Engine operating state determination method, device, medium, and program
By simulating the engine by dividing it into the gas generator, the tail nozzle, and the propulsion components, the operating parameters of each part are obtained. By correcting the controlled variable and the outlet area, the problems of large computational load and inaccurate parameter data in the prior art are solved, and efficient engine state simulation is achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- AECC HUNAN AVIATION POWERPLANT RES INST
- Filing Date
- 2026-03-23
- Publication Date
- 2026-07-14
Smart Images
Figure CN122389221A_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of engine condition testing technology, and specifically relates to a method, equipment, medium and procedure for determining the operating condition of an engine. Background Technology
[0002] An open rotary engine is a relatively complex power unit. In order to reduce the overall design and testing cycle, it is necessary to simulate the engine in advance to predict the engine's operating state and thus ensure the engine's subsequent stable operation.
[0003] Currently, engine operating conditions are generally predicted through three-dimensional simulation using engine simulation tools. For example, patent document CN116628960A discloses a simulation calculation method for a counter-rotating propfan engine, including the following steps: S1. Setting the propfan engine's operating conditions according to the flight mission; S2. Given the compressor operating conditions, performing one-dimensional numerical simulation calculations based on compressor characteristics to obtain compressor operating state data; S3. Iteratively calculating the compressor operating conditions by adjusting the flow balance between high and low pressure compressors; S4. Setting the front and rear propeller pitch angles, and giving... The operating conditions of the front and rear propellers are determined, and a three-dimensional mesh is generated for the combustion chamber, high and low pressure turbines, power turbine, tail nozzle, and front and rear propellers. Three-dimensional simulation numerical calculations are performed based on the flight mission, compressor operating conditions, front and rear propeller characteristics, and the calculated compressor operating state data. S5. The one-dimensional numerical simulation results are compared with the three-dimensional simulation results of the combustion chamber, high and low pressure turbines, power turbine, tail nozzle, and front and rear propellers to determine whether the two simulation results meet the equilibrium conditions. If the equilibrium conditions are met, the joint simulation ends. If not, the compressor operating conditions and front and rear propeller operating conditions are corrected and iterative calculations are performed until the two are in equilibrium.
[0004] However, the existing prediction processes for engine operating conditions are basically all based on three-dimensional simulation of an engine with given geometric parameters and full coupling iteration of the whole engine, which results in an excessive amount of computation, thus affecting simulation efficiency. Alternatively, they only perform three-dimensional simulation of some engine components, resulting in low accuracy of the determined parameter data. Summary of the Invention
[0005] To address the aforementioned issues, this application provides a method, apparatus, medium, and program for determining the operating state of an engine, which has the beneficial effects of reducing the overall computational load, improving simulation efficiency, and ensuring the accuracy of the parameter data for the final determined engine operating state.
[0006] One method for determining the operating state of an engine includes the following steps: Simulate the formation of the gas generator and tail nozzle to establish an engine performance calculation model; Based on the engine performance calculation model, the flight boundary conditions, the outlet area of the tail nozzle, and the first controlled variable of the gas generator are set, and the operating parameters of the gas generator are calculated and obtained. A propulsion component is simulated, and a second and third controlled variables of the propulsion component are set to establish a propulsion baseline model; Based on the propulsion reference model, a mesh is generated, and the fourth and fifth controlled variables of the propulsion component are set. The flow field parameters and operating parameters of the propulsion component are calculated and obtained. The operating state of the engine is determined based on the operating parameters of the gas generator, the flow field parameters of the propulsion component, and the operating parameters of the propulsion component.
[0007] Furthermore, determining the engine's operating state based on the gas generator's operating parameters, the propulsion component's flow field parameters, and the propulsion component's state parameters includes the following steps: When the operating parameters of the propulsion component meet the first preset condition, the third controlled variable of the propulsion component is corrected; When the operating parameters of the propulsion component meet the second preset conditions, the second controlled variable of the propulsion component is corrected. The flow field parameters and operating parameters of the propulsion component are recalculated and obtained.
