Method and system for controlling flow field of an aeroengine with inertial separation inlet

Abstract

The application discloses an aero-engine flow field control method and system with an inertial separation inlet, and the flow field control method comprises the following steps: S1, an air extraction unit connected with a bypass channel, a sensing unit arranged on the bypass channel, and a control unit connected with the air extraction unit and the sensing unit, respectively; S2, obtaining a flight mission spectrum of the aero-engine to determine aerodynamic simulation boundary conditions of the inertial separation inlet; S3, carrying out three-dimensional aerodynamic simulation of the inertial separation inlet to obtain bypass channel target flow of the aero-engine under different working conditions; and S4, based on the bypass channel target flow of the aero-engine under different working conditions, the control unit, the sensing unit and the air extraction unit cooperate to carry out closed-loop feedback control on the actual flow of the bypass channel according to the current working condition of the aero-engine during the ground bench test, so that the reliability of the ground bench test data and the effectiveness of the performance examination of the aero-engine are improved.

Description

Technical Field

[0001] This invention relates to the field of aero-engine testing technology, and in particular, to a flow field control method for an aero-engine with an inertial separation inlet. Furthermore, this invention also relates to a control system incorporating the aforementioned flow field control method for an aero-engine with an inertial separation inlet structure. Background Technology

[0002] In aero-engines, the inertial separation inlet mainly includes the air inlet, the engine air inlet, and the bypass channel. Airflow is drawn in through the air inlet and then enters the engine air inlet and the bypass channel. The airflow entering the engine air inlet is drawn into the aero-engine, while the airflow entering the bypass channel is directly discharged into the atmosphere. At the bifurcation point between the engine air inlet and the bypass channel, a change in airflow direction can separate large solid particles such as hail and sand particles from the intake through the bypass channel, reducing the number of solid particles entering the engine air inlet and minimizing damage to the aero-engine.

[0003] During ground-based bench tests, both the air intake and bypass outlet are in an atmospheric environment with atmospheric pressure. Due to the engine's suction, the gas pressure at the engine intake is negative (lower than atmospheric pressure), causing airflow to be simultaneously drawn into the engine from both the intake and bypass. During actual flight, the ram effect from the aircraft's speed causes the gas pressure at the intake to be higher than atmospheric pressure. Ram effect refers to the phenomenon where, during flight, the kinetic energy of the airflow is partially converted into pressure energy when the intake faces a high-speed incoming flow. According to Bernoulli's principle, the gas is slowed and decelerated at the leading edge of the intake, converting kinetic energy into pressure energy, resulting in a total gas pressure at the engine intake that is higher than atmospheric pressure. Therefore, during actual flight, the airflow direction in the bypass is towards the atmosphere. In other words, the airflow direction in the bypass during ground-based bench tests is opposite to the airflow direction during actual flight.

[0004] While differences in bypass airflow direction have no impact on the performance of aero-engines in some ground-based bench tests, such as vibration and attitude tests (structural and lubricating oil tests that do not have strict performance requirements), differences in bypass airflow direction can lead to variations in intake losses and inlet flow field distribution during ground-based bench tests compared to actual flight tests. For example, increased intake losses and uneven inlet flow field distribution can cause these differences. Increased intake losses result in a decrease in the total inlet pressure, reducing the available airflow and compressor efficiency, thus affecting thrust (or power) and fuel economy. Uneven inlet flow field distribution (such as the presence of swirl or distortion) can cause compressor stall and surge, affecting the stable operating range of the aero-engine. These differences significantly impact the effectiveness of the evaluation. Summary of the Invention

[0005] This invention provides a flow field control method and system for an aero-engine with an inertial separation inlet, in order to solve the technical problem that existing ground bench tests are of low effectiveness in evaluating the performance of aero-engines with inertial separation inlet.

