Method for high-bypass-ratio turbofan engine flight test air turbine starter power adjustment

Abstract

The present application provides a kind of high-bypass-ratio turbofan engine flight bench air turbine starter power adjustment method, for flight bench test, including the steps: establishing starting system model;Calculate the power increase of flight bench starting power compared with target aircraft starting power, calculate the pressure loss required to be provided by the orifice plate installed in the nacelle starting pipe;According to the characteristics of orifice plate, calculate the range of orifice radius that can produce pressure loss, design and produce a set of orifice plate;Obtain the test characteristics of each orifice plate in the produced orifice plate through test;Under the condition of not using orifice plate, carry out air starting test at set height and set speed, correct starting system model;Carry out starting system flow path analysis, select orifice plate for air starting test in each state of flight bench, carry out flight bench test.The problem that flight bench test air starting flight test subject cannot reflect the real high-bypass-ratio turbofan engine air starting performance is solved.

Description

Technical Field

[0001] This invention relates to the field of aircraft engine technology, specifically to a method for adjusting the power of the air turbine starter on a high bypass ratio turbofan engine flight test platform. Background Technology

[0002] Before a high-bypass turbofan engine is officially installed on an aircraft for certification and flight testing, the engine is first installed on a flight test stand for flight testing. The engine's in-flight start-up performance is a key performance indicator for high-bypass turbofan engines.

[0003] Modern high-bypass turbofan engines mostly employ air turbine starters (ATS). As a crucial component of civil turbofan engines, the air turbine starter is primarily used for ground start-up, cold start, ground start, and in-flight start of large aircraft main engines. Whether starting on the ground or in the air, the air turbine starter plays a decisive role in the engine starting process, and its output power directly affects the starting performance of the aircraft engine.

[0004] To verify the in-flight starting performance of a high-bypass turbofan engine on the flight test platform, the power of the air turbine starter during the in-flight starting test should be as close as possible to the power of the engine when it is installed on the target aircraft. If the power of the air turbine starter on the flight test platform is greater than that of the engine when it is installed on the target aircraft, a successful start-up of the in-flight starting test on the flight test platform does not indicate that the engine can successfully complete the in-flight starting test when it is installed on the target aircraft for certification.

[0005] In view of this, the inventors of this application have designed a method for adjusting the power of the air turbine starter of a high bypass ratio turbofan engine flight test platform, in order to overcome the above-mentioned technical problems. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to overcome the defect in the prior art that when verifying the in-flight starting performance of a high-bypass turbofan engine on a flight test platform, if the power of the air turbine starter on the flight test platform is greater than that of the target aircraft, the successful start of the in-flight starting test on the flight test platform does not indicate that the engine can successfully complete the in-flight starting test when it is installed on the target aircraft. The present invention provides a method for adjusting the power of the air turbine starter on a flight test platform for a high-bypass turbofan engine.

[0007] The present invention solves the above-mentioned technical problems through the following technical solution:

[0008] This invention provides a method for adjusting the power of the air turbine starter on a flight test platform for a high-bypass turbofan engine. The method is characterized by being used for flight test platform experiments and includes the following steps: S1, establishing a starting system model; S2, calculating the power increase of the flight test platform starting power compared to the target aircraft starting power, and calculating the pressure drop required by the orifice plate to be installed on the nacelle starting pipe based on the power increase; S3, calculating the range of orifice radii that can generate the pressure drop based on the orifice plate characteristics, and designing and manufacturing a set of orifice plates; S4, obtaining the test characteristics of each orifice plate in the manufactured set through experiments; S5, conducting an in-flight starting test at a set altitude and speed without using the orifice plate, and correcting the starting system model based on the test results.

[0009] S6. Based on the modified starting system model and the test characteristics of each throttling orifice plate, perform flow path analysis of the starting system, select the throttling orifice plate for in-flight starting tests under various flight conditions, and conduct flight test.

[0010] According to an embodiment of the present invention, step S1 includes: S 11 Establish the characteristics of each component of the starting system; S 12 Using the characteristics of each component of the starting system, a starting system model is established, consisting of an aircraft air turbine starter, an aircraft environmental control pipeline, a nacelle starter pipe, starter valves, and an auxiliary power unit for the starting system.