[0008] Further, after recalculating and obtaining the flow field parameters and operating parameters of the propulsion component, the following steps are set: When the operating parameters of the gas generator and the operating parameters of the propulsion component meet the third preset condition, the outlet area of the tail nozzle is corrected. The operating parameters of the gas generator are recalculated.
[0009] Furthermore, the operating parameters of the propulsion component are determined to meet the first preset condition using the following formula: ; in, The ratio of the torque of the front blade to the torque of the rear blade of the propulsion component is given. The ratio of the rear blade torque to the front blade torque of the propulsion component is given. The value is a preset integer; The operating parameters of the propulsion component are determined to meet the second preset condition using the following formula: ; in, The power of the propulsion component's power turbine. The total power of the front and rear blade torques of the propulsion component is given by [the power unit name]. For a preset integer, The transmission efficiency of the differential planetary reducer of the propulsion component.
[0010] Furthermore, the operating parameters of the gas generator and the operating parameters of the propulsion component meet the third preset condition, which is determined by the following formula: ; in, The outlet gas flow rate of the gas generator. The inlet gas flow rate of the power turbine of the propulsion component.
[0011] Furthermore, when the operating parameters of the propulsion component meet the first preset condition, the third controlled variable of the propulsion component is corrected using the following formula: ; in, This is the third controlled variable of the propulsion component. The modified third controlled variable for the propulsion component. It is a relaxation factor; When the operating parameters of the propulsion component meet the second preset condition, the second controlled variable of the propulsion component is corrected by the following formula:
[0012] in, This is the second controlled variable of the propulsion component. The modified second controlled variable for the propulsion component. It is a relaxation factor.
[0013] Furthermore, when the operating parameters of the gas generator and the propulsion component meet the third preset condition, the outlet area of the tailpipe is corrected by the following formula: ; in, Let be the exit area of the tail nozzle. This is the corrected exit area of the tailpipe. It is a relaxation factor.
[0014] Further, the process of mesh generation based on the propulsion baseline model, setting the fourth and fifth controlled variables of the propulsion component, and calculating and obtaining the flow field parameters and operating parameters of the propulsion component includes the following steps: Based on the aforementioned propulsion reference model, mesh generation is performed to form a reference three-dimensional mesh for the propulsion reference model; Based on the reference three-dimensional mesh of the propulsion reference model, the fourth and fifth controlled variables of the propulsion component are set, and three-dimensional flow calculations are performed to calculate and obtain the flow field parameters and operating parameters of the propulsion component.
[0015] Furthermore, when performing mesh generation based on the propulsion reference model to form the reference 3D mesh of the propulsion reference model, the following steps are set: When the second controlled variable of the propulsion component is the pitch angle of the front blade of the propulsion component, and the third controlled variable of the propulsion component is the pitch angle of the rear blade of the propulsion component, the wall node of the front blade of the propulsion component is adjusted to rotate around the rotation axis of the propulsion component by a first preset angle, and the wall node of the rear blade of the propulsion component is adjusted to rotate around the rotation axis of the propulsion component by a second preset angle.
[0016] Furthermore, the first preset angle is determined by the following formula: ; in, As the first preset angle, The difference between the second controlled variable and the corrected second controlled variable of the propulsion component; ; in, For the second preset angle, It is the difference between the third controlled variable of the propulsion component and the corrected third controlled variable.
[0017] An electronic device based on the same concept includes: at least one processor and at least one memory, wherein the memory is data-connected to the processor; The memory stores instructions that can be executed by at least one of the processors, and the instructions are executed by at least one of the processors to enable the at least one of the processors to perform the engine operating state determination method described above.
[0018] A computer storage medium based on the same concept, the computer storage medium storing one or more instructions; When executed by one or more computers, the instructions cause one or more computers to implement the engine operating state determination method described above.
[0019] A computer program product based on the same concept, wherein the computer program product stores at least one computer program, which is loaded and executed by a processor to enable the processor to perform the engine operating state determination method described above.