[0006] According to one aspect of the present invention, a flow field control method for an aero-engine with an inertial separation inlet is provided for controlling the flow field within the inertial separation inlet of the aero-engine during ground bench testing. The inertial separation inlet includes an air inlet, a bypass channel, and an engine air inlet. The flow field control method includes the following steps: S1: setting up an extraction unit connected to the bypass channel, a sensing unit deployed on the bypass channel, and a control unit connected to the extraction unit and the sensing unit respectively; S2: acquiring the flight mission spectrum of the aero-engine to determine the aerodynamic simulation boundary conditions of the inertial separation inlet; S3: conducting a three-dimensional aerodynamic simulation of the inertial separation inlet to obtain the target flow rate of the bypass channel under different operating conditions of the aero-engine; S4: based on the target flow rate of the bypass channel under different operating conditions of the aero-engine, during ground bench testing, the control unit, the sensing unit, and the extraction unit cooperate to perform closed-loop feedback control of the actual flow rate of the bypass channel according to the current operating state of the aero-engine.

[0007] As a further improvement to the above technical solution:

[0008] Further, S2 specifically includes the following steps: S21: Obtain the flight mission spectrum of the aero-engine to determine the flight speed, flight altitude, and operating parameters of the aero-engine under different operating conditions; S22: Calculate the total pressure, total temperature, and direction of the free flow based on the flight speed and flight altitude of the aero-engine under different operating conditions, using a standard atmospheric model; S23: Calculate the outlet flow rate of the engine inlet based on the engine characteristic diagram or engine performance model, using the operating parameters of the aero-engine under different operating conditions; S24: The total pressure, total temperature, and direction of the free flow constitute the inlet boundary conditions in the aerodynamic simulation boundary conditions, and the outlet flow rate of the engine inlet constitutes the outlet boundary conditions in the aerodynamic simulation boundary conditions.

[0009] Furthermore, S3 specifically includes the following steps: S31: Establish a three-dimensional geometric model of the inertial separation inlet; S32: Import the three-dimensional geometric model into the CFD preprocessing software to generate a computational mesh; S33: Set aerodynamic simulation boundary conditions in the CFD solver and calculate the flow field simulation results; S34: Extract and record the target flow rate of the bypass channel of the aero-engine under different operating conditions from the flow field simulation results.

[0010] Furthermore, when generating the computational grid, local grid refinement is performed in key areas where airflow separation and convergence occur.

[0011] Furthermore, when generating the computational mesh, the number of computational meshes near the wall is set to 1, and different numbers of computational meshes are set and increased sequentially. Aerodynamic simulations are performed to select the number of meshes when the pressure ratio between the inlet section and the bypass outlet section of the air intake is stable.

[0012] Further, S4 specifically includes the following steps: S41: Construct a mapping table or fit a control curve to the target flow rate of the bypass channel of the aero-engine under different operating conditions, and transmit it to the control unit; S42: During ground bench testing, the control unit queries the mapping table or calculates the target flow rate of the bypass channel under the current operating conditions of the aero-engine based on the operating parameters of the aero-engine under the current operating conditions, while the sensing unit measures and feeds back the actual flow rate of the bypass channel to the control unit in real time; S43: The control unit controls the pumping capacity of the extraction unit based on the difference between the actual flow rate of the bypass channel and the target flow rate of the bypass channel, so that the actual flow rate of the bypass channel tracks the target flow rate of the bypass channel until the difference is zero.

[0013] Furthermore, the target flow rate of the bypass channel includes the mass flow rate, average velocity, and pressure distribution at the outlet section of the bypass channel.

[0014] Furthermore, the operational states include takeoff, climb, cruise, maneuver, and descent.

[0015] Furthermore, the extraction unit includes an extraction pipe connected to a bypass channel and an extraction fan installed inside the extraction pipe.

[0016] According to another aspect of the present invention, an aero-engine flow field control system with an inertial separation inlet is also provided, which employs the above-described aero-engine flow field control method with an inertial separation inlet.