[0011] According to an embodiment of the present invention, step S 11 The characteristics of each component of the starting system include: aircraft air turbine starter characteristics, aircraft environmental control piping characteristics, nacelle starter pipe characteristics, starter valve characteristics, and starting system auxiliary power unit power characteristics.

[0012] According to an embodiment of the present invention, step S2 includes: S 21 Based on the aforementioned starting system model, calculate the inlet parameters and starting power of the air turbine starter for the flight test platform; 22 By subtracting the inlet parameters and starting power of the target aircraft's air turbine starter from the inlet parameters and starting power of the aforementioned air turbine starter, the increase in the inlet parameters and starting power of the air turbine starter can be obtained; S 23 Analyze the impact of the increase in starting power on the test results of each in-flight start test point on the flight test platform, and determine whether the air turbine starter power needs to be adjusted at each in-flight start test point on the flight test platform; if adjustment is required, proceed to step S. 24 If no adjustments are needed, then the process ends; S 24 The pressure loss required by the orifice plate to be installed on the nacelle starter pipe is calculated based on the increase in starting power.

[0013] According to an embodiment of the present invention, step S 24 Including: S 241 1. Determine the location for installing the orifice plate; S 242 Based on the aforementioned starting system model, a throttle orifice plate model is added to the nacelle starting pipe to establish a starting system model with a throttle orifice plate; S 243 Using the starting system model with the throttling orifice plate, calculate the pressure drop required from the throttling orifice plate when the power of the air turbine starter on the flight test platform drops to the target power at each in-flight starting test point.

[0014] According to an embodiment of the present invention, step S3 includes: S 31 Based on the flow and pressure characteristics of the nacelle starter pipe with orifice plates of different diameters, calculate the range of orifice plate radii that can generate the pressure loss; 32 Based on the range of the orifice plate radius, one set of orifice plates is included in the design and production options; S 33 The starting system model with the orifice plate is used to calculate and analyze the installation of step S. 32 After incorporating the design and production of alternative orifice plates, the changes in the operating status of the aircraft's auxiliary power unit at various in-flight start-up test points are used to determine the range of orifice plates that can maintain the stable operation of the aircraft's auxiliary power unit at each test point. The design of the orifice plates is then adjusted and a set of adjusted orifice plates is produced.

[0015] According to one embodiment of the present invention, step S4 includes: installing a set of the manufactured orifice plates onto the nacelle starter pipe, performing component-level tests on a tester, and obtaining the flow and pressure test characteristics of each orifice plate.

[0016] According to an embodiment of the present invention, step S5 includes: conducting an in-flight start-up test at a set altitude and set speed on a flight test bench without using a throttle orifice plate, and correcting the characteristics of the start-up system auxiliary power unit and the aircraft environmental control pipeline characteristics in the start-up system model based on the test results.

[0017] According to an embodiment of the present invention, step S6 includes: S 61 Based on the modified starting system model and the test characteristics of each throttle orifice plate, flow path analysis of the starting system was performed. Throttling orifice plates for each in-flight starting test on the flight test bench were selected, and flight test bench tests were conducted. 62Based on the flight test, calculate the difference between the power of the air turbine starter and the target power. If the difference is less than or equal to the set value, the power of the air turbine starter is successfully adjusted. If the difference is greater than the set value, select another throttle orifice plate with a different radius from the set of throttle orifice plates produced and conduct the flight test. Repeat this process multiple times until the difference is less than or equal to the set value.

[0018] The positive and progressive effects of this invention are as follows:

[0019] The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform of the present invention has at least the following advantages:

[0020] The power adjustment method of this invention analyzes the air turbine starting system of the flight test platform, designs and calculates the throttle orifice plate added to the intake pipe, and completes the coordinated matching design with the aircraft starting auxiliary power unit. This allows the power of the air turbine starter on the flight test platform to be basically the same as the power when it is installed on the target aircraft. This ensures that the starter power is consistent with that when it is installed on the target aircraft during in-flight start test flights, thereby simulating the in-flight start performance when it is installed on the target aircraft and achieving the goal of making the engine start performance consistent with that when it is installed on the target aircraft for certification test flights. Attached Figure Description

[0021] The above and other features, properties and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features, wherein:

[0022] Figure 1 This is a schematic diagram of the starting system structure.