[0020] Compared with the prior art, this application has the following advantages: The engine operating state determination method of this application introduces a virtual, variable-area exhaust nozzle, dividing the engine into a gas generator, exhaust nozzle, and propulsion component for simulation. This allows for the separate acquisition of operating parameters of the gas generator, flow field parameters of the propulsion component, and operating parameters of the propulsion component, reducing the overall computational load and improving simulation efficiency. Furthermore, it enables the correction of the exhaust nozzle's exit area and the second and third controlled variables of the propulsion component based on the operating parameters of the gas generator, flow field parameters, and operating parameters of the propulsion component, thereby ensuring the accuracy of the final determined engine operating state parameter data.
[0021] The electronic device of this application, being used to execute the engine operating state determination method as described above, has the same beneficial effects as the engine operating state determination method described above, and therefore will not be described again here.
[0022] The computer storage medium of the present invention, being used to implement the engine operating state determination method as described above, has the same beneficial effects as the engine operating state determination method described above, and therefore will not be repeated here.
[0023] The computer program product of the present invention is used to execute the engine operating state determination method as described above, and therefore has the same beneficial effects as the engine operating state determination method described above, so it will not be described again here.
[0024] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description
[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0026] Figure 1A flowchart of a method for determining the operating state of an engine according to an embodiment of this application is shown; Figure 2 A schematic block diagram of an engine operating state determination method according to an embodiment of this application is shown; Figure 3 A schematic diagram of the gas generator and propulsion component of an engine according to an embodiment of this application is shown; Figure 4 A schematic diagram of the structure of the gas generator and tail nozzle of an engine according to an embodiment of this application is shown.
[0027] In the diagram, 1 is the gas generator; 2 is the propulsion component; 3 is the power turbine; 4 is the differential planetary reducer; 5 is the front blade; 6 is the rear blade; 7 is the tail nozzle; and 8 is the tail nozzle. Detailed Implementation
[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0029] Reference Figure 1 and Figure 2 This application provides a method for determining the operating state of an engine, including the following steps: A simulated gas generator and exhaust nozzle are used to establish an engine performance calculation model. Based on this model, flight boundary conditions, the exhaust nozzle's exit area, and the first controlled variable for the gas generator are defined, and its operating parameters are calculated. A simulated propulsion component is then created, and its second and third controlled variables are defined to establish a propulsion baseline model. Based on this model, a mesh is generated, and the fourth and fifth controlled variables for the propulsion component are defined. The flow field parameters and operating parameters of the propulsion component are then calculated. Based on these parameters, the engine's operating state is determined.
[0030] Specifically, refer to Figure 4A simulated gas generator is created, and a virtual tail nozzle with a variable outlet area is installed at the rear end of the gas generator to form a turbojet engine. Based on this turbojet engine, an engine performance calculation model is established. Based on the engine performance calculation model, flight boundary conditions, the tail nozzle outlet area, and the first controlled variable of the gas generator are set. The flight boundary conditions and the first controlled variable of the gas generator are given values, and the flight boundary conditions include flight altitude. Mach number of flight and ambient temperature difference Given the flight boundary conditions, the operating parameters of the gas generator can be calculated based on the nozzle exit area and the first controlled variable of the gas generator. (Refer to...) Figure 3 The propulsion component is simulated, and its second and third controlled variables are defined to establish a propulsion baseline model. Based on this model, a mesh is generated, and a fourth and fifth controlled variable for the propulsion component are defined. Following the rules of the flow field calculation software, three-dimensional flow calculations are performed on the propulsion component to obtain its flow field parameters and operating parameters. The engine's operating state is determined using the operating parameters of the gas generator, the flow field parameters of the propulsion component, and the operating parameters of the propulsion component. By introducing a virtual, variable-area exhaust nozzle, the engine is divided into a gas generator, an exhaust nozzle, and a propulsion component for simulation. This allows for the separate acquisition of the gas generator's operating parameters, the flow field parameters of the propulsion component, and the operating parameters of the propulsion component, reducing the overall computational load and improving simulation efficiency.
[0031] Furthermore, the operating parameters of the gas generator include the total outlet temperature, total outlet pressure, outlet gas flow rate, outlet oil-to-gas ratio, high-pressure compressor speed, and fuel flow rate of the gas generator.