[0017] The present invention has the following beneficial effects:

[0018] The present invention discloses a flow field control method for an aero-engine with an inertial separation inlet. First, it establishes an extraction unit connected to a bypass channel, a sensing unit deployed on the bypass channel, and a control unit connected to both the extraction unit and the sensing unit, providing hardware support for simulating bypass channel exhaust. Next, it acquires the aero-engine's flight mission spectrum to determine the aerodynamic simulation boundary conditions of the inertial separation inlet, ensuring the accuracy of subsequent three-dimensional aerodynamic simulation results. Then, it conducts a three-dimensional aerodynamic simulation of the inertial separation inlet to obtain the target flow rate of the bypass channel under different operating conditions of the aero-engine, providing data support for simulating bypass channel exhaust. Finally, based on the target flow rate of the bypass channel under different operating conditions of the aero-engine, it controls the flow field during ground bench testing. The control unit, sensing unit, and extraction unit work together to perform closed-loop feedback control of the actual flow rate in the bypass channel based on the current operating state of the aero-engine. This ensures the consistency between the experimental flow field and the simulation, and achieves accurate simulation of the airflow distribution and flow field conditions within the inertial separation inlet of the aero-engine during flight. Compared with existing technologies, this solution significantly improves the reliability of ground test data and the effectiveness of aero-engine performance evaluation. Moreover, the control method has a clear principle and can be widely used in ground tests of various turboshaft and turboprop aero-engines with inertial separation inlets. It has a wide range of applications and helps to identify potential problems during ground tests by simulating real intake conditions during flight, reducing the risks of subsequent flight tests. It is highly practical and suitable for widespread promotion and application.

[0019] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0020] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0021] Figure 1 This is a schematic diagram of the airflow direction within the inertial separation inlet during ground bench testing;

[0022] Figure 2This is a schematic diagram of the airflow direction within the inertial separation air intake during the flight of an aircraft engine;

[0023] Figure 3 This is a flowchart illustrating the steps of a preferred embodiment of the flow field control method for an aero-engine with an inertial separation air intake.

[0024] Figure 4 This is a schematic diagram of the flow field control system of an aero-engine with an inertial separation air intake according to a preferred embodiment of the present invention.

[0025] Legend:

[0026] 10. Air intake; 20. Bypass passage; 30. Engine air intake duct; 40. Air extraction pipe; 50. Air extraction fan; 60. Sensing unit; 70. Control unit. Detailed Implementation

[0027] The following description provides specific application scenarios and requirements for this specification, intended to enable those skilled in the art to make and use the contents of this specification. Various partial modifications to the disclosed embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of this specification.

[0028] The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not restrictive. For example, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” as used herein may also include the plural forms. When used in this specification, the terms “comprising,” “including,” and / or “containing” mean that the associated integers, steps, operations, elements, and / or components are present, but do not preclude the presence of one or more other features, integers, steps, operations, elements, components, and / or groups, or that other features, integers, steps, operations, elements, components, and / or groups may be added to the system / method.

[0029] Considering the following description, these and other features of this specification, as well as the operation and function of the related components of the structure, and the economy of assembly and manufacture of the parts, can be significantly improved. All of these form part of this specification with reference to the accompanying drawings. However, it should be clearly understood that the drawings are for illustrative and descriptive purposes only and are not intended to limit the scope of this specification. It should also be understood that the drawings are not drawn to scale.

[0030] like Figure 3As shown, the flow field control method for an aero-engine with an inertial separation inlet in this embodiment is used to control the flow field within the inertial separation inlet of the aero-engine during ground bench testing. The inertial separation inlet includes an inlet 10, a bypass channel 20, and an engine inlet 30. The flow field control method includes the following steps: S1: Setting up an extraction unit connected to the bypass channel 20, a sensing unit 60 deployed on the bypass channel 20, and a control unit 70 connected to the extraction unit and the sensing unit 60 respectively; S2: Obtaining the flight mission spectrum of the aero-engine to determine the aerodynamic simulation boundary conditions of the inertial separation inlet; S3: Conducting a three-dimensional aerodynamic simulation of the inertial separation inlet to obtain the target flow rate of the bypass channel 20 under different operating conditions of the aero-engine; S4: Based on the target flow rate of the bypass channel 20 under different operating conditions of the aero-engine, during ground bench testing, the control unit 70, the sensing unit 60, and the extraction unit cooperate to perform closed-loop feedback control on the actual flow rate of the bypass channel 20 according to the current operating state of the aero-engine.