[0023] Figure 2 This is a schematic flowchart of an embodiment of the method for adjusting the power of the air turbine starter on a high bypass ratio turbofan engine flight test platform according to the present invention. Detailed Implementation

[0024] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0025] Embodiments of the invention will now be described in detail with reference to the accompanying drawings. Preferred embodiments of the invention will now be described in detail, examples of which are illustrated in the drawings. Wherever possible, the same reference numerals will be used in all the drawings to denote the same or similar parts. Furthermore, although the terminology used herein is selected from commonly known and used terminology, some terms mentioned in this specification may have been chosen by the applicant at his or her discretion, and their detailed meanings are explained in the relevant sections of the description herein. Moreover, the invention should be understood not only by the actual terms used, but also by the meaning implied by each term.

[0026] like Figure 1 As shown, the starting system includes the aircraft's auxiliary power unit (APU) 100, environmental control pipe 200, engine nacelle starter pipe 300, starter valve 400, and air turbine starter 500 (ATS). Figure 1 D marks the junction of the aircraft and engine. Compressed air output from the aircraft auxiliary power unit (APU) 100 flows through the aircraft environmental control pipe 200 to the engine nacelle starter pipe 300, then through the starter valve 400 to the air turbine starter 500 (ATS), with continuous flow throughout. The total pressure P, total temperature T, and flow rate of the compressed air output from the aircraft APU 100 experience pressure and temperature drops after passing through the aircraft environmental control pipe 200 and again after passing through the engine nacelle starter pipe 300. The total pressure P of the compressed air reaches the inlet of the air turbine starter 500. t Total temperature T t Based on the working principle of the air turbine starter, the calculation methods for the power and flow rate of the air turbine starter are as follows.

[0027] Air turbine starter power N ST It can be calculated using formula (1):

[0028]

[0029] Among them, W t is the airflow rate; k is the adiabatic index, k = 1.4 for air; R is the gas constant for air, R = 0.28706 kJ / (kg·K); T t Total temperature at import; P t Total inlet pressure; P 2S The outlet static pressure (approximately equal to the external atmospheric pressure); η ST For efficiency.

[0030] Airflow W entering the air turbine starter t It can be calculated according to formula (2):

[0031]

[0032] Where m is the gas coefficient, and when k = 1.4, m = 0.0404; A th λ is the flow area of ​​the throat of the guide; q(λ) is the flow function, which is 1 when it is critical and supercritical; μ is the flow coefficient, which is usually taken as μ = 0.92 to 0.85.

[0033] Substituting the known air parameters into equations (1) and (2), and then substituting equation (2) into equation (1), we get:

[0034]

[0035] As can be seen from equation (3), for the same air turbine starter, the structural dimension A th Efficiency η remains constant ST The output power of the air turbine starter remains unchanged and is related to the total intake pressure P. t Total intake temperature T T Regarding this, the output power of the air turbine starter (ATS) is proportional to the total inlet pressure and the square root of the total inlet temperature.

[0036] The range of airflow parameters for the air turbine starter (ATS) during in-flight starting of the target aircraft is already coordinated and determined, and the corresponding starter power is also determined. If the air turbine starter power of the engine on the flight test platform is greater than that of the target aircraft, a successful in-flight start of the engine on the flight test platform does not indicate that the engine's starting performance meets the standards, nor does it guarantee that the in-flight starting test will be successful when installed on the target aircraft.

[0037] To ensure the success of the in-flight start-up test on the target aircraft, the output power of the air turbine starter on the flight test platform must be kept the same as when it is installed on the target aircraft. Therefore, the output power of the air turbine starter on the engine on the flight test platform needs to be reduced.

