Interface control method for an aeroengine and storage medium
By classifying aero-engine interfaces and managing information vectors, a top-down interface control model was established, which solved the problem of low design and manufacturing efficiency caused by the lack of explicit interface information, and achieved efficient management of interface information and rapid model updates.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- AECC COMML AIRCRAFT ENGINE CO LTD
- Filing Date
- 2024-11-27
- Publication Date
- 2026-05-29
AI Technical Summary
In existing technologies for aero-engine design, the reliance on traditional two-dimensional or three-dimensional engineering sketches makes interface information non-explicit, making it difficult for technicians to efficiently review and modify information, thus delaying the manufacturing process.
By classifying multiple interfaces of aero-engines, constructing overall and component-level information vectors, and using a top-down approach to establish an interface control model, we can achieve control over multiple features, categories, and quantities of interfaces, and digitize interface information to improve the coordination and efficiency of design and manufacturing.
It improved the coordination and information correlation between design and manufacturing, enabled rapid updates and iterations of interface information, and improved the efficiency and accuracy of design modifications.
Smart Images
Figure CN122113290A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aero-engine design technology, and more particularly to an interface control method for an aero-engine, as well as a computer-readable storage medium. Background Technology
[0002] The development of aero-engine products involves numerous disciplines, demands high levels of design and engineering technology, and presents complex coordination relationships between components and systems, making overall engine integration difficult. It is a complex and comprehensive systems engineering project. Structural design is a crucial aspect of the development process, and interface design changes are frequent. Currently, traditional engine design and manufacturing typically rely on non-parametric two-dimensional or three-dimensional engineering sketches as the design framework, updating each sketch individually. Therefore, each modification to the engineering sketch requires technicians to manually identify the impact of parameter changes and update the relevant drawings one by one, which is inefficient and prone to overlooking important information.
[0003] To address the aforementioned issues, patent CN116612231A proposes a method for updating 3D design drawings using a top-down control model, aiming to improve the coordination and information correlation between design and manufacturing. However, for highly complex, systematic, and modular aero-engines, this method suffers from low efficiency and delays the entire manufacturing process due to the lack of explicit interface information. Technicians cannot clearly find detailed information related to the interfaces when reviewing and modifying them.
[0004] In order to overcome the above-mentioned defects in the existing technology, there is an urgent need in the field for an improved interface control method for aero-engines to achieve large-scale, multi-feature, multi-category, and multi-quantity interface management. Summary of the Invention
[0005] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed descriptions that follow.
[0006] To overcome the aforementioned deficiencies in the existing technology, this invention provides an interface control method for an aero-engine and a computer-readable storage medium. By first classifying the various interfaces of the aero-engine and then managing the information vectors of each type of interface, it is possible to achieve large-scale, multi-feature, multi-category, and multi-quantity interface management.
[0007] Specifically, the interface control method for an aero-engine provided according to the first aspect of the present invention includes the following steps: classifying a plurality of first-layer interfaces and a plurality of second-layer interfaces of the aero-engine. The first-layer interfaces are interfaces between a plurality of overall-level components of the aero-engine, and the second-layer interfaces are interfaces between a plurality of component-level components of the aero-engine; constructing and determining a first information vector based on various interface information of each type of first-layer interface via an overall control model; constructing and determining a second information vector based on various interface information of each type of second-layer interface and the first information vector via a component control model; and determining the three-dimensional model features of each overall-level component and each component-level component based on the first-layer information vector and the second-layer information vector via a component model.
[0008] Furthermore, in some embodiments of the present invention, the overall-level component includes multiple components such as a fan booster stage, a compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, a mechanical system, a control system, and a testing system. The first-layer interface is the interface between any two of the fan booster stage, the compressor, the combustion chamber, the high-pressure turbine, the low-pressure turbine, the mechanical system, the control system, and the testing system.
[0009] Furthermore, in some embodiments of the present invention, the second layer interface is an interface between multiple component-level components in the fan booster stage, the compressor, the combustion chamber, the high-pressure turbine, the low-pressure turbine, the mechanical system, the control system, and the test system.