[0031] like Figure 1-3 As shown, specifically, the flow field control method for an aero-engine with an inertial separation inlet of the present invention first sets up an extraction unit connected to the bypass channel 20, a sensing unit 60 arranged on the bypass channel 20, and a control unit 70 connected to the extraction unit and the sensing unit 60 respectively, to provide hardware support for simulating the exhaust of the bypass channel 20; then, the flight mission spectrum of the aero-engine is acquired to determine the aerodynamic simulation boundary conditions of the inertial separation inlet, ensuring the accuracy of the subsequent three-dimensional aerodynamic simulation results; then, a three-dimensional aerodynamic simulation of the inertial separation inlet is carried out to obtain the target flow rate of the bypass channel 20 of the aero-engine under different operating conditions, to provide data support for simulating the exhaust of the bypass channel 20; finally, based on the target flow rate of the bypass channel 20 of the aero-engine under different operating conditions, in order to... During ground bench testing, the control unit 70, sensing unit 60, and extraction unit work together to perform closed-loop feedback control on the actual flow rate of the bypass channel 20 based on the current operating state of the aero-engine. This ensures the consistency between the test flow field and the simulation, and achieves accurate simulation of the airflow distribution and flow field conditions within the inertial separation inlet of the aero-engine during flight. Compared with existing technologies, this solution significantly improves the reliability of ground bench test data and the effectiveness of aero-engine performance evaluation. Moreover, the control method has a clear principle and can be widely used for ground testing of various turboshaft and turboprop aero-engines with inertial separation inlets. It has a wide range of applications and helps to identify potential problems during ground testing by simulating real inlet conditions during flight, reducing the risks of subsequent flight tests. It is highly practical and suitable for widespread promotion and application.

[0032] Optionally, operating parameters include power and speed.

[0033] In this embodiment, S2 specifically includes the following steps: S21: Obtain the flight mission spectrum of the aero-engine to determine the flight speed, flight altitude, and operating parameters of the aero-engine under different operating conditions; S22: Calculate the total pressure, total temperature, and direction of the free flow based on the flight speed and flight altitude of the aero-engine under different operating conditions, according to the standard atmospheric model; S23: Calculate the outlet flow rate of the engine inlet 30 based on the engine characteristic diagram or engine performance model, according to the operating parameters of the aero-engine under different operating conditions; S24: The total pressure, total temperature, and direction of the free flow constitute the inlet boundary condition in the aerodynamic simulation boundary condition, and the outlet flow rate of the engine inlet 30 constitutes the outlet boundary condition in the aerodynamic simulation boundary condition.

[0034] It should be understood that flight altitude can reflect atmospheric conditions.

[0035] It should be understood that the standard atmospheric model, engine characteristic diagram, and engine performance model are all well-known models or diagrams to those skilled in the art.

[0036] Specifically, the flight mission spectrum of an aero-engine is the actual operating condition of the aero-engine. By determining the relevant parameters under different operating conditions of the aero-engine under the actual operating conditions, the aerodynamic simulation boundary conditions of the aero-engine under different operating conditions are calculated and determined respectively. In this way, the three-dimensional aerodynamic simulation is associated with the actual operating conditions of the aero-engine, so that the subsequent three-dimensional aerodynamic simulation results can realistically simulate the flow field in the inertial separation inlet of the aero-engine, and provide reliable data support for the actual intake conditions under the subsequent simulated flight conditions.

[0037] In this embodiment, S3 specifically includes the following steps: S31: Establish a three-dimensional geometric model of the inertial separation inlet; S32: Import the three-dimensional geometric model into CFD preprocessing software to generate a computational mesh; S33: Set aerodynamic simulation boundary conditions in the CFD solver to calculate and obtain flow field simulation results; S34: Extract and record the target flow rate of the bypass channel 20 of the aero-engine under different operating conditions from the flow field simulation results. Specifically, through modeling and simulation calculation, the flow field simulation results are calculated quickly and accurately, thereby allowing the extraction and recording of the target flow rate of the bypass channel 20 of the aero-engine under different operating conditions from the flow field simulation results. This provides data support for accurately simulating the real intake conditions under flight conditions during subsequent ground bench tests.

