Thrust estimation method and system for engine flying platform test and storage medium
By establishing a three-dimensional discrete point relationship and using a processor for thrust estimation, the problem of unmeasurable thrust in the flight test of a high-bypass turbofan engine was solved, enabling real-time thrust estimation and display, simplifying the test process and reducing costs.
Patent Information
- Application Number
- CN202411189164.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-27
- Publication Date
- 2026-03-06
AI Technical Summary
In the flight test of a high-bypass turbofan engine, thrust cannot be directly measured. Existing nozzle-based calculation methods cannot be applied and additional sensors are required, resulting in a complex and costly testing process.
By acquiring the test envelope of the engine flight test, the selection intervals for altitude, Mach number, and low-pressure converted speed are determined, a three-dimensional discrete point relationship is established, and the engine thrust is estimated in real time using existing data. The thrust is calculated using a processor and memory.
It enables real-time estimation of engine thrust without adding sensors, making it easier for pilots, ground commanders, and test technicians to understand the thrust status and support correct decision-making.
Smart Images
Figure CN121615237A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the technical field of aircraft engines, and in particular to a thrust estimation method, system, and storage medium for engine flight test. Background Technology
[0002] Before a high-bypass turbofan engine can be officially installed on an aircraft for certification and flight testing, it needs to be installed on a flight test stand. During flight test stand testing, in-flight thrust is a key performance indicator for high-bypass turbofan engines.
[0003] During flight test, the thrust of the engine under test cannot be directly measured. Consequently, the thrust cannot be displayed in real-time in the pilot's cockpit and ground control room, hindering the timely understanding of the thrust by pilots, ground commanders, and test technicians, thus causing inconvenience to the test. Currently, the nozzle method is commonly used to calculate the thrust of engines under test during flight tests. This involves installing multiple pressure sensors on the cross-sections of the inner and outer bypass nozzles of the engine under test to measure the exhaust pressure in real time. Using the data measured by these pressure sensors, the engine thrust is estimated using classic thrust calculation formulas.
[0004] However, the above-mentioned nozzle method of calculation cannot be applied to the initial flight test of a high-bypass turbofan engine, and this method requires the addition of multiple engine exhaust pressure sensors, making the test process complex and costly. Summary of the Invention
[0005] The purpose of this invention is to provide a thrust estimation method, system, and storage medium for engine flight test, which can complete the real-time estimation of engine flight thrust without adding sensors.
[0006] One aspect of the present invention provides a thrust estimation method for engine flight test, comprising: acquiring the engine flight test envelope and determining the selection intervals for altitude, Mach number, and low-pressure equivalent speed to obtain a three-dimensional discrete point relationship between engine thrust and altitude, Mach number, and low-pressure equivalent speed; during the flight test, acquiring the engine's current altitude, current Mach number, and current low-pressure equivalent speed, and obtaining a discrete point line corresponding to the current altitude and current Mach number for the entire low-pressure equivalent speed range based on the three-dimensional discrete point relationship; and obtaining the engine thrust corresponding to the current low-pressure equivalent speed using the discrete point line corresponding to the current altitude and current Mach number for the entire low-pressure equivalent speed range.
[0007] In one embodiment, the selection interval for the altitude is 100-2000m; and / or the selection interval for the Mach number is 0.01-0.2; and / or the selection interval for the low-pressure converted speed is 0.5%-5%.
[0008] In one embodiment, the selection interval for determining the altitude, Mach number, and low-pressure converted speed includes: determining the selection interval for the altitude to be 1000m, the selection interval for the Mach number to be 0.1, and the selection interval for the low-pressure converted speed to be 1%.
[0009] In one embodiment, obtaining the discrete point line corresponding to the current height and the current Mach number across the entire speed range based on the three-dimensional discrete point relationship includes: finding four discrete point lines for the entire low-pressure converted speed range with adjacent heights and Mach numbers based on the three-dimensional discrete point relationship, the current height, and the current Mach number; and obtaining the discrete point line corresponding to the current height and the current Mach number across the entire speed range by calculating the difference between the four discrete point lines for the entire low-pressure converted speed range.
