Engine pushing and pressing performance correction method based on parameter-model double coupling
By constructing a model of throat ablation rate and combustion surface correction coefficient, and combining it with numerical optimization methods, the problem of insufficient accuracy in traditional engine thrust performance correction methods was solved, and high-precision thrust performance prediction was achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-05
- Publication Date
- 2026-03-20
AI Technical Summary
Traditional methods for correcting engine thrust performance are greatly affected by human factors, require iterative iterations, cannot achieve high-precision correction, and cannot take into account differences in actual working processes, such as erosion combustion phenomena.
A throat diameter ablation rate model and a combustion surface correction coefficient model were constructed. Combined with the classical thrust performance prediction model, the parameters to be determined were determined by numerical optimization methods to form a thrust performance prediction correction model. The prediction parameters were then optimized using engine test data to minimize the deviation.
It achieves high-precision thrust performance prediction based on a single engine test data, overcoming the shortcomings of traditional methods and improving prediction accuracy.
Smart Images
Figure CN121706363A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of engine technology, and specifically to a method for correcting engine thrust performance based on parameter-model dual coupling. Background Technology
[0002] For engines, using ground test data to correct engine thrust performance prediction models is of great significance. However, current traditional performance correction methods are heavily influenced by human factors, requiring iterative iterations that consume significant manpower and computational resources. Furthermore, these methods are limited to parameter tuning of classic thrust performance prediction models, while actual engine operation often differs from ideal operation, exhibiting phenomena such as erosion combustion. Therefore, they cannot correct for these aspects not considered in classic thrust performance prediction models, making high-precision model correction difficult. Thus, it is necessary to establish a new engine thrust performance correction model to achieve high-precision prediction of actual engine thrust performance, overcoming the problems of traditional performance correction methods being heavily influenced by human factors, requiring iterative iterations, and failing to achieve high prediction accuracy. Summary of the Invention
[0003] The purpose of this invention is to provide an engine thrust performance correction method based on parameter-model dual coupling, in order to solve the problems that the existing thrust performance correction methods are greatly affected by human factors, require repeated iterations, and cannot obtain high prediction accuracy.
[0004] To achieve the above objectives, the present invention employs the following technical solution: An engine thrust performance correction method based on parameter-model dual coupling includes: A throat diameter ablation rate model and a burning surface correction coefficient model are constructed; these two models are then added to the classical thrust performance prediction model to form a thrust performance prediction correction model. Input the undetermined parameters of the engine thrust performance into the thrust performance prediction correction model to obtain the thrust performance prediction results; The engine's thrust performance was tested to obtain actual thrust performance data. Based on the predicted thrust performance results and actual thrust performance data, a thrust performance prediction deviation function is constructed as an optimization model for the prediction parameters. The undetermined parameters of engine thrust performance prediction are used as optimization variables, and minimizing the thrust performance prediction deviation function is taken as the optimization objective to obtain the thrust performance prediction result that minimizes the thrust performance prediction deviation.
[0005] Furthermore, the throat ablation rate model is constructed as follows:
[0006] in, Represents the throat diameter ablation rate. Data representing actual thrust performance Engine pressure at any given moment. , These are pressure and time correction functions, respectively. These are the undetermined parameters in the correction function. It is a natural constant. The number of data points representing the actual thrust performance of the engine. The first data representing the actual thrust performance of the engine i That moment.
[0007] Furthermore, the point-by-point throat diameter and ablation rate of the engine nozzle are obtained using the following formula:
[0008] in Represents engine nozzle The throat diameter of time, The function representing the inverse calculation of the engine nozzle throat diameter; Represents engine nozzle Throat ablation rate at any given time Data representing actual thrust performance Engine thrust at all times Data representing actual thrust performance Engine pressure at any given moment. The first data representing the actual thrust performance of the engine i The time for each data point This represents the number of data points in the experiment.
[0009] Furthermore, numerical optimization methods were used to determine the undetermined parameters in the throat ablation rate model. The optimization variables are undetermined parameters, and the optimization objectives are as follows:
[0010] in, This represents the optimization objective for the parameters to be determined. This represents the L2 norm.