[0038] In this embodiment, when generating the computational mesh, local mesh refinement is performed in key areas of airflow separation and convergence. Specifically, by adopting the above steps, the resolution accuracy of the flow field is improved, which in turn helps to improve the accuracy of the calculation results, thereby improving the accuracy of the three-dimensional aerodynamic simulation results.

[0039] In this embodiment, when generating the computational mesh, the y+ number of the computational mesh near the wall is set to 1, and different numbers of computational meshes are set in ascending order. Aerodynamic simulations are performed for each of these settings to select the mesh number when the pressure ratio between the inlet section and the bypass outlet section of the air intake is stable. Specifically, by using the above steps to determine the mesh number, the accuracy of the three-dimensional aerodynamic simulation results can be ensured, while the calculation time can be shortened and the calculation efficiency improved.

[0040] Alternatively, in one embodiment, the number of grids is 600,000 to 800,000.

[0041] In this embodiment, S4 specifically includes the following steps: S41: The target flow of the bypass channel 20 of the aero-engine under different operating conditions is constructed into a mapping table or fitted into a control curve and then sent to the control unit 70.

[0042] S42: During ground bench testing, the control unit 70, based on the operating parameters of the aero-engine under its current operating state, queries a mapping table or calculates the target flow rate of the bypass channel 20 from the control curve. Simultaneously, the sensing unit 60 measures and feeds back the actual flow rate of the bypass channel 20 to the control unit 70 in real time. S43: The control unit 70 controls the extraction capacity of the extraction unit based on the difference between the actual flow rate and the target flow rate of the bypass channel 20, ensuring that the actual flow rate of the bypass channel 20 tracks the target flow rate until the difference is zero. Specifically, through the coordinated operation of the control unit 70, the sensing unit 60, and the extraction unit, closed-loop feedback control of the actual flow rate of the bypass channel 20 is achieved. This ensures the consistency between the test flow field during ground bench testing and the simulation, thereby ensuring the consistency between the test flow field during ground bench testing and the flow field during flight. This significantly improves the reliability of ground bench test data and the effectiveness of aero-engine performance evaluation.

[0043] Optionally, in one embodiment, the control curve is: W = k•Ngc, where W is the target flow rate of bypass channel 20, k is the proportional coefficient, and Ngc is the percentage of engine speed.

[0044] In this embodiment, the target flow rate of the bypass channel 20 includes the mass flow rate, average velocity, and pressure distribution at the outlet cross-section of the bypass channel 20. Specifically, during ground bench testing, by accurately controlling the mass flow rate, average velocity, and pressure distribution at the outlet cross-section of the bypass channel 20, the airflow distribution and flow field conditions of the inertial separation inlet in actual flight can be accurately simulated.

[0045] In this embodiment, the operating states include takeoff, climb, cruise, maneuver, and descent. Specifically, by using the flight mission spectrum of the aero-engine, the flight speed, flight altitude, and operating parameters in the takeoff, climb, cruise, maneuver, and descent operating states can be determined. Then, the target flow rate of the bypass channel 20 in the takeoff, climb, cruise, maneuver, and descent operating states can be obtained sequentially. This allows the current operating state of the aero-engine to be determined based on its operating parameters during ground bench testing, thereby determining the target flow rate of the bypass channel 20 in the current operating state, ensuring that the target flow rate of the bypass channel 20 matches the operating state of the aero-engine.

[0046] like Figure 4 As shown, in this embodiment, the air extraction unit includes an air extraction pipe 40 connected to the bypass channel 20 and an air extraction fan 50 installed in the air extraction pipe 40. Specifically, by operating the air extraction fan 50 to extract air outward, a negative pressure is formed in the air extraction pipe 40, causing part of the incoming flow to be discharged from the bypass channel 20, thereby simulating real air intake conditions.