[0038] The above formula shows that there are two methods to reduce power: one is to reduce the starter motor intake pressure, and the other is to reduce the starter motor intake temperature. Pressure adjustment is more effective and easier to implement, while temperature reduction is less noticeable and difficult to achieve on a flight test platform. Therefore, it is chosen to add a throttle orifice plate to the engine nacelle starter pipe to increase the pressure drop in the compressed air flow path.

[0039] This invention provides a method for adjusting the power of the air turbine starter on a flight test rig for a high bypass ratio turbofan engine. The power adjustment method is used for flight test rig experiments and includes the following steps:

[0040] Step S1: Establish the starting system model.

[0041] Step S2: Calculate the power increase of the flight platform starting power compared to the target aircraft starting power, and calculate the pressure loss that the orifice plate to be installed on the nacelle starting pipe needs to provide based on the power increase.

[0042] Step S3: Based on the characteristics of the orifice plate, calculate the range of orifice radii that can generate the pressure loss, and design and manufacture a set of orifice plates;

[0043] Step S4: Obtain the test characteristics of each of the orifice plates in a set of orifice plates produced through testing.

[0044] Step S5: Conduct an in-flight start-up test at a set altitude and speed without using a throttle orifice plate, and revise the start-up system model based on the test results.

[0045] Step S6: Based on the modified starting system model and the test characteristics of each throttle orifice plate, perform flow path analysis of the starting system, select the throttle orifice plate for in-flight starting test under each state of the flight test, and conduct flight test.

[0046] Figure 2 The diagram shows a step flow of an embodiment of the method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform according to the present invention.

[0047] A flight test facility is a large aircraft with four engines. Through modification, one of the engines is replaced with the engine being tested. Flight test facility testing involves testing the engine being tested while it is mounted on the flight test facility during flight.

[0048] Air turbine starter (ATS) power adjustment refers to the adjustment of the air turbine starter power to adapt to the flight test platform conditions due to the inconsistency between the flight test platform and the engine installation object.

[0049] The function of an orifice plate is to be placed at an appropriate point in a pipeline to reduce the diameter of the flow passage, increase the local resistance of the fluid in the pipeline, and thus reduce the pressure of the fluid after passing through the orifice plate.

[0050] The present invention provides a method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform, which solves the problem that the power of the air turbine starter is greater than that when it is installed on the target aircraft during high-bypass turbofan engine flight test, and therefore cannot reflect the true in-flight starting performance of the high-bypass turbofan engine during flight test in-flight start-up flight maneuvers.

[0051] In a preferred embodiment of the high bypass ratio turbofan engine flight test air turbine starter power adjustment method of the present invention, step S1 includes:

[0052] Step S 11 Establish the characteristics of each component of the starting system.

[0053] Step S 12 Using step S 11 The characteristics of each component of the starting system are used to establish a starting system model consisting of the aircraft air turbine starter (ATS), aircraft environmental control piping, nacelle starter pipe, starter valves, and starting system auxiliary power unit (APU).

[0054] The auxiliary power unit (APU) is a small gas turbine engine that provides compressed air to the air turbine starter (ATS) of an aircraft engine.

[0055] As a preferred embodiment of the high bypass ratio turbofan engine flight test air turbine starter power adjustment method of the present invention, step S 11 The characteristics of each component of the starting system include: aircraft air turbine starter (ATS) characteristics, aircraft environmental control piping characteristics, nacelle starter pipe characteristics, starter valve characteristics, and starting system auxiliary power unit (APU) power characteristics.

[0056] In a preferred embodiment of the high bypass ratio turbofan engine flight test air turbine starter power adjustment method of the present invention, step S2 includes:

[0057] Step S 21 According to step S 12 The starting system model is used to calculate the inlet parameters and starting power of the air turbine starter of the flight test platform.

[0058] Step S 22 Use step S 21 The inlet parameters and starting power of the air turbine starter of the flight test platform are calculated, and the inlet parameters and starting power of the air turbine starter of the target aircraft are subtracted to obtain the increase in the inlet parameters and starting power of the air turbine starter compared to when it is installed on the target aircraft.

