High-speed turbine engine variable EPR control method, system, medium and equipment

Abstract

The invention discloses a variable EPR control method, system, medium and device for a high-speed turbine engine, and the method comprises the steps: building a supercharge ratio control plan of the throat area of a jet pipe of the high-speed turbine engine, and designing an engine capture area estimation and correction method of the high-speed turbine engine, calculating an engine capture area based on the conversion flow of the fan characteristic diagram and the total temperature and the total pressure of an engine inlet, and generating an EPR correction value according to the control error of the engine capture area and the fan rotating speed; and embedding the EPR correction value into a high-speed turbine engine component-level model, comparing the maximum thrust variation of the engine in the maximum state before and after optimization, and evaluating the thrust improvement effect of the engine under the flight condition of more than 3Ma.

Description

Technical Field

[0001] This invention relates to the field of aero-engine control planning technology, and in particular to a variable EPR control method, system, medium, and device for a high-speed turbine engine. Background Technology

[0002] High-speed turbofan engines enable aircraft to achieve a wide speed range, up to Mach 4. Traditional advanced twin-rotor turbofan engines, above Mach 2, are limited by turbine inlet temperatures, preventing further increases in main fuel consumption and physical speed. Simultaneously, as the engine inlet temperature increases with Mach number, the engine's equivalent speed decreases, leading to a reduction in the engine's capture area (the aerodynamic area corresponding to maximum capture flow), a decrease in the fan and compressor pressure ratios, and a drop in the engine's power efficiency ratio (EPR). Therefore, high-speed turbofan engines often employ a lower overall pressure ratio design and a higher throttle ratio to provide a greater turbine inlet temperature margin for high-speed flight. Between Mach 2 and 3, high-speed turbofan engines can increase the usable pressure ratio of the low-pressure turbine by enlarging the nozzle throat area, thereby increasing fan speed and engine capture area to provide sufficient thrust for the aircraft. However, above Mach 3, the engine's EPR will continue to decrease, and the minimum allowable value of the EPR control plan of a conventional turbocharged engine is generally 1. At this time, due to the limitation of the nozzle throat area, the engine's capture area will also decrease, resulting in a decrease in engine thrust, making it difficult to continue operating at high Mach.

[0003] Therefore, how to design a control method for high-speed turbine engines with low total pressure ratios to improve their thrust above Mach 3 is a problem that the industry urgently needs to solve.

[0004] The information disclosed in the background section is only for enhancing the understanding of the background of this invention, and therefore may contain information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] This invention provides a variable EPR control method, system, medium, and device for a high-speed turbine engine. Based on the established nozzle EPR control plan, the control plan is optimized for high-speed turbine engines operating at speeds above Mach 3 to improve thrust.

[0006] A variable EPR control method for a high-speed turbine engine includes:

[0007] Step S100: Establish a boost ratio control plan for the nozzle throat area of ​​a high-speed turbine engine. This involves building a nozzle throat area control loop in the component-level model of the high-speed turbine engine to adjust the fan common operating line calibration position. The engine is started at its design point, and the throttle lever angle is gradually varied from 15 degrees to 65 degrees to allow the engine to reach a stable state at each throttle lever position. In this stable state, the fan operating point's pressure ratio, speed, and flow rate parameters are collected. An EPR control interpolation table is generated based on the collected data and embedded into the nozzle throat area control loop to complete the boost ratio control plan.

[0008] Step S200: Design a method for estimating and correcting the engine capture area of ​​a high-speed turbine engine, wherein the engine capture area is calculated based on the converted flow rate and the total temperature and total pressure at the engine inlet, and an EPR correction value is generated based on the control error between the engine capture area and the fan speed.

[0009] Step S300: Embed the EPR correction value into the high-speed turbine engine component-level model to compare the maximum thrust change of the engine before and after optimization, and evaluate the thrust improvement effect of the engine under flight conditions above Mach 3.

[0010] In the aforementioned variable EPR control method for a high-speed turbine engine, in step S100, the boost ratio... It is the total pressure after the engine turbocharger. With engine inlet total pressure The pressure ratio is calculated as follows:

[0011] .

