to the engine, so that the current actual engine pressure ratio value is consistent with the current normal engine pressure ratio value, and realizes the engine pressure ratio closed-loop control of the fuel supply through the faulty path.
[0017] Beneficial Effects: This invention is an improved version of the prior art. It addresses the problem in existing technologies where a malfunction in the fuel measurement of a certain afterburner path prevents the connection of that path and all subsequent afterburner paths from being activated, leading to a decrease in engine thrust. By controlling the adjustable nozzle throat area of the engine during afterburner fuel supply to the faulty path and all subsequent paths, the invention maintains a constant value, ensuring that the actual engine pressure ratio remains consistent with the conventional engine pressure ratio. This achieves closed-loop control of afterburner fuel supply to the faulty path according to the engine pressure ratio, thereby enabling normal connection and supply of afterburner fuel to the faulty path, and effectively controlling the afterburner fuel flow rate. Compared to existing solutions, this method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions solves the problem of not being able to connect afterburner fuel to a faulty path, thus improving engine thrust.
[0018] In step S1, obtaining the conventional engine pressure ratio under different low-pressure equivalent speeds and different intake air temperatures based on the engine control law includes: Based on the total temperature at the engine inlet, the pressure ratio of a conventional engine under different low-pressure converted speeds and different intake air temperatures is obtained by controlling the adjustable nozzle throat area of the engine. Among them, under the condition of equal low pressure conversion speed, as the total temperature of the engine inlet increases, the adjustable nozzle throat area of the engine gradually increases, causing the pressure ratio of the conventional engine to decrease under different intake temperature conditions. Under the condition of constant engine inlet total temperature, as the engine's low-pressure equivalent speed increases, the conventional pressure ratios of the engine's compression components, such as the fan and compressor, also increase, leading to an increase in the conventional engine pressure ratio under different low-pressure equivalent speeds. This method facilitates the simple and efficient acquisition of conventional engine pressure ratios under different low-pressure equivalent speeds and different intake air temperatures, improving the accuracy of the results. Attached Figure Description
[0019] Figure 1 This is a flowchart illustrating the method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to the present invention. Detailed Implementation
[0020] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.
[0021] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.
[0022] The following describes, with reference to the accompanying drawings, a method and system for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions, according to an embodiment of this application.
[0023] When the engine enters intermediate or higher control states, the nozzle throat area is typically controlled in a closed-loop manner based on the engine pressure ratio (engine outlet pressure divided by engine inlet pressure). However, when designing engine control laws, the engine pressure ratio usually decreases as the engine intake air temperature increases; that is, the engine pressure ratio differs in intermediate and higher states under different intake air temperature conditions. When the engine is operating in afterburner mode, the afterburner fuel supply is controlled by a metering valve. At this time, the nozzle throat area is controlled in a closed-loop manner based on the engine pressure ratio. When the engine is operating in afterburner mode, due to the increased combustion gas temperature at the nozzle throat area, it is necessary to increase the nozzle throat area to maintain the nozzle flow capacity and engine matching. The greater the afterburner fuel supply, the larger the required nozzle throat area.
[0024] Based on the above principles, the following is combined with Figure 1 This application provides a detailed explanation of the method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions.
[0025] Step S1: Based on the engine control law, obtain the conventional engine pressure ratio under different low-pressure converted speeds and different intake air temperatures. The conventional engine pressure ratio is the ratio of the engine's conventional outlet pressure to the engine's conventional inlet pressure.
[0026] Specifically, based on the engine control law, the conventional engine pressure ratio values under different low-pressure equivalent speeds and different intake air temperatures are obtained, including: based on the total engine inlet temperature, by controlling the adjustable nozzle throat area of the engine, the conventional engine pressure ratio values under different low-pressure equivalent speeds and different intake air temperatures are obtained. Among them, under the condition of equal low pressure conversion speed, as the total temperature of the engine inlet increases, the adjustable nozzle throat area of the engine gradually increases, causing the pressure ratio of the conventional engine to decrease under different intake temperature conditions. Under the condition of constant total engine inlet temperature, as the engine low-pressure equivalent speed increases, the conventional pressure ratio of the engine's compression components, such as the fan and compressor, increases, resulting in an increase in the conventional engine pressure ratio under different low-pressure equivalent speed conditions.