[0032] The following mapping relationship exists: ; ; ; ; ; ; The mapping relationship in the above formula , , , , , In the engine performance calculation model, there is a series of relationships, which are existing relationships. That is, once the flight boundary conditions, the exhaust nozzle area, and the first controlled variable of the gas generator are determined, the flow field parameters and operating parameters of the propulsion components can be calculated based on the above relationships.
[0033] Furthermore, for propulsion components, the inlet boundary conditions can be divided into the power turbine inlet boundary conditions and the far-forward inlet boundary conditions. The power turbine inlet boundary conditions are determined based on the total outlet temperature, total outlet pressure, and outlet fuel-gas ratio of the gas generator. The far-forward inlet boundary conditions and the outlet boundary infinity field conditions are both determined by the flight boundary conditions.
[0034] Furthermore, when the fourth and fifth controlled variables of the given propulsion component are respectively the front blade speed... and rear blade speed The power turbine speed can be determined using the following formula. :
[0035] in, The ratio of the rear blade torque to the front blade torque in the propulsion component is a constant, dependent only on the geometric parameters designed for the differential planetary reducer. In other words, once the geometry of the differential planetary reducer is determined, this value is fixed. Therefore, given a front blade speed... and rear blade speed At that time, the power turbine speed It is also a constant value.
[0036] Furthermore, after meshing the propulsion baseline model, three-dimensional flow calculations are performed on the propulsion components according to the rules of the flow field calculation software. The micro-force corresponding to the micro-element area is obtained by multiplying the micro-element area of the blade by the pressure acting on it, and then the micro-force is integrated and applied along... The propeller component can be directly obtained by projecting the axis. Axial thrust. Integrate the impulse of the flow field corresponding to the infinitesimal area of the nozzle exit element, and then... Projecting the axis to obtain the tail nozzle Axial thrust. This will affect the propeller assembly. Axial thrust and tail nozzle The engine's thrust can be obtained by summing the axial thrust and subtracting the momentum of the incoming airflow. Total axial thrust. Simultaneously, integrating the infinitesimal torque acting on the blade element area yields the ratio of the forward blade torque to the rear blade torque of the propulsion component. The total power of the front and rear blades can be obtained by multiplying their torques by their respective front and rear blade speeds. The power turbine torque is obtained by integrating the infinitesimal torque acting on the infinitesimal area of the power turbine element, and then multiplying by... The speed of the power turbine determines the power output of the power turbine. The inlet gas flow rate of the power turbine is obtained by integrating the temperature, pressure, velocity, and density of the micro-element area at the inlet of the power turbine. This allows us to determine the flow field parameters and operating parameters of the propulsion component.
[0037] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 Based on the operating parameters of the gas generator, the flow field parameters of the propulsion component, and the state parameters of the propulsion component, the operating state of the engine is determined, including the following steps: When the operating parameters of the propulsion component meet the first preset condition, the third controlled variable of the propulsion component is corrected. When the operating parameters of the propulsion component meet the second preset condition, the second controlled variable of the propulsion component is corrected. The flow field parameters and operating parameters of the propulsion component are recalculated and obtained.
[0038] Specifically, after obtaining the flow field parameters and operating parameters of the propulsion component, it is first determined whether the operating parameters of the propulsion component meet the first preset condition. If the operating parameters of the propulsion component meet the first preset condition, the third controlled variable of the propulsion component is corrected. After completing the correction of the third controlled variable of the propulsion component, it is then determined whether the operating parameters of the propulsion component meet the second preset condition. If the operating parameters of the propulsion component meet the second preset condition, the second controlled variable of the propulsion component is corrected. After completing the correction of the third and second controlled variables of the propulsion component, the flow field parameters and operating parameters of the propulsion component are recalculated and obtained according to the above steps. This allows for the correction of the second and third controlled variables of the propulsion component based on the operating parameters, thereby ensuring the accuracy of the parameter data of the final determined engine operating state.