[0010] In one embodiment, the four discrete point lines for the full low-pressure converted speed range include a first discrete point line for the full low-pressure converted speed range, a second discrete point line for the full low-pressure converted speed range, a third discrete point line for the full low-pressure converted speed range, and a fourth discrete point line for the full low-pressure converted speed range. The step of obtaining the full speed range discrete point line corresponding to the current height and the current Mach number by difference from the four discrete point lines for the full low-pressure converted speed range includes: obtaining a fifth discrete point line for the full low-pressure converted speed range by difference from the first and third discrete point lines for the full low-pressure converted speed range; obtaining a sixth discrete point line for the full low-pressure converted speed range by difference from the second and fourth discrete point lines for the full low-pressure converted speed range; and obtaining the full speed range discrete point line corresponding to the current height and the current Mach number by difference from the fifth and sixth discrete point lines for the full low-pressure converted speed range.
[0011] In one embodiment, the step of obtaining the engine thrust corresponding to the current low-pressure converted speed based on the current low-pressure converted speed using the discrete point line of the full low-pressure converted speed range corresponding to the current altitude and the current Mach number includes: finding the low-pressure converted speed and corresponding thrust of two adjacent points on the discrete point line of the full low-pressure converted speed range corresponding to the current altitude and the current Mach number based on the current low-pressure converted speed; and obtaining the engine thrust corresponding to the current low-pressure converted speed based on the found low-pressure converted speed and corresponding thrust of the two adjacent points.
[0012] In one embodiment, the low-pressure equivalent speeds of the two adjacent points found are a first low-pressure equivalent speed and a second low-pressure equivalent speed, and the corresponding thrust includes a first thrust and a second thrust; obtaining the engine thrust corresponding to the current low-pressure equivalent speed based on the low-pressure equivalent speeds and corresponding thrusts of the two adjacent points found includes: obtaining the engine thrust corresponding to the current low-pressure equivalent speed by calculating the difference between the first low-pressure equivalent speed, the corresponding first thrust, the second low-pressure equivalent speed, and the corresponding second thrust.
[0013] In one embodiment, the step of acquiring the engine flight test envelope and determining the selection intervals for altitude, Mach number, and low-pressure equivalent speed to obtain the three-dimensional discrete point relationship between engine thrust and altitude, Mach number, and low-pressure equivalent speed includes: acquiring the engine flight test envelope and establishing an engine performance model; using the engine performance model to determine the selection intervals for altitude, Mach number, and low-pressure equivalent speed; and using the engine performance model to calculate the three-dimensional discrete point relationship between engine thrust and altitude, Mach number, and low-pressure equivalent speed based on the selection intervals for altitude, Mach number, and low-pressure equivalent speed.
[0014] Another aspect of the present invention provides a thrust estimation system for engine flight test, including a processor and a memory; the memory stores non-transitory computer instructions, which, when executed by the processor, perform the thrust estimation method for engine flight test described in any of the above embodiments.
[0015] Another aspect of the present invention provides a storage medium for storing non-transitory computer instructions, which, when executed, perform the thrust estimation method for engine flight test as described in any of the above embodiments.
[0016] The thrust estimation method for engine flight tests of this invention utilizes existing altitude, Mach number, and engine low-pressure converted speed to estimate engine flight thrust in real time. This solves the problem that the flight thrust of high-bypass turbofan engines cannot be directly measured or calculated using the classic nozzle method during the initial flight test. Without adding an engine exhaust pressure sensor, this invention enables real-time display of the tested engine's thrust in the pilot's cockpit and ground monitoring hall, allowing pilots, ground commanders, and test technicians to understand the engine thrust status in real time during flight tests and make correct decisions for subsequent tests. Attached Figure Description
[0017] 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, wherein:
[0018] Figure 1 This is a flowchart illustrating an embodiment of the thrust estimation method for engine flight test according to the present invention.
[0019] Figure 2 It is a schematic diagram of discrete points within the engine's flight envelope, calculated based on the difference between the flight test point's altitude and Mach number;
[0020] Figure 3 This is a schematic diagram of calculating flight thrust using the difference between discrete points and lines in the speed range of the test point under full low pressure obtained by the difference;
[0021] Figure 4 This is a flowchart illustrating another embodiment of the thrust estimation method for engine flight test according to the present invention. Detailed Implementation
[0022] Reference will now be made in detail to embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. Each example is provided to explain the invention and not to limit it. In fact, it will be apparent to those skilled in the art that various modifications and variations may be made to the invention without departing from the scope or spirit thereof. For example, a feature shown or described as part of one embodiment may be used with another embodiment to produce yet another embodiment. Therefore, the invention is intended to cover these modifications and variations that fall within the scope of the appended claims and their equivalents.