[0027] The formula for calculating the total temperature at the engine inlet is shown in Equation 1: T 总 =T 静 ×(1+(k-1) / 2×Ma×Ma)Form 1; Among them, T 总 T represents the total temperature at the engine inlet. 静 The atmospheric static temperature is at the current altitude, k is the air gas constant with a value of 1.4, and Ma is the current Mach number.
[0028] Here, the correspondence between the engine inlet total temperature and the engine's adjustable nozzle throat area includes: When the total intake air temperature of the engine is low, the adjustable nozzle throat area of the engine is set to a small nozzle state. When the total intake air temperature of the engine is high, the adjustable nozzle throat area of the engine adopts the large nozzle state.
[0029] In this embodiment, based on the engine control law described above, the conventional engine pressure ratio EPR under different low-pressure equivalent speeds n1r and different intake air temperatures T2 is obtained, as shown in Table 1: Table 1 Engine pressure ratio
[0030] Step S2: Based on the engine high-altitude test results or simulation calculation results, obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures when the engine has X and above afterburner fuel supply, where X is 1, 2, 3...n, and n is the total number of afterburner fuel supply paths of the engine.
[0031] Among them, the adjustable nozzle throat area of the engine during afterburner fuel supply via the X-path and all above it, where X is 1, 2, 3...n, and n is the total number of afterburner paths of the engine, including: When X is 1, the adjustable nozzle throat area of the engine when the engine's X-path and all above-level afterburner fuel supply is the same as the adjustable nozzle throat area of the engine when the engine's 1-path afterburner fuel supply is used. When X is 2, the adjustable nozzle throat area of the engine when the engine's X-path and above are supplied with fuel in an afterburner manner is the same as the adjustable nozzle throat area of the engine when the engine's 1st and 2nd paths are supplied with fuel in an afterburner manner. When X is 3, the adjustable nozzle throat area of the engine when the engine's X-path and above are supplied with fuel in an afterburner manner is the same as the adjustable nozzle throat area of the engine when the engine's 1st, 2nd, and 3rd paths are supplied with fuel in an afterburner manner. ... When X is n, the adjustable nozzle throat area of the engine when the engine's X-path and above additional fuel supply are the same as the adjustable nozzle throat area of the engine when the engine's 1st, 2nd, 3rd...nth additional fuel supply are provided.
[0032] Specifically, based on the engine high-altitude test results or simulation calculation results, the adjustable nozzle throat area of the engine under different low-pressure equivalent speeds and different intake air temperatures is obtained for the X-path and above afterburner fuel supply, including: N engine inlet total temperature points are selected within the engine flight envelope. High-altitude test bench or simulation calculation is performed at each inlet total temperature point to obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different inlet air temperatures for afterburner fuel supply through the X-path and above. Here, the parameters for selecting the inlet total temperature points include the engine's minimum operating altitude, maximum operating altitude, minimum travel Mach number, and maximum flight Mach number.
[0033] The high-altitude test or simulation calculation includes: First, adjust the low-pressure conversion speed to the minimum speed at which afterburner can be activated, and obtain the adjustable nozzle throat area and conventional engine pressure ratio of the engine at this time. Secondly, under the condition that the engine's conventional engine pressure ratio remains unchanged, each afterburner fuel supply is sequentially connected until the last afterburner fuel supply, and the adjustable nozzle throat area of the engine is obtained for each afterburner fuel supply. Finally, increase the low-pressure conversion speed by 1% and repeat the above test until the low-pressure conversion speed reaches the highest allowable low-pressure conversion speed under this operating condition, and obtain the corresponding adjustable nozzle throat area of the engine and the pressure ratio of the conventional engine.
[0034] In this embodiment, based on the engine high-altitude test results or simulation calculation results mentioned above, the nozzle throat area A8 is obtained under different low-pressure converted speed n1r and different intake air temperature conditions when the engine has 1-way afterburner fuel supply; the nozzle throat area A8 when the engine has 1-way and 2-way afterburner fuel supply; the nozzle throat area A8 when the engine has 1-way, 2-way...X-way afterburner fuel supply, as shown in Table 2. Among them, A8 varies with the corresponding engine path.