[0039] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 After recalculating and obtaining the flow field parameters and operating parameters of the propulsion component, the following steps are set: When the operating parameters of the gas generator and the propulsion component meet the third preset condition, the outlet area of the tailpipe is adjusted. The operating parameters of the gas generator are then recalculated.
[0040] Specifically, after correcting the third and second controlled variables of the propulsion component, it is then determined whether the operating parameters of the gas generator and the propulsion component meet the third preset condition. If the operating parameters of the gas generator and the propulsion component meet the third preset condition, the exit area of the exhaust nozzle is corrected. After correcting the exit area of the exhaust nozzle, the operating parameters of the gas generator are recalculated and obtained. This allows for the correction of the exhaust nozzle exit area based on the operating parameters of the gas generator and the propulsion component, thereby ensuring the accuracy of the final determined parameter data of the engine's operating state.
[0041] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 The operating parameters of the propulsion component are determined to meet the first preset condition using the following formula: ; in, This is the ratio of the torque of the front blade to the torque of the rear blade in the propulsion component. This is the ratio of the rear blade torque to the front blade torque of the propulsion component. This is a preset integer. Furthermore, For example, an integer less than a preset value. 10 -5 .
[0042] Specifically, when the relationship between the ratio of the front blade torque to the rear blade torque of the propulsion component and the ratio of the rear blade torque to the front blade torque of the propulsion component conforms to the above formula, the third controlled variable of the propulsion component needs to be corrected until the relationship between the ratio of the front blade torque to the rear blade torque of the propulsion component and the ratio of the rear blade torque to the front blade torque of the propulsion component satisfies the convergence relationship of the following formula: ; When the ratio of the front blade torque to the rear blade torque of the propulsion component and the ratio of the rear blade torque to the front blade torque of the propulsion component conform to the above formula, it indicates that the torque ratio is balanced, ensuring the accuracy of the parameter data of the finally determined engine operating state.
[0043] The operating parameters of the propulsion component are determined to meet the second preset condition using the following formula: ; in, To increase the power of the propulsion component's turbine, The total power of the front and rear blade torques of the propulsion component. For a preset integer, To improve the transmission efficiency of the differential planetary reducer for propulsion components. Furthermore, For example, an integer less than a preset value. 10 -5 .
[0044] Specifically, when the relationship between the power of the propulsion turbine and the total power of the front and rear blade torques of the propulsion component conforms to the above formula, the second controlled variable of the propulsion component needs to be corrected until the relationship between the power of the propulsion turbine and the total power of the front and rear blade torques of the propulsion component satisfies the convergence relationship of the following formula: ; When the relationship between the power of the propulsion turbine and the total power of the front and rear blade torques of the propulsion component conforms to the above formula, it indicates that the power is balanced, ensuring the accuracy of the parameter data for the final determined engine operating state.
[0045] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 The operating parameters of the gas generator and the propulsion component meet the third preset condition and are determined by the following formula: ; in, This refers to the outlet gas flow rate of the gas generator. The inlet gas flow rate of the power turbine for propulsion components.
[0046] Specifically, when the relationship between the outlet gas flow rate of the gas generator and the inlet gas flow rate of the propulsion turbine conforms to the above formula, the outlet area of the tailpipe needs to be corrected until the relationship between the outlet gas flow rate of the gas generator and the inlet gas flow rate of the propulsion turbine satisfies the convergence relationship of the following formula: ; When the relationship between the outlet gas flow rate of the gas generator and the inlet gas flow rate of the power turbine of the propulsion component conforms to the above formula, it indicates that the flow is balanced, ensuring the accuracy of the parameter data of the finally determined engine operating state.
[0047] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 When the operating parameters of the propulsion component meet the first preset condition, the third controlled variable of the propulsion component is corrected by the following formula: ; in, As the third controlled variable for propulsion components, The third controlled variable is the modified version of the propulsion component. This is the relaxation factor. When it is necessary to correct the third controlled variable of the propulsion component, the third controlled variable is corrected according to the above formula.