[0047] like Figure 4 As shown, the flow field control system for an aero-engine with an inertial separation inlet in this embodiment employs the aforementioned flow field control method for an aero-engine with an inertial separation inlet. Specifically, by using the aforementioned flow field control method for an aero-engine with an inertial separation inlet within the flow field control system, accurate control of the flow field within the inertial separation inlet can be achieved during ground bench tests. This precisely simulates the airflow distribution and flow field conditions within the inertial separation inlet during actual flight of the aero-engine, significantly improving the reliability of ground bench test data and the effectiveness of evaluating the aero-engine's actual performance. This helps to identify potential problems during the ground phase and reduces the risks of subsequent flight tests.

[0048] In this embodiment, the aero-engine flow field control system includes an inertial separation air intake, an air extraction unit, a control unit 70, and a sensing unit 60. The inertial separation air intake includes an air inlet 10, a bypass channel 20, and an engine air intake 30. The air extraction unit includes an air extraction pipe 40 connected to the bypass channel 20 and an air extraction fan 50 installed in the air extraction pipe 40. The control unit 70 is connected to the air extraction fan 50 and the sensing unit 60.

[0049] Optionally, the control unit 70 is a PLC controller.

[0050] Optionally, the sensing unit 60 is a flow sensor.

[0051] In summary, after reading the detailed disclosure of this specification, those skilled in the art will understand that the foregoing detailed disclosure is presented by way of example only and is not restrictive. Although not explicitly stated herein, those skilled in the art will understand that this specification requires various reasonable changes, improvements, and modifications to the embodiments. These changes, improvements, and modifications are intended to be made by this specification and are within the spirit and scope of the exemplary embodiments described herein.

[0052] Furthermore, certain terms in this specification have been used to describe embodiments of this specification. For example, "an embodiment," "an embodiment," and / or "some embodiments" mean that a particular feature, structure, or characteristic described in connection with that embodiment may be included in at least one embodiment of this specification. Therefore, it is to be emphasized and understood that two or more references to "an embodiment" or "an embodiment" or "alternative embodiment" in various parts of this specification do not necessarily refer to the same embodiment. Moreover, specific features, structures, or characteristics may be suitably combined in one or more embodiments of this specification.

[0053] It should be understood that in the foregoing description of the embodiments in this specification, various features are combined in a single embodiment, drawing, or description for the purpose of simplifying the description and aiding in the understanding of a feature. However, this does not mean that the combination of these features is necessary, and those skilled in the art may readily identify some of the devices as separate embodiments when reading this specification. That is, the embodiments in this specification can also be understood as an integration of multiple secondary embodiments. It is also valid when each secondary embodiment contains fewer than all the features of a single foregoing disclosed embodiment.

[0054] Finally, it should be understood that the embodiments disclosed in this specification are illustrative of the principles of the embodiments described in this specification. Other modified embodiments are also within the scope of this specification. Therefore, the embodiments disclosed in this specification are merely examples and not limitations. Those skilled in the art can implement the applications in this specification using alternative configurations based on the embodiments in this specification. Therefore, the embodiments in this specification are not limited to the embodiments precisely described in the applications.

Claims

1. A flow field control method for an aero-engine with an inertial separation inlet, used to control the flow field within the inertial separation inlet of an aero-engine during ground bench testing, the inertial separation inlet comprising an air inlet, a bypass passage, and an engine air inlet, characterized in that, The flow field control method includes the following steps: S1: A vacuum unit connected to the bypass channel, a sensing unit installed on the bypass channel, and a control unit connected to the vacuum unit and the sensing unit respectively. S2: Obtain the flight mission spectrum of the aero-engine to determine the aerodynamic simulation boundary conditions of the inertial separation inlet; S3: Conduct three-dimensional aerodynamic simulation of the inertial separation inlet to obtain the target flow rate of the bypass channel of the aero-engine under different operating conditions; S4: Based on the target flow rate of the bypass channel of the aero-engine under different operating conditions, the control unit, sensing unit and extraction unit cooperate to perform closed-loop feedback control on the actual flow rate of the bypass channel according to the current operating state of the aero-engine during ground bench testing.