[0059] Step S 23 Analysis steps S 22 The impact of the increase in starting power on the test results of each in-flight start test point on the flight test platform is used to determine whether the air turbine starter power needs to be adjusted at each in-flight start test point on the flight test platform; if adjustment is required, proceed to step S. 24 If no adjustment is required, the process ends here. Based on experience, if the power of the Air Turbine Starter (ATS) on the flight test platform increases by 5% compared to when it is installed on the target aircraft, it is necessary to adjust the power of the Air Turbine Starter (ATS).

[0060] Step S 24 The pressure drop ΔP required for the orifice plate to be installed on the nacelle starter pipe is calculated based on the increase in starting power.

[0061] As a preferred embodiment of the high bypass ratio turbofan engine flight test air turbine starter power adjustment method of the present invention, step S 24 include:

[0062] Step S 241 1. Determine the location for installing the orifice plate.

[0063] Step S242 Based on the starting system model established in step S1, a throttle orifice plate model on the nacelle starting pipe is added to establish a starting system model with a throttle orifice plate.

[0064] Step S 243 Usage steps S 242 The established starting system model with orifice plate is used to calculate the pressure loss ΔP required from the orifice plate when the power of the air turbine starter on the flight test platform drops to the target power at each in-flight starting test point.

[0065] Step S 241 Determine a location that facilitates the installation of the orifice plate; this location could be, for example... Figure 1 Position C is indicated by the two diagonal lines on the starter tube of the mid-short nacelle.

[0066] In a preferred embodiment of the high bypass ratio turbofan engine flight test air turbine starter power adjustment method of the present invention, step S3 includes:

[0067] Step S 31 Based on the flow and pressure characteristics of the nacelle starter pipe with orifice plates of different diameters, calculate the steps that can generate step S. 243 The pressure loss ΔP is the range of flow rate and pressure within the range of the orifice radius R.

[0068] Step S 32 According to step S 31 The range of the radius R of the throttling orifice plate is used to include a set of throttling orifice plates in the design and production options. Preferably, a set of throttling orifice plates (20 in number, with a radius interval of 0.5 mm) is to be designed and produced.

[0069] Step S 33 Using the starting system model with the orifice plate, calculate and analyze the installation of step S. 32 After incorporating the design and production of alternative orifice plates, the changes in the operating status of the aircraft's auxiliary power unit at various in-flight start-up test points are used to determine the range of orifice plates that can maintain the stable operation of the aircraft's auxiliary power unit at each test point. The design of the orifice plates is then adjusted and a set of adjusted orifice plates is produced.

[0070] Preferably, in step S 33 In this study, an iterative analysis of the operating characteristics of the auxiliary power unit is conducted using a starting system model with a throttling orifice plate. This allows for multiple adjustments to the design and production of a revised set of throttling orifice plates to ensure stable operation of the auxiliary power unit.

[0071] In a preferred embodiment of the high bypass ratio turbofan engine flight test air turbine starter power adjustment method of the present invention, step S4 includes:

[0072] Step S 33 A set of the aforementioned orifice plates was installed on the nacelle starter pipe and subjected to component-level testing on a testing machine to obtain the flow and pressure test characteristics of each orifice plate.

[0073] In a preferred embodiment of the high bypass ratio turbofan engine flight test air turbine starter power adjustment method of the present invention, step S5 includes:

[0074] Without using a throttle orifice plate, an in-flight start-up test was conducted on a flight test bench at a set altitude and speed. Based on the test results, the characteristics of the auxiliary power unit of the start-up system and the characteristics of the aircraft environmental control pipeline in the start-up system model were corrected.

[0075] On the flight test stand, without using a throttle orifice plate, conduct in-flight start-up tests at typical altitudes and speeds, and revise step S based on the test results. 242 The characteristics of the aircraft auxiliary power unit (APU) and aircraft environmental control piping in the established starting system model.

[0076] In a preferred embodiment of the high bypass ratio turbofan engine flight test air turbine starter power adjustment method of the present invention, step S6 includes:

[0077] Step S 61 Based on the modified starting system model and the test characteristics of each throttle orifice plate, the flow path of the starting system was analyzed, and the throttle orifice plates used for each in-flight starting test on the flight test platform were selected and the flight test platform was carried out.