[0048] When the operating parameters of the propulsion component meet the second preset condition, the second controlled variable of the propulsion component is corrected by the following formula: ; in, As the second controlled variable for the propulsion component, The modified second controlled variable for the propulsion component. This is the relaxation factor. When it is necessary to correct the second controlled variable of the propulsion component, the second controlled variable is corrected according to the above formula.
[0049] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 When the operating parameters of the gas generator and the propulsion component meet the third preset condition, the outlet area of the tailpipe is corrected by the following formula: ; in, The exhaust area is the area of the tail nozzle. This represents the corrected exit area of the tail nozzle. This is the relaxation factor. When it is necessary to correct the nozzle exit area, the nozzle exit area is corrected according to the formula above.
[0050] Furthermore, after correcting the third controlled variable for the propulsion component, the second controlled variable for the propulsion component, and the outlet area of the tail nozzle, the corresponding operating parameters of the gas generator, the flow field parameters of the propulsion component, and the operating parameters of the propulsion component can be obtained again, thereby determining the engine's operating state. It should be noted that calculating and obtaining the engine's operating state after determining the operating parameters of the gas generator, the flow field parameters of the propulsion component, and the operating parameters of the propulsion component is existing technology.
[0051] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 Based on the propulsion baseline model, mesh generation is performed, and the fourth and fifth controlled variables of the propulsion component are set. The flow field parameters and operating parameters of the propulsion component are calculated and obtained, including the following steps: Based on the propulsion baseline model, a mesh is generated to form the baseline 3D mesh of the propulsion baseline model. Based on the baseline 3D mesh of the propulsion baseline model, the fourth and fifth controlled variables of the propulsion component are set, and 3D flow calculations are performed to obtain the flow field parameters and operating parameters of the propulsion component.
[0052] Specifically, after meshing the propulsion reference model, a reference 3D mesh is formed for the propulsion component. Based on this reference 3D mesh, 3D flow calculations for the propulsion component are performed according to the rules of the flow field calculation software. The micro-force corresponding to the micro-element area is obtained by multiplying the blade micro-element area by the pressure acting on it, and then the micro-force is integrated and applied along... The propeller component can be directly obtained by projecting the axis. Axial thrust. Integrate the impulse of the flow field corresponding to the infinitesimal area of the nozzle exit element, and then... Projecting the axis to obtain the tail nozzle Axial thrust. This will affect the propeller assembly. Axial thrust and tail nozzle The engine's thrust can be obtained by summing the axial thrust and subtracting the momentum of the incoming airflow. Total axial thrust. Simultaneously, integrating the infinitesimal torque acting on the blade element area yields the ratio of the forward blade torque to the rear blade torque of the propulsion component. The total power of the front and rear blades can be obtained by multiplying their torques by their respective front and rear blade speeds. The power turbine torque is obtained by integrating the infinitesimal torque acting on the infinitesimal area of the power turbine element, and then multiplying by... The speed of the power turbine determines the power output of the power turbine. The inlet gas flow rate of the power turbine is obtained by integrating the temperature, pressure, velocity, and density of the micro-element area at the inlet of the power turbine. This allows us to determine the flow field parameters and operating parameters of the propulsion component.
[0053] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 When performing mesh generation based on the propulsion reference model to form the reference 3D mesh of the propulsion reference model, the following steps are set: When the second controlled variable of the propulsion component is the pitch angle of the front blade of the propulsion component, and the third controlled variable of the propulsion component is the pitch angle of the rear blade of the propulsion component, the wall node of the front blade of the propulsion component is adjusted to rotate around the rotation axis of the propulsion component by a first preset angle, and the wall node of the rear blade of the propulsion component is adjusted to rotate around the rotation axis of the propulsion component by a second preset angle.
[0054] Specifically, when the second controlled variable of the propulsion component is the pitch angle of the front blade, and the third controlled variable is the pitch angle of the rear blade, and after the pitch angles of the front and rear blades are corrected, the wall nodes of the front blade are rotated by a first preset angle around the rotation axis of the propulsion component, and the wall nodes of the rear blade are rotated by a second preset angle around the rotation axis of the propulsion component, thereby updating the reference 3D mesh of the propulsion reference model. The relative positions between the wall nodes of the front and rear blades remain unchanged, and the rotation radius is constant.