[0012] In the aforementioned variable EPR control method for a high-speed turbine engine, in step S200, the converted flow rate W of the fan characteristic diagram is calculated based on the converted speed-pressure ratio-converted flow rate characteristics of the fan. 2,cor Then, calculate the physical airflow W2 at the fan inlet using the following formula.

[0013]

[0014] In the formula, T t2 and p t2 T represents the total temperature and total pressure at the engine inlet. std and p std The temperature and pressure of the standard atmosphere at sea level are taken as 288.15 K and 101325 kPa, respectively.

[0015] In the aforementioned variable EPR control method for a high-speed turbine engine, step S200 includes,

[0016] Step S201: Calculate the engine capture area: The engine capture area can be calculated using the following formula:

[0017]

[0018] In the formula, v0 and p0 are the velocity and static pressure of the free-flowing gas, T0 is the static temperature of the free-flowing gas, and R is the gas constant.

[0019] Step S202: Correct engine EPR control: Target boost ratio Equal to the original control plan Add correction value , is represented as:

[0020]

[0021] Calculated based on the control error of the capture area and fan speed:

[0022]

[0023]

[0024] .

[0025] In the aforementioned variable EPR control method for a high-speed turbine engine, step S300 involves using a climb acceleration flight profile from the ground to high altitude for simulation verification.

[0026] In the aforementioned variable EPR control method for a high-speed turbine engine, step S300, simulation verification, includes:

[0027] The EPR correction value is embedded into the engine component-level model;

[0028] Set the climb acceleration flight profile from the ground to high altitude as the simulation input;

[0029] Compare the maximum thrust of the engine under flight conditions above Mach 3 when using the original EPR control plan and when using the revised EPR control plan;

[0030] Verify the thrust enhancement effect of the modified control strategy under Ma4 flight conditions.

[0031] In the aforementioned variable EPR control method for a high-speed turbine engine, the high-speed turbine engine includes a dual-rotor mixed-displacement high-speed turbine engine.

[0032] A system for implementing the method includes:

[0033] The nozzle throat area control module is used to establish and execute the pressure ratio control plan for the nozzle throat area of ​​a high-speed turbine engine.

[0034] The capture area estimation module is used to calculate the engine capture area in real time based on fan characteristics and aerodynamic parameters;

[0035] The control error feedback module is used to dynamically generate EPR correction values ​​based on the control error between the engine capture area and the fan speed.

[0036] The EPR target adjustment module is used to feed back the EPR correction value to the nozzle throat area control module to adjust the engine operating state and obtain the control strategy.

[0037] The simulation verification module is used to embed the control strategy into the engine model and perform flight profile simulation verification.

[0038] A computer storage medium including computer instructions that, when run on a computer, cause the computer to perform the method.

[0039] An electronic device, the electronic device comprising:

[0040] Memory, processor, and computer programs stored in memory and executable on the processor, wherein,

[0041] The processor implements the method when executing the program.

[0042] Compared with the prior art, the present invention has the following advantages: it realizes a variable EPR control method, optimizes the nozzle throat area pressure ratio control plan of high-speed turbine engine, and improves the thrust of the engine above Mach 3. Attached Figure Description

[0043] Various other advantages and benefits of the present invention will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. Furthermore, the same reference numerals denote the same parts throughout the drawings.

[0044] In the attached diagram:

[0045] Figure 1 This is a schematic diagram of the configuration structure of a variable cycle high-speed turbine with interstage mixing according to an embodiment of the present disclosure;

[0046] Figure 2This is a schematic diagram of the principle of the inner and outer bypass air bleed rings according to an embodiment of this disclosure;

[0047] Figure 3 This is an embodiment of the variable cycle high-speed turbine structure with interstage mixing, and the airflow pattern when operating below 3.5 Ma.

[0048] Figure 4 This is an embodiment of the variable cycle high-speed turbine structure with interstage mixing, and the airflow pattern when operating at Mach 3.5 or higher.