[0011] Furthermore, by utilizing the classical thrust performance prediction model, we can obtain... Engine pressure at any moment and thick explosive charge Then, the combustion surface correction coefficient model is constructed as follows:
[0012] in, This is the correction factor for the combustion surface. Data representing actual thrust performance Engine pressure at any given moment.
[0013] Furthermore, based on the burner surface correction factor, the corrected burner surface is determined, using the following formula:
[0014] in, Indicates the combustion surface of the propellant in the engine. For the modified engine propellant combustion surface.
[0015] Furthermore, the throat diameter ablation rate model and the combustion surface correction coefficient model are used to determine the throat diameter ablation rate and the combustion surface correction coefficient; the corrected engine charge combustion surface is calculated using the combustion surface correction coefficient, and the corrected engine charge combustion surface and throat diameter ablation rate are substituted into the classical thrust performance prediction model to obtain the thrust performance prediction correction model.
[0016] Furthermore, the engine thrust performance predicts parameters including, but not limited to, propellant characteristic velocity, burning rate, and pressure index.
[0017] Furthermore, the predicted thrust performance and the actual thrust performance both include engine thrust, engine pressure, and engine flow rate at each moment.
[0018] Furthermore, the predicted deviation function for the pushing performance is as follows:
[0019] In the above formula, This indicates a deviation in the expected pushing performance. , Data representing actual thrust performance Engine thrust and engine pressure at any given moment; , , This represents the engine thrust, engine pressure, and engine flow rate calculated using a modified model based on thrust performance prediction. This represents the weight of the propellant loaded in the engine.
[0020] A terminal device includes a processor, a memory, and a computer program stored in the memory; when the processor executes the computer program, it implements the engine thrust performance correction method based on parameter-model dual coupling.
[0021] A computer-readable storage medium storing a computer program; when executed by a processor, the computer program implements the engine thrust performance correction method based on parameter-model dual coupling.
[0022] Compared with the prior art, the present invention has the following technical features: By applying the technical solution of this invention, it is possible to achieve a high-precision prediction of the actual thrust performance of an engine based on a single engine test, overcoming the problems of traditional performance correction methods being greatly affected by human factors, requiring repeated iterations, and failing to obtain high prediction accuracy. Attached Figure Description
[0023] Figure 1 This is a schematic diagram of the predictive parameter optimization model and the performance predictive optimization model in the method of the present invention. Detailed Implementation
[0024] This invention provides a method for correcting engine thrust performance based on parameter-model dual coupling, specifically including the following steps: Step 1: Construct the throat diameter ablation rate model and the burning surface correction coefficient model; add the two to the classical thrust performance prediction model to form the thrust performance prediction correction model.
[0025] The classic thrust performance prediction model is an existing model used to calculate the engine thrust performance prediction results based on the undetermined parameters of engine thrust performance prediction. For details, please refer to Chapter 9, "Solid Rocket Engine Design", specifically the section "9.1 Zero-Dimensional Inner Trajectory Calculation" in "Solid Rocket Engine Design", edited by Bao Futing and Hou Xiao, China Aerospace Publishing House.
[0026] In the classic thrust performance prediction model, the nozzle throat diameter is calculated using the following formula: (1) in, Indicates the current time nozzle throat diameter, Represents calculations using an engine model The ablation rate of the nozzle throat diameter at any given time.
[0027] In this scheme, a throat diameter ablation rate model and a combustion surface correction coefficient model are constructed to determine the two parameters: throat diameter ablation rate and combustion surface correction coefficient. The corrected engine charge combustion surface is calculated using the combustion surface correction coefficient. The corrected engine charge combustion surface and throat diameter ablation rate are substituted into the classical thrust performance prediction model to obtain the thrust performance prediction correction model.
[0028] (1) Throat diameter ablation rate model.
[0029] By conducting thrust performance tests on the engine, actual thrust performance data of the engine can be obtained, including engine thrust, engine pressure, and engine flow rate.