[0023] As used in this article, the term High Bypass Ratio Turbofan Engine refers to a turbofan engine with a bypass ratio of 4 or higher. A flight test is a large aircraft with four engines. Through modification, one of the engines is replaced with the engine being tested. Flight testing involves testing the engine mounted on the flight test platform during flight. Engine in-flight thrust is the force generated by the engine that propels the aircraft forward. It is the driving force during takeoff, climb, flight, and landing, directly affecting the aircraft's speed, acceleration, and rate of climb.
[0024] Figure 1 An embodiment of the thrust estimation method for engine flight test of the present invention is shown. For example... Figure 1 As shown, one embodiment of the thrust estimation method for engine flight test of the present invention includes steps S100 to S300:
[0025] In step S100, the test envelope of the engine flight test is obtained, and the selection interval of altitude, Mach number and low-pressure converted speed is determined to obtain the three-dimensional discrete point relationship between engine thrust and altitude, Mach number and low-pressure converted speed.
[0026] In step S200, during the flight test, the engine's current altitude, current Mach number, and current low-pressure converted speed are obtained. Based on the three-dimensional discrete point relationship, the discrete point line of the full low-pressure converted speed range corresponding to the current altitude and current Mach number is obtained.
[0027] In step S300, based on the current low-pressure converted speed, the engine thrust corresponding to the current low-pressure converted speed is obtained by using the discrete point line of the full low-pressure converted speed range corresponding to the current altitude and the current Mach number.
[0028] In this embodiment, the flight envelope refers to a closed geometric figure representing the aircraft's flight range and operational limitations, using parameters such as flight speed, altitude, overload, and ambient temperature as coordinates. In this invention, the engine flight test envelope is a flight test envelope specific to the high-bypass turbofan engine, serving as the boundary condition for engine flight tests. Mach number is the ratio of an object's velocity to the speed of sound (i.e., the speed of sound propagation), used to represent the aircraft's speed.
[0029] The thrust estimation method for engine flight tests of this invention utilizes existing altitude, Mach number, and engine low-pressure converted speed to estimate engine flight thrust in real time. This solves the problem that the flight thrust of high-bypass turbofan engines cannot be directly measured or calculated using the classic nozzle method during the initial flight test. Without adding an engine exhaust pressure sensor, this invention enables real-time display of the tested engine's thrust in the pilot's cockpit and ground monitoring hall, allowing pilots, ground commanders, and test technicians to understand the engine thrust status in real time during flight tests and make correct decisions for subsequent tests.
[0030] In one embodiment, step S100 further includes steps S110 to S130:
[0031] In step S110, the engine flight test envelope is obtained, and the engine performance model is established.
[0032] In step S120, the selection intervals for altitude, Mach number, and low-pressure converted speed are determined using the engine performance model.
[0033] In step S130, based on the selected point intervals for altitude, Mach number, and low-pressure converted speed, the three-dimensional discrete point relationship F = f(M,H,N1R) between engine thrust and altitude, Mach number, and low-pressure converted speed is calculated using the engine performance model.
[0034] In this embodiment, the engine performance model is a component-level accurate engine performance model for a high-bypass turbofan engine, obtained through ground-based and high-altitude tests.
[0035] In one embodiment, the selection interval for altitude is 100-2000m. The selection interval for Mach number is 0.01-0.2. The selection interval for low-pressure converted speed is 0.5%-5%. It is understandable that the smaller the selection interval, the larger the amount of data obtained, the longer the thrust calculation time, and the higher the accuracy of the engine thrust calculation. A larger selection interval results in less computation and faster interpolation speed, but lower accuracy compared to smaller intervals.
[0036] Furthermore, based on conventional experience, the selection intervals for altitude are determined to be 1000m, Mach number to be 0.1, and low-pressure converted speed to be 1%. These selection intervals are sufficient to meet the experimental requirements and balance current computing power and accuracy. As computing power increases in the future, even smaller intervals can be selected.