[0049] The present invention will be further explained below with reference to the accompanying drawings and embodiments. Detailed Implementation

[0050] Specific embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While specific embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0051] It should be noted that certain terms are used in the specification and claims to refer to specific components. Those skilled in the art will understand that different terms may be used to refer to the same component. This specification and claims do not distinguish components based on differences in terminology, but rather on differences in function. The terms "comprising" or "including" used throughout the specification and claims are open-ended and should be interpreted as "comprising but not limited to." The following descriptions are preferred embodiments for carrying out the invention; however, these descriptions are for the purpose of understanding the general principles of the specification and are not intended to limit the scope of the invention. The scope of protection of this invention is determined by the appended claims.

[0052] To facilitate understanding of the embodiments of the present invention, further explanations and descriptions will be provided below with reference to the accompanying drawings and specific embodiments. The accompanying drawings do not constitute a limitation on the embodiments of the present invention.

[0053] like Figures 1 to 4 As shown, the variable EPR control method for a high-speed turbine engine includes the following steps:

[0054] Step S100: Establish a boost ratio control plan for the nozzle throat area of ​​a high-speed turbine engine. This involves building a nozzle throat area control loop in the component-level model of the high-speed turbine engine to adjust the fan common operating line calibration position. The engine is started at its design point, and the throttle lever angle is gradually varied from 15 degrees to 65 degrees to allow the engine to reach a stable state at each throttle lever position. In this stable state, the fan operating point's pressure ratio, speed, and flow rate parameters are collected. An EPR control interpolation table is generated based on the collected data and embedded into the nozzle throat area control loop to complete the boost ratio control plan.

[0055] Step S200: Design a method for estimating and correcting the engine capture area of ​​a high-speed turbine engine. Step S201 calculates the engine capture area based on the converted flow rate and the total temperature and total pressure at the engine inlet from the fan characteristic diagram. Step S202 generates an EPR correction value based on the control error between the engine capture area and the fan speed.

[0056] Step S300: Embed the EPR correction value into the high-speed turbine engine component-level model to compare the maximum thrust change of the engine before and after optimization, and evaluate the thrust improvement effect of the engine under flight conditions above Mach 3.

[0057] In a preferred embodiment of the variable EPR control method for a high-speed turbine engine, in step S100, the boost ratio... It is the total pressure after the engine turbocharger. With engine inlet total pressure The pressure ratio is calculated as follows:

[0058]

[0059] In a preferred embodiment of the variable EPR control method for a high-speed turbine engine, in step S200, the converted flow rate W of the fan characteristic diagram is calculated based on the converted speed-pressure ratio-converted flow rate characteristics of the fan. 2,cor Then, calculate the physical airflow rate W2 at the fan inlet using the following fluid dynamics formula.

[0060]

[0061] In the formula, T t2 and p t2 T represents the total temperature and total pressure at the engine inlet. std and p std The temperature and pressure of the standard atmosphere at sea level are taken as 288.15 K and 101325 kPa, respectively.

[0062] In a preferred embodiment of the variable EPR control method for a high-speed turbine engine, step S200 includes:

[0063] Step S201: Calculate the engine capture area: The engine capture area can be calculated using the following formula:

[0064]

[0065] In the formula, v0 and p0 are the velocity and static pressure of the free-flowing gas, Let T0 be the density of the free-flowing gas, T0 be the static temperature of the free-flowing gas, and R be the gas constant.

[0066] Step S202: Correct engine EPR control: Target boost ratio Equal to the original control plan Add the boost ratio correction value , is represented as:

[0067]

[0068] Boost ratio correction value Calculated based on the control error of the capture area and fan speed:

[0069]

[0070] .

[0071] In the formula To control the capture area error, To capture the target area, This represents the engine's current capture area. For the control error of fan speed, This is the fan's maximum physical speed. This represents the current physical speed of the engine's fan, and min indicates that it is the minimum of the two values.

[0072] In a preferred embodiment of the variable EPR control method for a high-speed turbine engine, step S300 involves using a climb acceleration flight profile from ground level to high altitude for simulation verification.