[0030] The point-by-point throat diameter and ablation rate of the engine nozzle are obtained using the following formula: (2) in Represents engine nozzle The throat diameter of time, This represents the function for back-calculating the nozzle throat diameter, which uses engine thrust and pressure to back-calculate the nozzle throat diameter. Represents engine nozzle Throat ablation rate at any given time Data representing actual thrust performance Engine thrust at all times Data representing actual thrust performance Engine pressure at any given moment. The first data representing the actual thrust performance of the engine i The time of each data point (each data point contains the engine thrust, engine pressure, and engine flow rate at a given moment), The number of data points representing the actual thrust performance of the engine.
[0031] The throat ablation rate model is constructed as follows: (3) in, Represents the throat diameter ablation rate. , These are pressure and time correction functions, respectively. These are the undetermined parameters in the correction function. It is a natural constant.
[0032] The undetermined parameters in the throat diameter ablation rate model (3) were determined using numerical optimization methods. The optimization variables are undetermined parameters, and the optimization objective is shown in equation (4) below: (4) in, This represents the optimization objective for the parameters to be determined. This represents the L2 norm, and the same applies below.
[0033] (2) Burning surface correction coefficient model.
[0034] Using the classical thrust performance prediction model, we can obtain... Engine pressure at any moment and thick explosive charge Then, the combustion surface correction coefficient model is constructed as follows: (5) in, This is the correction factor for the combustion surface.
[0035] Based on the burner correction factor, the corrected burner surface is determined using the following formula: (6) in, Indicates the combustion surface of the propellant in the engine. For the modified engine propellant combustion surface.
[0036] Step 2: Input the undetermined parameters for predicting engine thrust performance into the thrust performance prediction correction model to obtain the thrust performance prediction results. The engine thrust performance is indicated by parameters including, but not limited to, propellant characteristic velocity, burning rate, and pressure index.
[0037] Step 3: Perform a thrust performance test on the engine to obtain actual thrust performance data. The predicted thrust performance and the actual thrust performance both include engine thrust, engine pressure and engine flow rate at each moment.
[0038] Step 4: Based on the predicted thrust performance results and actual thrust performance data, construct a thrust performance prediction deviation function as an optimization model for prediction parameters; use the undetermined parameters of engine thrust performance prediction as optimization variables, and minimize the thrust performance prediction deviation function as the optimization objective to obtain the thrust performance prediction results that minimize the thrust performance prediction deviation.
[0039] The predicted deviation function for the pushing performance is as follows: (7) In the above formula, This indicates a deviation in the expected pushing performance. , Data representing actual thrust performance Engine thrust and engine pressure at any given moment; , , This represents the engine thrust, engine pressure, and engine flow rate calculated using a modified model based on thrust performance prediction. This represents the weight of the propellant loaded in the engine.
[0040] Multiple sets of undetermined parameters for predicting engine thrust performance can be constructed within the design space. The results of each set of undetermined parameters are calculated using the thrust performance prediction correction model, and the corresponding thrust performance prediction deviations can be calculated between the results and the actual thrust performance data. The set of undetermined parameters with the smallest thrust performance prediction deviation is selected, and its corresponding thrust performance prediction result is taken as the final prediction result of the engine.
[0041] It should be noted that in the predictive parameter optimization model, whenever the propellant characteristic velocity, burning rate, and pressure index change, the throat diameter ablation rate model and the burning surface correction coefficient model will be remodeled.
[0042] Therefore, this invention nests a performance prediction correction model within a prediction parameter optimization model. This performance prediction correction model includes a throat ablation rate model and a combustion surface correction coefficient model, which are added to the classic thrust performance prediction model to form the performance prediction correction model. By inputting the undetermined parameters of the thrust performance prediction model into the performance prediction correction model, thrust performance prediction results can be obtained. Combined with engine test data, the prediction deviation of the performance prediction correction model is obtained. The prediction parameter optimization model uses numerical optimization methods, with minimizing the prediction deviation of the performance prediction correction model as the optimization objective and the undetermined parameters of the thrust performance prediction model as optimization variables, to obtain a performance prediction correction model that minimizes the engine thrust performance prediction deviation and its matching prediction parameters.
[0043] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.