[0035] Table 2. Area of A8 corresponding to different power supply connections
[0036] Step S3: When a fault occurs in the boost fuel supply measurement of one of the X-paths of the engine, based on step S1, obtain the conventional engine pressure ratio under the current low-pressure converted speed and intake air temperature conditions, i.e., the current conventional engine pressure ratio; based on step S2, obtain the adjustable nozzle throat area of the engine under boost fuel supply conditions of the faulty path and all paths above it, i.e., the adjustable nozzle throat area of the engine under boost fuel supply conditions of the faulty path and all paths above it.
[0037] Specifically, taking the case of a fault in the boost fuel supply measurement of the engine's X-path as an example, find the current boost fuel supply measurement value of the engine under different low-pressure converted speeds and different intake air temperatures according to the conventional engine pressure ratio values under different low-pressure converted speeds and different intake air temperatures in Table 1 of step S1; and find the adjustable nozzle throat area A8 of the engine when boost fuel supply occurs in the engine's X-path and above under different low-pressure converted speeds and different intake air temperatures according to Table 2 of step S2.
[0038] Step S4: Based on the fact that the adjustable nozzle throat area of the engine remains unchanged when the faulty path and all the above paths are supplied with fuel, the fuel supply of the faulty path and all the above paths is connected and the fuel supply of the engine is controlled so that the current actual engine pressure ratio is consistent with the current normal engine pressure ratio, so as to realize the faulty path fuel supply closed-loop control according to the engine pressure ratio.
[0039] Specifically, based on the premise that the adjustable nozzle throat area of the engine remains unchanged during the boost fuel supply to the current faulty path and all paths above it, the boost fuel supply to the faulty path and all paths above it is activated, and the engine fuel supply is controlled to ensure that the current actual engine pressure ratio is consistent with the current conventional engine pressure ratio, including: Based on the fact that the adjustable nozzle throat area of the engine remains unchanged when the faulty path and the above-mentioned paths are supplied with fuel, the fuel supply to the engine is gradually increased so that the current actual engine pressure ratio is consistent with the current conventional engine pressure ratio.
[0040] Taking the afterburner fuel supply measurement failure in the engine X circuit a as an example, based on the fact that the adjustable nozzle throat area A8 of the engine remains unchanged when the afterburner fuel supply of the current a circuit and the above circuits is activated, the afterburner of the a circuit is turned on, and the engine fuel supply is gradually increased so that the current actual engine pressure ratio value is consistent with the current conventional engine pressure ratio value in Table 1, so as to realize the afterburner fuel supply of the a circuit according to the engine pressure ratio closed-loop control.
[0041] This application also provides a system for performing the above-described method for handling afterburner fuel measurement failures under sand and dust erosion conditions, comprising: The conventional engine pressure ratio acquisition module is used to obtain the conventional engine pressure ratio under different low-pressure conversion speeds and different intake air temperatures based on the engine control law. The adjustable nozzle throat area acquisition module of the engine is used to obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures when the engine has X and above afterburner fuel supply, based on the engine high-altitude test results or simulation calculation results. Here, X is 1, 2, 3...n, and n is the total number of afterburner paths of the engine. The afterburner fuel supply measurement fault parameter acquisition module is used to obtain the conventional engine pressure ratio value under the current low-pressure converted speed and intake air temperature conditions, i.e., the current conventional engine pressure ratio value, based on step S1, when a certain afterburner fuel supply measurement fault occurs in one of the engine X paths; and to obtain the adjustable nozzle throat area of the engine under the current low-pressure converted speed and intake air temperature conditions for the faulty path and all paths above it when the afterburner fuel supply is activated, i.e., the adjustable nozzle throat area of the engine under the current faulty path and all paths above it when the afterburner fuel supply is activated. The engine pressure ratio closed-loop control module is used to ensure that the adjustable nozzle throat area of the engine remains unchanged when the engine is supplied with fuel through the faulty path and the above-mentioned paths. It connects the engine fuel supply through the faulty path and the above-mentioned paths and controls the amount of fuel supplied to the engine, so that the current actual engine pressure ratio value is consistent with the current normal engine pressure ratio value, and realizes the engine pressure ratio closed-loop control of the fuel supply through the faulty path.