[0055] In some specific embodiments of this application, reference is made to Figure 1 and Figure 2 The first preset angle is determined by the following formula: ; in, As the first preset angle, This is the difference between the second controlled variable and the corrected second controlled variable of the propulsion component. The first preset angle at which the wall node of the front blade needs to rotate is determined by the above formula.
[0056] ; in, For the second preset angle, This is the difference between the third controlled variable of the propulsion component and the corrected third controlled variable. The second preset angle at which the wall node of the rear blade needs to rotate is determined by the above formula.
[0057] Furthermore, the wall nodes of the front and rear blades employ a "progressive rotation" method. By specifying the rotation angle and motion time, the blades rotate to the target angle within a specified time and then stop, thus avoiding abrupt mesh changes caused by direct rotation. The changing angular velocities of the front and rear blades are defined by the "total angle" and "motion time," respectively.
[0058] in, The variable angular velocity of the front blade. The time required to complete the rotation. The current blade wall node is at... At that time, the operating angle of the front blade is The wall nodes of the front blade are at... At that time, the operating angle of the front blade is .
[0059]
[0060] in, The variable angular velocity of the rear blade. The time required to complete the rotation. When the wall node of the rear blade is at... At that time, the actuation angle of the rear blade is The wall node of the rear blade is at... At that time, the actuation angle of the rear blade is .
[0061] Furthermore, the wall nodes of the current blade and the wall nodes of the rear blade are... At this time, the positions of the front and rear blades no longer change, and the positions of each wall node of the front and rear blades are determined by the following formula:
[0062] in, Let be the rotation matrix of the front blade about its rotation axis. The axis of rotation for the front blade. The initial position of the wall node of the front blade relative to the rotation axis of the front blade. This represents the position of the rotation axis of the front blade relative to the origin of the grid.
[0063]
[0064] in, Let be the rotation matrix of the rear blade about its rotation axis. The axis of rotation for the rear blade. The initial position of the wall node of the rear blade relative to the rotation axis of the rear blade. This represents the position of the rear blade's rotation axis relative to the origin of the grid.
[0065] Furthermore, for the front and rear blades, the rigid walls of the front and rear blades are dynamically adjusted in the near-flow region using an elastic smoothing method. Specifically, the boundaries of the corresponding meshes are treated as elastic springs, and the positions of the flow field nodes are calculated by balancing the tension or compression forces of the springs, thus avoiding excessive mesh distortion. The spring forces at each mesh edge (the line connecting any two nodes, such as node i and node j) follow Hooke's Law:
[0066] in, For spring stiffness, Let be the vector from node j to node i at the initial time. Let be the vector from node j to node i at time t (after transformation, the length is...) The direction of stress is along the grid boundary, and it is a repulsive force during tension and an attractive force during compression.
[0067] Furthermore, node i satisfies the requirements of the following formula:
[0068] The net force at node i is zero, meaning the sum of the spring forces exerted by all adjacent nodes j on node i is zero.
[0069] displacement of node i Obtain it using the following formula:
[0070] Through the above-mentioned grid changes, the flow field grid under the corrected front blade pitch angle and rear blade pitch angle can be automatically generated.
[0071] This application provides an electronic device, including at least one processor and at least one memory, wherein the memory is data-connected to the processor.
[0072] The memory stores instructions that can be executed by at least one processor, and the instructions are executed by at least one processor to enable at least one processor to perform the engine operating state determination method described in any of the above specific embodiments.
[0073] This application provides a computer storage medium that stores one or more instructions.
[0074] When executed by one or more computers, the instructions cause the one or more computers to implement the engine operating state determination method described in any of the above specific embodiments.
[0075] This application provides a computer program product that stores at least one computer program. The at least one computer program is loaded and executed by a processor so that the processor can execute the engine operating state determination method described in any of the above specific embodiments.
[0076] 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; and these 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.