Claims
1. A method for correcting engine thrust performance based on parameter-model dual coupling, characterized in that, include: Construct a throat diameter ablation rate model and a burning surface correction coefficient model; By adding the two to the classic thrust performance prediction model, a modified thrust performance prediction model is formed. Input the undetermined parameters of the engine thrust performance into the thrust performance prediction correction model to obtain the thrust performance prediction results; The engine's thrust performance was tested to obtain actual thrust performance data. Based on the predicted thrust performance results and actual thrust performance data, a thrust performance prediction deviation function is constructed as an optimization model for the prediction parameters. Using the undetermined parameters for predicting engine thrust performance as optimization variables and minimizing the thrust performance prediction deviation function as the optimization objective, we obtain the thrust performance prediction result that minimizes the thrust performance prediction deviation.
2. The engine thrust performance correction method based on parameter-model dual coupling according to claim 1, characterized in that, The throat ablation rate model is constructed as follows: in, Represents the throat diameter ablation rate. Representing actual thrust performance data Engine pressure at any given moment. , These are pressure and time correction functions, respectively. These are the undetermined parameters in the correction function. It is a natural constant. The number of data points representing the actual thrust performance of the engine. The first data representing the actual thrust performance of the engine i That moment.
3. The engine thrust performance correction method based on parameter-model dual coupling according to claim 1, characterized in that, The point-by-point throat diameter and ablation rate of the engine nozzle are obtained using the following formula: in Represents engine nozzle The throat diameter of time, The function representing the inverse calculation of the engine nozzle throat diameter; Represents engine nozzle Throat ablation rate at any given time Representing actual thrust performance data Engine thrust at all times Representing actual thrust performance data Engine pressure at any given moment. The first data representing the actual thrust performance of the engine i The time for each data point This represents the number of data points in the experiment.
4. The engine thrust performance correction method based on parameter-model dual coupling according to claim 1, characterized in that, Determining the undetermined parameters in the throat ablation rate model using numerical optimization methods. ; The optimization variables are undetermined parameters, and the optimization objective is as follows: in, This represents the optimization objective for the parameters to be determined. This represents the L2 norm.
5. The engine thrust performance correction method based on parameter-model dual coupling according to claim 1, characterized in that, Using the classical thrust performance prediction model, we can obtain... Engine pressure at any moment and thick explosive charge Then, the combustion surface correction coefficient model is constructed as follows: in, This is the correction factor for the combustion surface. Representing actual thrust performance data Engine pressure at any given moment.
6. The engine thrust performance correction method based on parameter-model dual coupling according to claim 1, characterized in that, Based on the burner correction factor, the corrected burner surface is determined using the following formula: in, Indicates the combustion surface of the propellant in the engine. For the modified engine propellant combustion surface.
7. The engine thrust performance correction method based on parameter-model dual coupling according to claim 1, characterized in that, The throat diameter ablation rate model and the burning surface correction coefficient model are used to determine the throat diameter ablation rate and the burning surface correction coefficient. The corrected engine propellant burning surface is calculated using the burning surface correction coefficient. The corrected engine propellant burning surface and throat diameter ablation rate are then substituted into the classical thrust performance prediction model to obtain the thrust performance prediction correction model.
8. The engine thrust performance correction method based on parameter-model dual coupling according to claim 1, characterized in that, The engine thrust performance is predicted by parameters including, but not limited to, propellant characteristic velocity, burning rate, and pressure index.
9. The engine thrust performance correction method based on parameter-model dual coupling according to claim 1, characterized in that, The predicted deviation function for the compression performance is as follows: In the above formula, This indicates a deviation in the expected pushing performance. , Representing actual thrust performance data Engine thrust and engine pressure at any given moment; , , This represents the engine thrust, engine pressure, and engine flow rate calculated using a modified model based on thrust performance prediction. This represents the weight of the propellant loaded in the engine.
10. A terminal device, comprising a processor, a memory, and a computer program stored in the memory; characterized in that, When the processor executes the computer program, it implements the engine thrust performance correction method based on parameter-model dual coupling as described in any one of claims 1-9.