[0010] Further, in some embodiments of the present invention, the first-layer interface and the second-layer interface are divided into a stator casing mounting edge interface, a rotor coupling interface, a casing mounting base interface, an air system stator sealing interface, a pipeline connection interface, a contour envelope interface, and a test interface based on the inherent characteristics of each interface. The stator casing mounting edge interface is used to characterize the connection relationship between each stator casing. And / or the rotor coupling interface is used to characterize the connection relationship between each rotor. And / or the casing mounting base interface is used to characterize the connection relationship between the sensor, pipeline, and casing mounting base. And / or the air system stator sealing interface is used to characterize the positional relationship between each sealing structure. And / or the pipeline connection interface is used to characterize the connection relationship between each pipeline. And / or the contour envelope interface is used to characterize the occupancy relationship of the three-dimensional contour space position of each of the overall-level components or each of the component-level components. And / or the test interface is used to characterize the connection and assembly relationship of the test sensor, test lead, and the aero-engine.
[0011] Furthermore, in some embodiments of the present invention, the first information vector includes first position information, first internal reference information, and first internal dimension information. The first internal reference information includes a first internal reference position of the first layer interface and a first internal reference coordinate system established based on the first internal reference position. The first position information is the position of the first internal reference position of the first layer interface in the aero-engine coordinate system. The first internal dimension information includes the positional relationships of various features of the first layer interface in the first internal reference coordinate system.
[0012] Furthermore, in some embodiments of the present invention, the second information vector includes second position information, second internal reference information, and second internal dimension information. The second internal reference information includes the second internal reference position of the second layer interface and a second internal reference coordinate system established based on the second internal reference position. The second position information is the position of the second internal reference position of the second layer interface in the corresponding component coordinate system. The second internal dimension information includes the positional relationship of various features of the second layer interface in the second internal reference coordinate system.
[0013] Furthermore, in some embodiments of the present invention, the interface control method further includes the following steps: determining the maturity level of the three-dimensional model features; and updating the first information vector and the second information vector in response to the maturity level being greater than a preset level threshold.
[0014] Furthermore, in some embodiments of the present invention, the step of updating the first information vector and the second information vector includes: re-determining the first information vector based on the updated interface information via the overall control model; and re-determining the second information vector based on the updated first information vector via the component control model.
[0015] Furthermore, the computer-readable storage medium provided according to the second aspect of the present invention stores computer instructions thereon. When the computer instructions are executed by a processor, the interface control method for an aero-engine as provided in the second aspect of the present invention is implemented. Attached Figure Description
[0016] The above-described features and advantages of the present invention will be better understood after reading the following detailed description of embodiments of the present disclosure in conjunction with the accompanying drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related characteristics or features may have the same or similar reference numerals.
[0017] Figure 1 A flowchart illustrating the interface control method for the aforementioned aero-engine provided according to the first aspect of the present invention is shown.
[0018] Figure 2 A schematic diagram showing the relationship between the interface control model and product structure of an aero-engine provided according to some embodiments of the present invention is shown.
[0019] Figure 3 A schematic diagram of the architecture of an interface control model for an aero-engine provided according to some embodiments of the present invention is shown.
[0020] Figure 4 A schematic diagram of the principle of the update interface control model provided according to some embodiments of the present invention is shown. Detailed Implementation
[0021] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a thorough understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description.
[0022] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0023] Furthermore, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," and "vertical" used in the following description should be understood as the orientations shown in the relevant paragraphs and accompanying drawings. These relative terms are for illustrative purposes only and do not imply that the described apparatus must be manufactured or operated in a specific orientation, and therefore should not be construed as limiting the invention.
[0024] It is understood that although terms such as "first," "second," and "third" may be used herein to describe various components, regions, layers, and / or parts, these components, regions, layers, and / or parts should not be limited by these terms, and these terms are only used to distinguish different components, regions, layers, and / or parts. Therefore, the first components, regions, layers, and / or parts discussed below may be referred to as second components, regions, layers, and / or parts without departing from some embodiments of the present invention.
[0025] As mentioned above, traditional engine design and manufacturing typically rely on non-parametric two-dimensional or three-dimensional engineering sketches as the design framework, and updates are made by modifying each sketch individually. Therefore, each time an engineering sketch is modified, technicians need to manually identify the impact range of parameter changes and manually update the relevant drawings one by one, which is inefficient and prone to overlooking important information.