[0042] Those skilled in the art will understand that the specific methods for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions described above have been referenced. Figure 1 The method for handling afterburner fuel measurement failures under sand and dust erosion conditions has been described in detail, therefore, its repeated description will be omitted.
[0043] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. The scope of patent protection of the present invention shall be determined by the claims. Similarly, any equivalent structural changes made based on the description and drawings of the present invention shall also be included within the scope of protection of the present invention.
Claims
1. A method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions, characterized in that, Includes the following steps: Step S1: Based on the engine control law, obtain the conventional engine pressure ratio values under different low-pressure converted speeds and different intake air temperatures. Step S2: Based on the engine high-altitude test results or simulation calculation results, obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures when the engine has X and above afterburner fuel supply, where X is 1, 2, 3...n, and n is the total number of afterburner paths of the engine. Step S3: When a fault occurs in the boost fuel supply measurement of one of the X-paths of the engine, based on step S1, the conventional engine pressure ratio value under the current low-pressure converted speed and intake air temperature conditions is obtained, that is, the current conventional engine pressure ratio value. Based on step S2, the adjustable nozzle throat area of the engine under the current low-pressure converted speed and intake air temperature conditions when the fault path and the above paths are supplied with fuel is obtained, that is, the adjustable nozzle throat area of the engine under the current fault path and the above paths are supplied with fuel. Step S4: Based on the fact that the adjustable nozzle throat area of the engine remains unchanged when the faulty path and all the above paths are supplied with fuel, the fuel supply of the faulty path and all the above paths is connected and the fuel supply of the engine is controlled so that the current actual engine pressure ratio is consistent with the current normal engine pressure ratio, so as to realize the faulty path fuel supply closed-loop control according to the engine pressure ratio.
2. The method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to claim 1, characterized in that, In step S1, obtaining the conventional engine pressure ratio under different low-pressure equivalent speeds and different intake air temperatures based on the engine control law includes: Based on the total temperature at the engine inlet, the pressure ratio of a conventional engine under different low-pressure converted speeds and different intake air temperatures is obtained by controlling the adjustable nozzle throat area of the engine. Among them, under the condition of equal low pressure conversion speed, as the total temperature of the engine inlet increases, the adjustable nozzle throat area of the engine gradually increases, causing the pressure ratio of the conventional engine to decrease under different intake temperature conditions. Under the condition of constant total engine inlet temperature, as the engine low-pressure equivalent speed increases, the conventional pressure ratio of the engine's compression components, such as the fan and compressor, increases, resulting in an increase in the conventional engine pressure ratio under different low-pressure equivalent speed conditions.
3. The method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to claim 2, characterized in that, The formula for calculating the total temperature at the engine inlet is shown in Equation 1: T 总 =T 静 ×(1+(k-1) / 2×Ma×Ma)Form 1; Among them, T 总 T represents the total temperature at the engine inlet. 静 The atmospheric static temperature is at the current altitude, k is the air gas constant with a value of 1.4, and Ma is the current Mach number.
4. The method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to claim 2, characterized in that, The correspondence between the engine inlet total temperature and the engine's adjustable nozzle throat area includes: When the total intake air temperature of the engine is low, the adjustable nozzle throat area of the engine is set to a small nozzle state. When the total intake air temperature of the engine is high, the adjustable nozzle throat area of the engine adopts the large nozzle state.
5. The method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to claim 1, characterized in that, In step S2, obtaining the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures based on the engine high-altitude test results or simulation calculation results includes: N engine inlet total temperature points are selected within the engine flight envelope. High-altitude test or simulation calculation is performed at each inlet total temperature point to obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures when the engine's X-path and above afterburner fuel supply are used. The high-altitude test or simulation calculation includes: First, adjust the low-pressure conversion speed to the minimum speed at which afterburner can be activated, and obtain the adjustable nozzle throat area and conventional engine pressure ratio of the engine at this time. Secondly, under the condition that the engine's conventional engine pressure ratio remains unchanged, each afterburner fuel supply is sequentially connected until the last afterburner fuel supply, and the adjustable nozzle throat area of the engine is obtained for each afterburner fuel supply. Finally, increase the low-pressure conversion speed by 1% and repeat the above test until the low-pressure conversion speed reaches the highest allowable low-pressure conversion speed under this operating condition, and obtain the corresponding adjustable nozzle throat area of the engine and the pressure ratio of the conventional engine.