[0037] In one embodiment, step S200 further includes steps S210 to S240:
[0038] In step S210, during the flight test, the engine's current altitude, current Mach number, and current low-pressure converted speed are acquired.
[0039] In step S220, based on the three-dimensional discrete point relationship and the current height and current Mach number, four discrete point lines for the full low-pressure converted speed range are found for adjacent heights and Mach numbers; wherein, the four discrete point lines for the full low-pressure converted speed range include the first full low-pressure converted speed range discrete point line FA=(M1,H1,N1R), the second full low-pressure converted speed range discrete point line FB=(M1,H2,N1R), the third full low-pressure converted speed range discrete point line FC=(M2,H1,N1R), and the fourth full low-pressure converted speed range discrete point line FD=(M2,H2,N1R).
[0040] like Figure 2 As shown, Figure 2 The horizontal axis represents Mach number Ma, the vertical axis represents altitude H, and the curve represents the flight test envelope. The projections of the four discrete point lines of the full low-pressure converted speed range obtained in step S220 onto the same low-pressure converted speed plane are A(M1,H1), B(M1,H2), C(M2,H1), and D(M2,H2) within the flight envelope, adjacent to the corresponding current altitude and current Mach number G(M,H). Figure 2 As shown.
[0041] In step S230, the fifth discrete point line FE(M,H1,N1R) of the full low-pressure converted speed range is obtained by comparing the first full low-pressure converted speed range discrete point line FA=(M1,H1,N1R) and the third full low-pressure converted speed range discrete point line FC=(M2,H1,N1R). The specific relationship is as follows:
[0042] FE = FA + (FC - FA)(M - M1) / (M2 - M1)
[0043] Based on the discrete point line FB = (M1, H2, N1R) for the second full low-pressure converted speed range and the discrete point line FD = (M2, H2, N1R) for the fourth full low-pressure converted speed range, the difference is used to obtain the discrete point line FF(M, H2, N1R) for the sixth full low-pressure converted speed range. The specific relationship is as follows:
[0044] FF = FB + (FD - FB)(M - M1) / (M2 - M1)
[0045] In step S240, based on the fifth full-low-pressure converted speed range discrete point line FE(M,H1,N1R) and the sixth full-low-pressure converted speed range discrete point line FF(M,H2,N1R), the difference is used to obtain the full-speed range discrete point line FG(M,H,N1R) corresponding to the current height and the current Mach number G(M,H). The specific relationship is as follows:
[0046] FG = FE + (FF - FE)(H - H1) / (H2 - H1)
[0047] Given the current altitude and Mach number, FG(M,H,N1R) obtained in step S240 is a one-dimensional discrete function with only one variable, N1R, as follows: Figure 3 As shown. Figure 3 The horizontal axis represents the low-pressure equivalent speed N1R, and the vertical axis represents the engine thrust F. Figure 3 The discrete point line in the diagram is FG(M,H,N1R).
[0048] In one embodiment, step S300 further includes steps S310 to S320:
[0049] In step S310, based on the current low-pressure converted speed, the low-pressure converted speed and the corresponding thrust of two adjacent points are found on the discrete point line of the full low-pressure converted speed range corresponding to the current altitude and the current Mach number; wherein, the low-pressure converted speed of the two adjacent points are the first low-pressure converted speed N1R1 and the second low-pressure converted speed N1R2, and the corresponding thrust includes the first thrust F1 and the second thrust F2.
[0050] In step S320, based on the first low-pressure converted speed N1R1 and the corresponding first thrust F1, and the second low-pressure converted speed N1R2 and the corresponding second thrust F2, the difference is used to obtain the engine thrust F corresponding to the current low-pressure converted speed N1R, such as... Figure 3 As shown. The specific relationship is as follows:
[0051] F=F1+(F2-F1)(N1R-N1R1) / (N1R2-N1R1)
[0052] like Figure 4 As shown, in conjunction with the above embodiments, another embodiment of the thrust estimation method for engine flight test of the present invention includes the following steps:
[0053] In step S110, the engine flight test envelope is obtained, and the engine performance model is established.