[0026] To address the aforementioned issues, patent CN116612231A proposes a method for updating 3D design drawings using a top-down control model, aiming to improve the coordination and information correlation between design and manufacturing. However, for highly complex, systematic, and modular aero-engines, this method suffers from low efficiency and delays the entire manufacturing process due to the lack of explicit interface information. Technicians cannot clearly find detailed information related to the interfaces when reviewing and modifying them.
[0027] To overcome the aforementioned deficiencies in the existing technology, this invention provides an interface control method for an aero-engine and a computer-readable storage medium. By first classifying the various interfaces of the aero-engine and then managing the information vectors of each type of interface, it is possible to achieve large-scale, multi-feature, multi-category, and multi-quantity interface management.
[0028] Please refer to the details. Figure 1 . Figure 1 A flowchart illustrating the interface control method for the aforementioned aero-engine provided according to the first aspect of the present invention is shown.
[0029] like Figure 1 As shown, technicians can first classify the multiple first-level interfaces and multiple second-level interfaces of the aero-engine. Here, the first-level interfaces are the interfaces between multiple overall-level components of the aero-engine, and the second-level interfaces are the interfaces between multiple component-level components of the aero-engine.
[0030] Please refer to further information. Figure 2 and Figure 3 . Figure 2 A schematic diagram showing the relationship between the interface control model and product structure of an aero-engine provided according to some embodiments of the present invention is shown. Figure 3A schematic diagram of the architecture of an interface control model for an aero-engine provided according to some embodiments of the present invention is shown.
[0031] exist Figure 2 and Figure 3 In the illustrated embodiment, the interface control model of the aero-engine is divided into an overall control model, a component control model, and a component model. Here, the overall control model is used to determine a first information vector for a first interface between multiple overall-level components of the aero-engine. The component control model is used to determine a second information vector for a second interface between multiple component-level components of the aero-engine. The component model is used to determine the three-dimensional model features of the overall-level components and component-level components of the aero-engine based on the first and second information vectors.
[0032] Here, the interface control model is established using a top-down approach, which can make the design of components more systematic and scientific. Furthermore, using a top-down interface control model allows product requirements to be considered from the initial design stage, thereby improving the comprehensiveness of the design.
[0033] Specifically, in some embodiments, the overall-level components include multiple components such as a fan booster stage, compressor, combustion chamber, high-pressure turbine, low-pressure turbine, mechanical system, control system, and test system. Here, the aforementioned first-layer interface is the interface between two of the fan booster stage, compressor, combustion chamber, high-pressure turbine, low-pressure turbine, mechanical system, control system, and test system.
[0034] Furthermore, the aforementioned second-layer interface is an interface between multiple component-level parts in the fan booster stage, compressor, combustion chamber, high-pressure turbine, low-pressure turbine, mechanical system, control system, and testing system.
[0035] Furthermore, in the process of classifying the first-layer interface machine and the second-layer interface, the first-layer interface and the second-layer interface are divided into stator casing mounting edge interface, rotor coupling interface, casing mounting base interface, air system rotor-stator sealing interface, pipeline connection interface, contour envelope interface and test interface based on the inherent characteristics of each interface.
[0036] In some embodiments, the aforementioned stator casing mounting side interface is used to characterize the connection relationship between each stator casing.
[0037] Similarly, in some embodiments, the rotor coupling interface is used to characterize the connection relationship between the rotors. The casing mount interface is used to characterize the connection relationship between the sensor, pipelines, and the casing mount. The air system rotor-stator seal interface is used to characterize the positional relationship of the seal structures. The pipeline connection interface is used to characterize the connection relationship between the pipelines. The contour envelope interface is used to characterize the occupancy relationship of the three-dimensional contour space of each overall-level component or each component-level component. The test interface is used to characterize the connection and assembly relationship of test sensors, test leads, etc., and the aero-engine.
[0038] Those skilled in the art will understand that the above-described classification of the first-layer interfaces and the second-layer interfaces based on the inherent characteristics of each interface, and the embodiments of classifying them into stator casing mounting edge interfaces, rotor coupling interfaces, casing mounting base interfaces, air system stator sealing interfaces, pipeline connection interfaces, contour envelope interfaces, and test interfaces, are merely some non-limiting implementation methods provided by the present invention. They are intended to clearly demonstrate the main concept of the present invention and provide some specific solutions that are convenient for the public to implement, rather than to limit the scope of protection of the present invention.