6. The method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to claim 5, characterized in that, The parameters for selecting the total inlet temperature point include the engine's minimum operating altitude, maximum operating altitude, minimum travel Mach number, and maximum flight Mach number.
7. The method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to claim 1, characterized in that, The conventional engine pressure ratio is the ratio of the engine's conventional outlet pressure to its conventional inlet pressure.
8. The method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to claim 1, characterized in that, In step S2, the adjustable nozzle throat area of the engine during afterburner fuel supply via the X-path and all above it, where X is 1, 2, 3...n, and n is the total number of afterburner paths of the engine, including: When X is 1, the adjustable nozzle throat area of the engine when the engine's X-path and all above-level afterburner fuel supply is the same as the adjustable nozzle throat area of the engine when the engine's 1-path afterburner fuel supply is used. When X is 2, the adjustable nozzle throat area of the engine when the engine's X-path and above are supplied with fuel in an afterburner manner is the same as the adjustable nozzle throat area of the engine when the engine's 1st and 2nd paths are supplied with fuel in an afterburner manner. When X is 3, the adjustable nozzle throat area of the engine when the engine's X-path and above are supplied with fuel in an afterburner manner is the same as the adjustable nozzle throat area of the engine when the engine's 1st, 2nd, and 3rd paths are supplied with fuel in an afterburner manner. …… When X is n, the adjustable nozzle throat area of the engine when the engine's X-path and above additional fuel supply are the same as the adjustable nozzle throat area of the engine when the engine's 1st, 2nd, 3rd...nth additional fuel supply are provided.
9. The method for handling afterburner fuel measurement malfunctions under sand and dust erosion conditions according to claim 1, characterized in that, In step S4, the adjustable nozzle throat area of the engine remains unchanged when the boost fuel supply is applied to the current faulty path and all paths above it. The boost fuel supply to the engine is then activated and controlled to ensure that the current actual engine pressure ratio is consistent with the current conventional engine pressure ratio. This includes: Based on the fact that the adjustable nozzle throat area of the engine remains unchanged when the faulty path and the above-mentioned paths are supplied with fuel, the fuel supply to the engine is gradually increased so that the current actual engine pressure ratio is consistent with the current conventional engine pressure ratio.
10. A system for performing a method for handling afterburner fuel measurement failures under sand and dust erosion conditions as described in any one of claims 1-9, characterized in that, include: The conventional engine pressure ratio acquisition module is used to obtain the conventional engine pressure ratio under different low-pressure conversion speeds and different intake air temperatures based on the engine control law. The adjustable nozzle throat area acquisition module of the engine is used to obtain the adjustable nozzle throat area of the engine under different low-pressure converted speeds and different intake air temperatures when the engine has X and above afterburner fuel supply, based on the engine high-altitude test results or simulation calculation results. Here, X is 1, 2, 3...n, and n is the total number of afterburner paths of the engine. The afterburner fuel supply measurement fault parameter acquisition module is used to obtain the conventional engine pressure ratio value under the current low-pressure converted speed and intake air temperature conditions, i.e., the current conventional engine pressure ratio value, based on step S1, when a certain afterburner fuel supply measurement fault occurs in one of the engine X paths. Based on step S2, the adjustable nozzle throat area of the engine under the current low-pressure converted speed and intake air temperature conditions when the fault path and the above paths are supplied with fuel is obtained, that is, the adjustable nozzle throat area of the engine under the current fault path and the above paths are supplied with fuel. The engine pressure ratio closed-loop control module is used to ensure that the adjustable nozzle throat area of the engine remains unchanged when the engine is supplied with fuel through the faulty path and the above-mentioned paths. It connects the engine fuel supply through the faulty path and the above-mentioned paths and controls the amount of fuel supplied to the engine, so that the current actual engine pressure ratio value is consistent with the current normal engine pressure ratio value, and realizes the engine pressure ratio closed-loop control of the fuel supply through the faulty path.