[0054] In step S120, the selection intervals for altitude, Mach number, and low-pressure converted speed are determined using the engine performance model.
[0055] In step S130, based on the selected point intervals for altitude, Mach number, and low-pressure converted speed, the three-dimensional discrete point relationship between engine thrust and altitude, Mach number, and low-pressure converted speed is calculated using the engine performance model.
[0056] In step S210, during the flight test, the engine's current altitude, current Mach number, and current low-pressure converted speed are acquired.
[0057] In step S220, based on the three-dimensional discrete point relationship and the current height and current Mach number, four discrete point lines of the full low-pressure converted speed range are found for adjacent heights and Mach numbers.
[0058] In step S230, the fifth discrete point line FE(M,H1,N1R) of the full low-pressure converted speed range is obtained by the difference between the first full low-pressure converted speed range discrete point line FA=(M1,H1,N1R) and the third full low-pressure converted speed range discrete point line FC=(M2,H1,N1R); and the sixth discrete point line FF(M,H2,N1R) of the full low-pressure converted speed range is obtained by the difference between the second full low-pressure converted speed range discrete point line FB=(M1,H2,N1R) and the fourth full low-pressure converted speed range discrete point line FD=(M2,H2,N1R).
[0059] In step S240, the discrete point line FG(M,H,N1R) of the full speed range corresponding to the current height and the current Mach number is obtained by comparing the fifth full low pressure converted speed range discrete point line FE(M,H1,N1R) and the sixth full low pressure converted speed range discrete point line FF(M,H2,N1R).
[0060] In step S310, based on the current low-pressure converted speed, the low-pressure converted speed and the corresponding thrust of two adjacent points are found on the discrete point line of the full low-pressure converted speed range corresponding to the current altitude and the current Mach number; wherein, the low-pressure converted speed of the two adjacent points are the first low-pressure converted speed N1R1 and the second low-pressure converted speed N1R2, and the corresponding thrust includes the first thrust F1 and the second thrust F2.
[0061] In step S320, the engine thrust F corresponding to the current low-pressure converted speed N1R is obtained by calculating the difference between the first low-pressure converted speed N1R1, the corresponding first thrust F1, the second low-pressure converted speed N1R2, and the corresponding second thrust F2.
[0062] The thrust estimation system for engine flight test of the present invention includes a processor and a memory. The memory stores non-transitory computer instructions, which, when executed by the processor, perform the thrust estimation method for engine flight test according to any of the above embodiments.
[0063] The storage medium of the present invention is used to store non-transitory computer instructions, which, when executed, perform the thrust estimation method of the engine flight test of any of the above embodiments.
[0064] Although the processing devices described in the above embodiments can be implemented through a combination of software and hardware, it is understood that these processing devices can also be implemented individually in software or hardware. For hardware implementation, these processing devices can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, other electronic devices for performing the functions described above, or selected combinations of the above devices. For software implementation, these processing devices can be implemented through independent software modules such as procedures and functions running on a general-purpose chip, each of which can perform one or more functions and operations described herein.
[0065] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.
[0066] While the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the invention. Any variations and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention, without departing from the scope of the invention, fall within the protection scope defined by the claims of the present invention.
Claims
1. A method of estimating thrust for engine flight stand testing, characterized by, The method comprises the following steps: acquiring an engine flight bench test envelope, and determining the point selection intervals of altitude, Mach number and low-pressure converted speed, to obtain a three-dimensional discrete point relationship between engine thrust and altitude, Mach number and low-pressure converted speed; in the flight bench test, acquiring the current altitude, current Mach number and current low-pressure converted speed of the engine, and according to the three-dimensional discrete point relationship, obtaining a full low-pressure converted speed range discrete point line corresponding to the current altitude and the current Mach number; according to the current low-pressure converted speed, using the full low-pressure converted speed range discrete point line corresponding to the current altitude and the current Mach number to obtain the engine thrust corresponding to the current low-pressure converted speed.
2. The thrust estimation method according to claim 1, characterized by, The point selection interval of the altitude is 100-2000m; and / or The point selection interval of the Mach number is 0.01-0.2; and / or The point selection interval of the low-pressure converted speed is 0.5%-5%.