[0039] Alternatively, in other embodiments, those skilled in the art may also classify the first-layer interface and the second-layer interface into other types.
[0040] Alternatively, in other embodiments, those skilled in the art may also classify the first-layer interface and the second-layer interface based on other interface characteristics.
[0041] Furthermore, in some preferred embodiments, the first information vector of the first-layer interface includes first position information, first internal reference information, and first internal dimension information. Here, the first internal reference information includes the first internal reference position of the first-layer interface and a first internal reference coordinate system established based on the first internal reference position. The first position information is the position of the first internal reference position of the first-layer interface in the aero-engine coordinate system. The first internal dimension information includes the positional relationships of various features of the first-layer interface in the first internal reference coordinate system.
[0042] Specifically, taking the stator casing mounting edge interface as an example, its first internal reference position is established with the center point of the mounting edge plane as the origin, the plane where the mounting edge is located as the YOZ plane, the reverse direction of the normal of the plane where the mounting edge is located as the positive X-axis, the angular zero point position as the Z-axis, and the Y-axis according to the right-hand Cartesian coordinate system. This allows us to determine the first internal reference coordinate system in the first internal reference information of the stator casing mounting edge interface.
[0043] The first position information of the stator casing mounting side interface is the position of the first internal reference coordinate system in the aero-engine coordinate system.
[0044] The first internal dimensional information of the stator casing mounting side interface includes, in the aforementioned first internal reference coordinate system, the pitch circle diameter of the mounting side connecting bolt holes, the diameter of the mounting side connecting bolt holes, the required position information of the mounting side connecting bolt holes, the number of mounting side connecting bolt holes, the mounting side stop fit relationship, the mounting side stop fit length, and the mounting side stop chamfer fit relationship, etc. Here, the aforementioned first internal dimensional information includes, but is not limited to, the information mentioned above, and can be supplemented sequentially according to the characteristics of the interface.
[0045] Furthermore, in some preferred embodiments, for different types of interfaces, their first position information and first internal reference information can be specified according to a unified rule to ensure that the vector lengths of the first position information and the first internal reference information in the first information vector are the same, thereby facilitating subsequent conversion and application. Therefore, different types of interfaces only differ in their first internal dimension information, and the vector length of this segment will differ.
[0046] For example, for the rotor-stator sealing interface, its first internal dimensional information includes the rotor sealing structure position, rotor sealing structure length, stator sealing structure position, and stator sealing structure length in its first internal reference coordinate system. This causes the length of the third part of its first information vector to be different from the length of the third part of the first information vector of the aforementioned stator casing mounting edge interface, which in turn leads to a difference in their total lengths.
[0047] Similarly, in some preferred embodiments, the second information vector of the second-layer interface includes second position information, second internal reference information, and second internal dimension information. Here, the second internal reference information includes the second internal reference position of the second-layer interface and a second internal reference coordinate system established based on the second internal reference position. The second position information is the position of the second internal reference position of the second-layer interface in the corresponding component coordinate system. The second internal dimension information includes the positional relationship of various features of the second-layer interface in the second internal reference coordinate system.
[0048] Specifically, taking the stator casing mounting edge interface as an example, its second internal reference position is established with the center point of the mounting edge plane as the origin, the plane where the mounting edge is located as the YOZ plane, the reverse direction of the normal of the plane where the mounting edge is located as the positive X-axis, the angular zero point position as the Z-axis, and the Y-axis according to the right-hand Cartesian coordinate system. This allows us to determine the second internal reference coordinate system in the second internal reference information of the stator casing mounting edge interface.
[0049] The second position information of the stator casing mounting side interface is the position of the second internal reference coordinate system in the corresponding component coordinate system.
[0050] The second internal dimensional information of the stator casing mounting edge interface includes, in the aforementioned second internal reference coordinate system, the pitch circle diameter of the mounting edge connecting bolt holes, the diameter of the mounting edge connecting bolt holes, the required location of the mounting edge connecting bolt holes, the number of mounting edge connecting bolt holes, the mounting edge stop fit relationship, the mounting edge stop fit length, and the mounting edge stop chamfer fit relationship, etc. Here, the aforementioned second internal dimensional information includes, but is not limited to, the information mentioned above, and can be supplemented sequentially according to the characteristics of the interface.