[0078] Step S 62 Based on the flight test, calculate the difference between the power of the air turbine starter and the target power. If the difference is less than or equal to the set value, the power of the air turbine starter is successfully adjusted. If the difference is greater than the set value, select another throttle orifice plate with a different radius from the set of throttle orifice plates produced and conduct the flight test. Repeat this process multiple times until the difference is less than or equal to the set value.

[0079] Step S 61 Based on the starting system model modified in step S5 and the test characteristics of each throttle orifice plate in step S4, the flow path of the starting system is analyzed, and the throttle orifice plates used for each in-flight starting test on the flight test platform are selected for flight test.

[0080] Preferably, step S 62 If step S 61In the in-flight start test on the flight test bench, if the power of the air turbine starter (ATS) on the flight test bench drops to within 2% of the target power, it indicates that the power adjustment of the air turbine starter (ATS) on the flight test bench is successful. Otherwise, another orifice plate with a different radius (preferably an adjacent radius, i.e., an adjacent area) can be selected for the flight test bench, and the test bench can be repeated multiple times until the difference is within 2%.

[0081] The following is a specific embodiment of the air turbine starter power adjustment method for a high-bypass turbofan engine flight test platform according to the present invention:

[0082] In this embodiment, the starting power of the target aircraft model is obtained. By combining the aircraft's air supply capacity with the starter characteristics, the power that the starter can generate when the engine is installed on the target aircraft model is calculated, as shown in Table 1 below:

[0083] Table 1

[0084]

[0085] In the same embodiment, the starting power of the engine mounted on the flight platform is obtained. By combining the air supply capacity of the flight platform with the characteristics of the starter, the power that the starter can generate when the engine is mounted on the flight platform is calculated, as shown in Table 2 below:

[0086] Table 2

[0087]

[0088] In the same embodiment, to obtain the pressure loss coefficient of orifice plates with different orifice diameters under different converted flow rates, it is necessary to conduct a blowing test on the pipeline with the orifice plates and obtain the test data. Each orifice plate can be tested individually, or three groups (large, medium, and small) can be selected for testing, and the other orifice diameters can be fitted. The final data is shown in Table 3 below.

[0089] Table 3

[0090]

[0091]

[0092] In the same embodiment, the orifice diameter required for starting the target aircraft with the power required to match the target model is obtained under the condition of a flight test platform. Based on the principle of flow conservation, the starting power that can be achieved by installing different orifice plates on the flight test platform is obtained through the starting system model. Then, the power affected by the orifice plates is used to match the power of the target aircraft, as shown in Table 4 below:

[0093] Table 4

[0094]

[0095] The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform of the present invention is particularly applicable to the adaptive adjustment of the power of the air turbine starter during civil high-bypass turbofan engine flight test.

[0096] The power adjustment method of this invention analyzes the air turbine starting system of the flight test platform, designs and calculates the throttle orifice plate added to the intake pipe, and completes the coordinated matching design with the aircraft starting auxiliary power unit. This allows the power of the air turbine starter on the flight test platform to be basically the same as the power when it is installed on the target aircraft. This ensures that the starter power is consistent with that when it is installed on the target aircraft during in-flight start test flights, thereby simulating the in-flight start performance when it is installed on the target aircraft and achieving the goal of making the engine start performance consistent with that when it is installed on the target aircraft for certification test flights.

[0097] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform, characterized in that, The power adjustment method is used for flight test, and the power adjustment method includes the following steps: S1. Establish the starting system model; S2. Calculate the power increase of the flight platform's starting power compared to the target aircraft's starting power, and calculate the pressure loss that the orifice plate to be installed on the nacelle's starting pipe needs to provide based on the power increase; S3. Based on the characteristics of the orifice plate, calculate the range of orifice radii that can generate the pressure loss, and design and manufacture a set of orifice plates; S4. Obtain the test characteristics of each of the orifice plates in a set of orifice plates produced through testing; S5. Conduct an in-flight start-up test at a set altitude and speed without using a throttle orifice plate, and revise the start-up system model based on the test results. S6. Based on the modified starting system model and the test characteristics of each throttling orifice plate, perform flow path analysis of the starting system, select the throttling orifice plate for in-flight starting tests under various flight conditions, and conduct flight test.