3. The thrust estimation method according to claim 2, characterized in that, The method for determining the point selection intervals of altitude, Mach number and low-pressure converted speed comprises the following steps: determining that the point selection interval of the altitude is 1000m, the point selection interval of the Mach number is 0.1, and the point selection interval of the low-pressure converted speed is 1%.
4. The thrust estimation method according to any one of claims 1 to 3, characterized in that, The method for obtaining the full low-pressure converted speed range discrete point line corresponding to the current altitude and the current Mach number according to the three-dimensional discrete point relationship comprises the following steps: according to the three-dimensional discrete point relationship and the current altitude and the current Mach number, finding four full low-pressure converted speed range discrete point lines of adjacent altitude and Mach number; according to the four full low-pressure converted speed range discrete point lines, obtaining the full low-pressure converted speed range discrete point line corresponding to the current altitude and the current Mach number by difference.
5. The thrust estimation method according to claim 4, characterized in that, The four full low-pressure converted speed range discrete point lines comprise a first full low-pressure converted speed range discrete point line, a second full low-pressure converted speed range discrete point line, a third full low-pressure converted speed range discrete point line and a fourth full low-pressure converted speed range discrete point line; The method for obtaining the full low-pressure converted speed range discrete point line corresponding to the current altitude and the current Mach number by difference according to the four full low-pressure converted speed range discrete point lines comprises the following steps: according to the first full low-pressure converted speed range discrete point line and the third full low-pressure converted speed range discrete point line, obtaining a fifth full low-pressure converted speed range discrete point line by difference; according to the second full low-pressure converted speed range discrete point line and the fourth full low-pressure converted speed range discrete point line, obtaining a sixth full low-pressure converted speed range discrete point line by difference; according to the fifth full low-pressure converted speed range discrete point line and the sixth full low-pressure converted speed range discrete point line, obtaining the full low-pressure converted speed range discrete point line corresponding to the current altitude and the current Mach number by difference.
6. The thrust estimation method according to claim 5, characterized in that, The method for obtaining the engine thrust corresponding to the current low-pressure converted speed according to the current low-pressure converted speed and using the full low-pressure converted speed range discrete point line corresponding to the current altitude and the current Mach number comprises the following steps: according to the current low-pressure converted speed, finding the low-pressure converted speeds and corresponding thrusts of two adjacent points on the full low-pressure converted speed range discrete point line corresponding to the current altitude and the current Mach number. According to the low-pressure conversion speed and the corresponding thrust of the two adjacent points obtained by searching, the engine thrust corresponding to the current low-pressure conversion speed is obtained.
7. The thrust estimation method according to claim 6, characterized in that, The two adjacent points obtained by searching are a first low-pressure conversion speed and a second low-pressure conversion speed, and the corresponding thrusts include a first thrust and a second thrust. According to the low-pressure conversion speed and the corresponding thrust of the two adjacent points obtained by searching, the engine thrust corresponding to the current low-pressure conversion speed is obtained, including: According to the first low-pressure conversion speed, the corresponding first thrust, the second low-pressure conversion speed, and the corresponding second thrust, the difference is obtained to obtain the engine thrust corresponding to the current low-pressure conversion speed.
8. The thrust estimation method according to any one of claims 1 to 3, characterized by, The engine flight test envelope is obtained, and the selected point intervals of height, Mach number, and low-pressure conversion speed are determined to obtain the three-dimensional discrete point relationship of engine thrust and height, Mach number, and low-pressure conversion speed, including: The engine flight test envelope is obtained, and the engine performance model is established; The selected point intervals of height, Mach number, and low-pressure conversion speed are determined by using the engine performance model; According to the selected point intervals of height, Mach number, and low-pressure conversion speed, the three-dimensional discrete point relationship of engine thrust and height, Mach number, and low-pressure conversion speed is calculated by using the engine performance model.
9. A thrust estimation system for engine flight stand testing, characterized by, It includes a processor and a memory; The memory stores non-transitory computer instructions, and when the non-transitory computer instructions are run by the processor, the engine flight test thrust estimation method of any one of claims 1-8 is executed.
10. A storage medium, characterized by It is used for storing non-transitory computer instructions, and when the non-transitory computer instructions are run, the engine flight test thrust estimation method of any one of claims 1-8 is executed.