[0051] Furthermore, in some preferred embodiments, for different types of interfaces, their second position information and second internal reference information can also be specified according to a unified rule to ensure that the vector lengths of the second position information and the second internal reference information in the second information vector are the same, thereby facilitating subsequent conversion and application. Therefore, different types of interfaces only differ in their second internal dimension information, and the vector length of this segment will differ.
[0052] For example, for the rotor-stator sealing interface, its second internal dimensional information includes the rotor sealing structure position, rotor sealing structure length, stator sealing structure position, and stator sealing structure length in its second internal reference coordinate system. This causes the length of the third part of its second information vector to be different from the length of the third part of the second information vector of the aforementioned stator casing mounting edge interface, which in turn leads to a difference in their total lengths.
[0053] After classifying each first-layer interface and each second-layer interface, the first information vector can be constructed and determined based on the various interface information of each type of first-layer interface through the overall control model.
[0054] Then, the second information vector can be constructed and determined through the component control model based on the various interface information of the second-layer interfaces and the first information vector.
[0055] Then, based on the first-layer information vector and the second-layer information vector, the 3D model features of each overall-level component and each component-level component can be determined through the component model.
[0056] Specifically, the entire aero-engine will generate several first information vectors and second information vectors. All the first and second information vectors constitute a digital set of aero-engine interface information. Here, by controlling these first and second information vectors, the interface information of the aero-engine can be managed. That is, by changing the first and second information vectors, the aero-engine model can be rapidly updated and iterated. By reading the information in the first and second information vectors, specific information about the aero-engine can be quickly obtained.
[0057] Furthermore, digitizing the aero-engine interface information allows for the control of various levels within the interface control model through parameter definitions and their logical relationships, thereby expressing the design intent. This enables rapid design changes through parameter alterations, achieving quick model modifications and improving the efficiency and accuracy of changes.
[0058] Please refer to further details. Figure 3 and Figure 4 . Figure 4 A schematic diagram of the principle of the update interface control model provided according to some embodiments of the present invention is shown.
[0059] In addition, Figure 4 In the illustrated embodiment, the maturity level of the aforementioned three-dimensional model features can also be determined. Then, in response to a maturity level greater than a preset level threshold, the first information vector and the second information vector are updated.
[0060] Here, the maturity level is based on the progress of subsequent manufacturing processes and design requirements as evaluation indicators, and is used to rate the completeness of each model in order to clearly define the model status and thus enhance the precise control of the model update process.
[0061] Specifically, such as Figure 3 As shown, during the process of updating the first and second information vectors, the first information vector can be redefined first through the overall control model based on the updated interface information. Then, the second information vector can be redefined through the component control model based on the updated first information vector.
[0062] After updating the first and second information vectors, the 3D model features of each overall-level component and each part-level component, as well as their maturity levels, can be redefined. Then, in response to the maturity level still being greater than a threshold, the first and second information vectors are iteratively updated until the maturity level of the determined 3D model features is less than a preset threshold. This determines a formally releaseable interface control model, facilitating collaborative design and manufacturing professionals to conduct design iterations and process preparation work at corresponding stages based on the maturity level.
[0063] Furthermore, in some non-limiting embodiments, the aircraft engine includes a memory and a processor. Here, the memory includes, but is not limited to, the computer-readable storage medium provided in the second aspect above, on which computer instructions are stored. The processor is connected to the memory and configured to execute the computer instructions stored in the memory to implement the interface control method for the aircraft engine as provided in the first aspect of the invention.
[0064] In summary, the interface control method and computer-readable storage medium for aero-engines provided by the present invention can both classify the various interfaces of the aero-engine and manage the information vectors of various interfaces to achieve large-scale, multi-feature, multi-category, and multi-quantity interface management.
[0065] Although the methods described above are illustrated and depicted as a series of actions for the sake of simplicity, it should be understood and appreciated that these methods are not limited by the order of the actions, as some actions may occur in a different order and / or concurrently with other actions from the illustrations and descriptions herein or not illustrated and described herein but which may be understood by those skilled in the art, according to one or more embodiments.
[0066] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor such that the processor can read and write information to / from the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.