[0073] In a preferred embodiment of the variable EPR control method for a high-speed turbine engine, step S300 includes simulation verification:

[0074] The EPR correction value is embedded into the engine component-level model;

[0075] Set the climb acceleration flight profile from the ground to high altitude as the simulation input;

[0076] Compare the maximum thrust of the engine under flight conditions above Mach 3 when using the original EPR control plan and when using the revised EPR control plan;

[0077] Verify the thrust enhancement effect of the modified control strategy under Ma4 flight conditions.

[0078] In a preferred embodiment of the variable EPR control method for a high-speed turbine engine, the high-speed turbine engine includes a dual-rotor mixed-displacement high-speed turbine engine.

[0079] A system for implementing the method includes:

[0080] The nozzle throat area control module is used to establish and execute the pressure ratio control plan for the nozzle throat area of ​​a high-speed turbine engine.

[0081] The capture area estimation module is used to calculate the engine capture area in real time based on fan characteristics and aerodynamic parameters;

[0082] The control error feedback module is used to dynamically generate EPR correction values ​​based on the control error between the engine capture area and the fan speed.

[0083] The EPR target adjustment module is used to feed back the EPR correction value to the nozzle throat area control module to adjust the engine operating state and obtain the control strategy.

[0084] The simulation verification module is used to embed the control strategy into the engine model and perform flight profile simulation verification.

[0085] A computer storage medium comprising computer instructions that, when executed on a computer, cause the computer to perform the method described thereon.

[0086] An electronic device, the electronic device comprising:

[0087] Memory, processor, and computer programs stored in memory and executable on the processor, wherein,

[0088] The processor implements the method when executing the program.

[0089] In one embodiment, a variable EPR control method for a high-speed turbine engine operating at high Mach numbers includes the following steps:

[0090] Step S100: Establish a pressure ratio control plan based on the engine nozzle throat area;

[0091] Step S200: Design an engine capture area estimation and correction method;

[0092] Step S300: Compare the changes in maximum thrust of the engine before and after optimization, and perform simulation verification on the optimized boost ratio control plan.

[0093] In another embodiment, in step S100,

[0094] boost ratio It is the total pressure after the engine turbocharger. With engine inlet total pressure The pressure ratio is calculated as follows:

[0095]

[0096] In the component-level model of the turbine engine, a nozzle throat area control loop is built to control the common working line calibration position of the fan. Then, at the design point, the engine is started, and the throttle lever is input from 15 degrees to 65 degrees. At each throttle lever position, the engine runs in a certain step to reach a steady state. At this time, the fan is at the common working line. The state parameters used by the steady-state output pressure ratio control plan are calculated and an interpolation table is generated. Then, the throat area control loop is embedded to complete the nozzle control plan design.

[0097] In another embodiment, in step S200, the method for estimating and correcting the engine capture area includes the following steps:

[0098] Calculate the converted flow rate W of the fan characteristic diagram based on the fan's converted speed-pressure ratio-converted flow rate characteristics. 2,cor Then, calculate the physical airflow W2 at the fan inlet using the following formula.

[0099]

[0100] In the formula, T t2 and p t2 T represents the total temperature and total pressure at the engine inlet. std and p std The temperature and pressure of the standard atmosphere at sea level are taken as 288.15 K and 101325 kPa, respectively.

[0101] The engine's capture area can be calculated using the following formula:

[0102]

[0103] In the formula, v0 and p0 are the velocity and static pressure of the free-flowing gas, T0 is the static temperature of the free-flowing gas, and R is the gas constant.

[0104] For engines operating at high Mach rates, it is advisable to adjust the EPR during operation to maintain a larger capture area. This is the target boost ratio. Equal to the original control plan Add correction value , is represented as:

[0105]

[0106] Calculated based on the control error of the capture area and fan speed:

[0107]

[0108]

[0109]

[0110] In another embodiment, in step S300, the variable EPR control method is embedded into the engine model, and simulation verification is performed using a climb acceleration flight profile from ground to high altitude.