2. The flow field control method for an aero-engine with an inertial separation inlet according to claim 1, characterized in that, S2 specifically includes the following steps: S21: Obtain the flight mission spectrum of the aero-engine to determine the flight speed, flight altitude and operating parameters of the aero-engine under different operating conditions; S22: Based on the flight speed and altitude of the aircraft engine under different operating conditions, the total pressure, total temperature and direction of the free flow are calculated according to the standard atmospheric model; S23: Based on the operating parameters of the aero-engine under different operating conditions, the outlet flow rate of the engine intake is calculated according to the engine characteristic diagram or engine performance model. S24: The total pressure, total temperature and direction of the free flow constitute the inlet boundary condition in the aerodynamic simulation boundary condition, and the outlet flow rate of the engine intake constitutes the outlet boundary condition in the aerodynamic simulation boundary condition.

3. The flow field control method for an aero-engine with an inertial separation inlet according to claim 1, characterized in that, S3 specifically includes the following steps: S31: Establish a three-dimensional geometric model of the inertial separation air intake; S32: Import the 3D geometric model into the CFD preprocessing software to generate a computational mesh; S33: Set aerodynamic simulation boundary conditions in the CFD solver and calculate the flow field simulation results; S34: Extract and record the target flow rate of the bypass channel of the aero-engine under different operating conditions from the flow field simulation results.

4. The flow field control method for an aero-engine with an inertial separation inlet according to claim 3, characterized in that, When generating the computational grid, local grid refinement is performed in key areas where airflow separation and convergence occur.

5. The flow field control method for an aero-engine with an inertial separation inlet according to claim 4, characterized in that, When generating the computational mesh, the y+ number of the computational mesh near the wall is set to 1, and different numbers of computational meshes are set and increased sequentially. Aerodynamic simulations are performed to select the number of meshes when the pressure ratio of the inlet section and the bypass outlet section of the air intake is stable.

6. The flow field control method for an aero-engine with an inertial separation inlet according to any one of claims 1-5, characterized in that, S4 specifically includes the following steps: S41: Construct a mapping table or fit a control curve to the target flow rate of the bypass channel of the aero-engine under different operating conditions, and then send it to the control unit; S42: During ground bench testing, the control unit queries the mapping table or calculates the target flow rate of the bypass channel under the current operating conditions of the aero-engine based on the operating parameters under the current operating conditions of the aero-engine. At the same time, the sensing unit measures and feeds back the actual flow rate of the bypass channel to the control unit in real time. S43: The control unit controls the pumping capacity of the pumping unit based on the difference between the actual flow rate and the target flow rate of the bypass channel, so that the actual flow rate of the bypass channel tracks the target flow rate of the bypass channel until the difference is zero.

7. The flow field control method for an aero-engine with an inertial separation inlet according to any one of claims 1-5, characterized in that, The target flow rate of the bypass channel includes the mass flow rate, average velocity, and pressure distribution at the outlet section of the bypass channel.

8. The flow field control method for an aero-engine with an inertial separation inlet according to any one of claims 1-5, characterized in that, The operational states include takeoff, climb, cruise, maneuver, and descent.

9. The flow field control method for an aero-engine with an inertial separation inlet according to any one of claims 1-5, characterized in that, The extraction unit includes an extraction pipe connected to a bypass channel and an extraction fan installed inside the extraction pipe.

10. A flow field control system for an aero-engine with an inertial separation air intake, characterized in that, The aero-engine flow field control method with an inertial separation air intake as described in any one of claims 1-9 includes an inertial separation air intake, an air extraction unit, a control unit, and a sensing unit. The inertial separation air intake includes an air inlet, a bypass channel, and an engine air intake. The air extraction unit includes an air extraction pipe connected to the bypass channel and an air extraction fan installed in the air extraction pipe. The control unit is connected to the air extraction fan and the sensing unit respectively.

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