2. The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform as described in claim 1, characterized in that, Step S1 includes: S 11 Establish the characteristics of each component of the starting system; S 12 Using the characteristics of each component of the starting system, a starting system model is established, consisting of an aircraft air turbine starter, an aircraft environmental control pipeline, a nacelle starter pipe, starter valves, and an auxiliary power unit for the starting system.

3. The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform as described in claim 2, characterized in that, The step S 11 The characteristics of each component of the starting system include: aircraft air turbine starter characteristics, aircraft environmental control piping characteristics, nacelle starter pipe characteristics, starter valve characteristics, and starting system auxiliary power unit power characteristics.

4. The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform as described in claim 2, characterized in that, Step S2 includes: S 21 Based on the starting system model, calculate the inlet parameters and starting power of the air turbine starter for the flight test platform; S 22 The increase in the inlet parameters and starting power of the air turbine starter of the target aircraft is obtained by subtracting the inlet parameters and starting power of the air turbine starter of the flight platform from the inlet parameters and starting power of the air turbine starter. S 23 Analyze the impact of the increase in starting power on the test results of each in-flight start test point on the flight test platform, and determine whether the air turbine starter power needs to be adjusted at each in-flight start test point on the flight test platform; if adjustment is required, proceed to step S. 24 If no adjustments are needed, then the process ends. S 24 The pressure loss required by the orifice plate to be installed on the nacelle starter pipe is calculated based on the increase in starting power.

5. The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform as described in claim 4, characterized in that, The step S 24 include: S 241 1. Determine the location for installing the orifice plate; S 242 Based on the aforementioned starting system model, a throttle orifice plate model on the nacelle starting pipe is added to establish a starting system model with a throttle orifice plate. S 243 Using the starting system model with the throttling orifice plate, calculate the pressure drop required from the throttling orifice plate when the power of the air turbine starter on the flight test platform drops to the target power at each in-flight starting test point.

6. The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform as described in claim 5, characterized in that, Step S3 includes: S 31 Based on the flow and pressure characteristics of the nacelle starter pipe with orifice plates of different diameters, calculate the range of orifice plate radii that can generate the pressure loss. S 32 Based on the range of the orifice plate radius, a set of orifice plates is included in the design and production options; S 33 The starting system model with the orifice plate is used to calculate and analyze the installation of step S. 32 After incorporating the design and production of alternative orifice plates, the changes in the operating status of the aircraft's auxiliary power unit at various in-flight start-up test points are used to determine the range of orifice plates that can maintain the stable operation of the aircraft's auxiliary power unit at each test point. The design of the orifice plates is then adjusted and a set of adjusted orifice plates is produced.

7. The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform as described in claim 6, characterized in that, Step S4 includes: A set of the aforementioned orifice plates was installed on the nacelle starter pipe and subjected to component-level testing on a testing machine to obtain the flow and pressure test characteristics of each orifice plate.

8. The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform as described in claim 7, characterized in that, Step S5 includes: Without using a throttle orifice plate, an in-flight start-up test was conducted on a flight test bench at a set altitude and speed. Based on the test results, the characteristics of the auxiliary power unit of the start-up system and the characteristics of the aircraft environmental control pipeline in the start-up system model were corrected.

9. The method for adjusting the power of the air turbine starter on a high-bypass turbofan engine flight test platform as described in claim 8, characterized in that, Step S6 includes: S 61 Based on the modified starting system model and the test characteristics of each throttle orifice plate, the flow path of the starting system is analyzed, and the throttle orifice plates used for each in-flight starting test on the flight test platform are selected and the flight test platform is carried out. S 62 Based on the flight test, calculate the difference between the power of the air turbine starter and the target power. If the difference is less than or equal to the set value, the power of the air turbine starter is successfully adjusted. If the difference is greater than the set value, select another throttle orifice plate with a different radius from the set of throttle orifice plates produced and conduct the flight test. Repeat this process multiple times until the difference is less than or equal to the set value.

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