[0111] The effectiveness of the method described in this disclosure will be verified through simulation experiments below. First, using... Figure 2 Taking a dual-rotor high-speed turbine engine with a total pressure ratio of 13.75 as an example, this engine has two bypass ducts, including components such as a fan, high-pressure compressor, main combustion chamber, high-pressure turbine, low-pressure turbine, mixing chamber, afterburner, and Laval nozzle; it is equipped with a rear bypass ejector and inner and outer bypass bleed ring structures. Based on its component-level model, an EPR control scheme for the nozzle throat area is established; secondly, the variable EPR control method proposed in this disclosure is established, with the control structure as follows: Figure 3 As shown; finally, simulation verification is performed based on the model.

[0112] Figure 4 The simulation comparison shows that with and without EPR control correction, the control program without EPR correction can maintain EPR but not the capture area, resulting in a decrease in engine thrust above Ma 3. The engine with EPR correction, however, can maintain a higher thrust at Ma 3. Specifically, at 26.3 km / h (4.0 Ma), the engine's installed thrust with EPR correction (18.44 kN) is 110.27% higher than the engine without EPR correction (8.96 kN). At 30 km / h (4.5 Ma), the engine's installed thrust with EPR correction (9.61 kN) is 60.70% higher than the engine without EPR correction (5.98 kN).

[0113] Furthermore, the nozzle throat area control loop of this invention is constructed within the turbine engine component-level model. By adjusting the throat area, the common operating point position of the fan is controlled, achieving active control of the EPR (Energy Pressure Ratio). This enables dynamic adjustment of the engine's operating point, improving thrust output at high Mach 6 flight conditions; indirectly adjusting the turbine pressure ratio by controlling the throat area, thereby increasing fan speed and capture flow rate; providing a basic model support for the establishment of subsequent EPR control plans; and improving the engine's adaptability and controllability at Mach 3 and above. Based on throttle lever traversal, an EPR control interpolation table is generated. At the engine's design point, steady-state operating parameters are collected at each throttle lever angle, gradually varying from 15 degrees to 65 degrees, to generate the EPR control interpolation table. This establishes a standard control benchmark for the engine at different throttle lever positions, providing a reference for EPR correction; ensuring consistent control response of the engine under different flight conditions; and providing a callable data foundation for subsequent control algorithms, improving control accuracy. The capture area estimation method (based on fan characteristic map) uses the fan's converted speed-pressure ratio-converted flow rate characteristic map to obtain the converted flow rate. Combined with the engine inlet total temperature and total pressure, it calculates the physical airflow rate and further derives the engine's capture area. This enables dynamic estimation of the engine's intake capacity, providing crucial feedback signals for EPR correction; improves the model's perception of the engine's actual operating state; provides fundamental data for control error calculation, supporting subsequent EPR correction adjustments; and effectively improves the aerodynamic performance control accuracy of the engine under high-speed flight conditions. The EPR correction mechanism (based on capture area and fan speed error) uses the control error of the capture area and fan speed... and Calculate the EPR correction value And set the target EPR as originally planned. and The sum of these parameters is used to dynamically adjust the EPR control target during engine operation, maintaining a large capture area and thrust output. This effectively addresses the thrust decay problem caused by increased inlet air temperature and decreased equivalent speed during high Mach flight, improving the engine's thrust maintenance capability at Mach 3 and above. A closed-loop feedback mechanism enhances the robustness and adaptability of the control system. The variable EPR control method is embedded into the engine model, and simulation verification is performed using a climb acceleration flight profile from ground to high altitude, comparing the changes in maximum thrust before and after optimization. This verifies the effectiveness of the control method under real flight conditions; evaluates the thrust enhancement effect of the control strategy at Mach 4; provides quantitative data support, enhancing the credibility of the technical solution; and provides simulation verification basis for engineering applications, reducing practical application risks.

[0114] Although embodiments of the present invention have been described above in conjunction with the accompanying drawings, the present invention is not limited to the specific embodiments and application fields described above. The specific embodiments described above are merely illustrative and instructive, and not restrictive. Those skilled in the art can make many other forms based on the guidance of this specification and without departing from the scope of protection of the claims of the present invention, and all of these are within the scope of protection of the present invention.