[0067] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality may be stored or transmitted as one or more instructions or code on or through a computer-readable medium. A computer-readable medium includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium accessible to a computer. By way of example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and is accessible to a computer. Any connection is also legitimately referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of a medium. As used in this article, disk and disc include compact discs (CDs), laser discs, optical discs, digital multi-purpose discs (DVDs), floppy disks, and Blu-ray discs. Disks typically reproduce data magnetically, while discs reproduce data optically using lasers. Combinations of these should also be included within the scope of computer-readable media.
[0068] The prior description of this disclosure is provided to enable any person skilled in the art to make or use this disclosure. Various modifications to this disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not intended to be limited to the examples and designs described herein, but should be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. An interface control method for an aero-engine, characterized in that, Includes the following steps: The multiple first-layer interfaces and multiple second-layer interfaces of the aero-engine are classified, wherein the first-layer interfaces are interfaces between multiple overall-level components of the aero-engine, and the second-layer interfaces are interfaces between multiple component-level components of the aero-engine. Based on the overall control model, a first information vector is constructed and determined according to the various interface information of the first layer interfaces. Based on the component control model, the second information vector is constructed and determined according to the various interface information of the second layer interfaces and the first information vector. as well as Based on the component model and the first layer information vector and the second layer information vector, the three-dimensional model features of each overall-level component and each component-level component are determined.
2. The interface control method as described in claim 1, characterized in that, The overall-level components include multiple components such as a fan booster stage, compressor, combustion chamber, high-pressure turbine, low-pressure turbine, mechanical system, control system, and test system. The first-layer interface is the interface between any two of the fan booster stage, compressor, combustion chamber, high-pressure turbine, low-pressure turbine, mechanical system, control system, and test system.
3. The interface control method as described in claim 2, characterized in that, The second layer interface is the interface between multiple component-level components in the fan booster stage, the compressor, the combustion chamber, the high-pressure turbine, the low-pressure turbine, the mechanical system, the control system, and the test system.
4. The interface control method as described in claim 3, characterized in that, Based on the inherent characteristics of each interface, the first-layer interface and the second-layer interface are divided into stator casing mounting edge interface, rotor coupling interface, casing mounting base interface, air system rotor-stator sealing interface, pipeline connection interface, contour envelope interface, and test interface. The stator housing mounting interface is used to characterize the connection relationship between each stator housing, and / or The rotor coupling interface is used to characterize the connection relationship between the rotors, and / or The casing mounting interface is used to characterize the connection relationship between the sensor, pipelines, and the casing mounting base, and / or The air system stator sealing interface is used to characterize the positional relationship between the various sealing structures, and / or The pipe connection interface is used to characterize the connection relationship between the pipes, and / or The contour envelope interface is used to characterize the occupancy relationship of the three-dimensional contour space position of each of the overall-level components or each of the component-level components, and / or The test interface is used to characterize the connection and assembly relationship of the test sensor, test leads, and the aero-engine.
5. The interface control method as described in claim 1, characterized in that, The first information vector includes first position information, first internal reference information, and first internal size information, wherein, The first internal reference information includes the first internal reference position of the first layer interface, and the first internal reference coordinate system established based on the first internal reference position. The first location information is the position of the first internal reference position of the first layer interface in the aero-engine coordinate system. The first internal dimension information includes the positional relationship of various features of the first layer interface in the first internal reference coordinate system.
6. The interface control method as described in claim 1, characterized in that, The second information vector includes second position information, second internal reference information, and second internal dimension information, wherein, The second internal reference information includes the second internal reference position of the second layer interface, and a second internal reference coordinate system established based on the second internal reference position. The second position information is the position of the second internal reference position of the second layer interface in the corresponding component coordinate system. The second internal dimension information includes the positional relationships of various features of the second layer interface in the second internal reference coordinate system.
7. The interface control method as described in claim 1, characterized in that, It also includes the following steps: Determine the maturity level of the features of the three-dimensional model; as well as In response to the maturity level being greater than a preset level threshold, the first information vector and the second information vector are updated.
8. The interface control method as described in claim 7, characterized in that, The steps of updating the first information vector and the second information vector include: Based on the updated interface information and the overall control model, the first information vector is redefined; and The second information vector is re-determined based on the updated first information vector via the component control model.
9. A computer-readable storage medium storing computer instructions thereon, characterized in that, When the computer instructions are executed by the processor, the interface control method for the aero-engine as described in any one of claims 1 to 8 is implemented.