Claims

1. A high speed turbine engine variable EPR control method, characterized by, The method comprises the following steps: Step S100: establishing a control plan of the EPR of the throat area of the nozzle of the high-speed turbine engine, wherein a control loop of the throat area of the nozzle is built in a component-level model of the high-speed turbine engine, and is used to adjust a fan common operating line calibration position; the engine is started at a design point, and an angle of a throttle lever is changed step by step from 15 degrees to 65 degrees, so that the engine reaches a steady state at each position of the throttle lever, and parameters of a fan operating point, such as a total pressure ratio, a rotational speed and a flow rate, are collected at the steady state; an interpolation table of the EPR control is generated according to the collected data, and is embedded into the control loop of the throat area of the nozzle, so that the control plan of the EPR is completed; Step S200: designing an engine capture area estimation and correction method of the high-speed turbine engine, wherein the engine capture area is calculated based on a converted flow rate of a fan characteristic map and a total temperature and a total pressure of an engine inlet, and an EPR correction value is generated according to a control error of the engine capture area and a fan rotational speed; Step S300: embedding the EPR correction value into the component-level model of the high-speed turbine engine to compare a maximum thrust variation of the engine at a maximum state before and after contrast optimization, and to evaluate a thrust improvement effect of the engine under a flight condition of more than 3Ma.

2. A high speed turbine engine variable EPR control method in accordance with claim 1, characterized by, Preferably, in step S100, the pressure ratio is the total pressure after the engine turbine to the total pressure at the engine inlet which is calculated as follows: 。 3. A high speed turbine engine variable EPR control method in accordance with claim 1 characterized by, In step S200, the calculated flow rate W of the fan characteristic map is calculated from the converted rotational speed-pressure ratio-converted flow rate characteristic of the fan 2,cor The physical air flow rate W2 of the fan inlet is then calculated from the following equation, ； where T t2 and p t2 are the total temperature and pressure at the engine inlet, T std and p std are the temperature and pressure of sea level standard atmosphere, taken as 288.15 K and 101325 kPa, respectively.

4. A high speed turbine engine variable EPR control method in accordance with claim 1 characterized by, Step S200 comprises, Step S201: calculating the engine capture area: the engine capture area can be calculated by the following formula: ； In the formula, v0 and p0 are a velocity and a static pressure of a free flow gas, T0 is a static temperature of the free flow gas, R is a gas constant, Step S202 corrects engine EPR control: target supercharging ratio is equal to the original control plan plus the correction value is expressed as ； Calculated from the control error of the capture area and the fan rotational speed ； ； 。 5. A high speed turbine engine variable EPR control method in accordance with claim 1 characterised by, In step S300, a ground-to-high-altitude climb acceleration flight profile is used for simulation verification.

6. A high speed turbine engine variable EPR control method in accordance with claim 5, characterized by, In step S300, the simulation verification comprises: embedding the EPR correction value into the engine component-level model; setting the ground-to-high-altitude climb acceleration flight profile as a simulation input; respectively comparing maximum thrusts of the engine under a flight condition of more than 3Ma when the original EPR control plan and the corrected EPR control plan are used; verifying a thrust improvement effect of the corrected control strategy under a flight condition of Ma4.

7. A high speed turbine engine variable EPR control method in accordance with claim 1 characterized by, The high-speed turbine engine comprises a double-rotor mixed-flow high-speed turbine engine.

8. A system for implementing the method of any one of claims 1-7, characterized by It comprises: a nozzle throat area control module, which is used to establish and execute a control plan of the EPR of the throat area of the nozzle of the high-speed turbine engine; a capture area estimation module, which is used to calculate an engine capture area in real time according to fan characteristics and aerodynamic parameters; a control error feedback module, which is used to dynamically generate an EPR correction value according to a control error of the engine capture area and a fan rotational speed; an EPR target adjustment module, which is used to feed back the EPR correction value to the nozzle throat area control module, and to adjust an engine operating state to obtain a control strategy; a simulation verification module, which is used to embed the control strategy into an engine model and to perform flight profile simulation verification.

9. A computer storage medium, characterized in that The storage medium comprises computer instructions, which, when executed on a computer, cause the computer to execute the method according to any one of claims 1-7.

10. An electronic device, comprising: The electronic device comprises: a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor executes the program to implement the method according to any one of claims 1-7.

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