Claims
1. A method for determining the operating state of an engine, characterized in that, Includes the following steps: Simulate the formation of the gas generator and tail nozzle to establish an engine performance calculation model; Based on the engine performance calculation model, the flight boundary conditions, the outlet area of the tail nozzle, and the first controlled variable of the gas generator are set, and the operating parameters of the gas generator are calculated and obtained. A propulsion component is simulated, and a second and third controlled variables of the propulsion component are set to establish a propulsion baseline model; Based on the propulsion reference model, a mesh is generated, and the fourth and fifth controlled variables of the propulsion component are set. The flow field parameters and operating parameters of the propulsion component are calculated and obtained. The operating state of the engine is determined based on the operating parameters of the gas generator, the flow field parameters of the propulsion component, and the operating parameters of the propulsion component.
2. The method for determining the operating state of an engine according to claim 1, characterized in that, Determining the engine's operating state based on the gas generator's operating parameters, the propulsion component's flow field parameters, and the propulsion component's state parameters includes the following steps: When the operating parameters of the propulsion component meet the first preset condition, the third controlled variable of the propulsion component is corrected; When the operating parameters of the propulsion component meet the second preset conditions, the second controlled variable of the propulsion component is corrected. The flow field parameters and operating parameters of the propulsion component are recalculated and obtained.
3. The method for determining the operating state of an engine according to claim 2, characterized in that, After recalculating and obtaining the flow field parameters and operating parameters of the propulsion component, the following steps are set: When the operating parameters of the gas generator and the operating parameters of the propulsion component meet the third preset condition, the outlet area of the tail nozzle is corrected. The operating parameters of the gas generator are recalculated.
4. The method for determining the operating state of an engine according to claim 2, characterized in that, The operating parameters of the propulsion component are determined to meet the first preset condition using the following formula: ； in, The ratio of the torque of the front blade to the torque of the rear blade of the propulsion component is given. The ratio of the rear blade torque to the front blade torque of the propulsion component is given. The value is a preset integer; The operating parameters of the propulsion component are determined to meet the second preset condition using the following formula: ； in, The power of the propulsion component's power turbine. The total power of the front and rear blade torques of the propulsion component is given by [the power unit name]. For a preset integer, The transmission efficiency of the differential planetary reducer of the propulsion component.
5. The method for determining the operating state of an engine according to claim 3, characterized in that, The operating parameters of the gas generator and the operating parameters of the propulsion component meet the third preset condition and are determined by the following formula: ； in, The outlet gas flow rate of the gas generator. The inlet gas flow rate of the power turbine of the propulsion component.
6. The method for determining the operating state of an engine according to claim 4, characterized in that, When the operating parameters of the propulsion component meet the first preset condition, the third controlled variable of the propulsion component is corrected by the following formula: ； in, This is the third controlled variable of the propulsion component. The modified third controlled variable for the propulsion component. It is a relaxation factor; When the operating parameters of the propulsion component meet the second preset condition, the second controlled variable of the propulsion component is corrected by the following formula: in, This is the second controlled variable of the propulsion component. The modified second controlled variable for the propulsion component. It is a relaxation factor.
7. The method for determining the operating state of an engine according to claim 5, characterized in that, When the operating parameters of the gas generator and the operating parameters of the propulsion component meet the third preset condition, the outlet area of the tailpipe is corrected by the following formula: ； in, Let be the exit area of the tail nozzle. This is the corrected exit area of the tailpipe. It is a relaxation factor.
8. The method for determining the operating state of an engine according to claim 6, characterized in that, The process of mesh generation based on the propulsion baseline model, setting the fourth and fifth controlled variables of the propulsion component, and calculating and obtaining the flow field parameters and operating parameters of the propulsion component includes the following steps: Based on the aforementioned propulsion reference model, mesh generation is performed to form a reference three-dimensional mesh for the propulsion reference model; Based on the reference three-dimensional mesh of the propulsion reference model, the fourth and fifth controlled variables of the propulsion component are set, and three-dimensional flow calculations are performed to calculate and obtain the flow field parameters and operating parameters of the propulsion component.
9. The method for determining the operating state of an engine according to claim 8, characterized in that, When performing mesh generation based on the propulsion reference model to form the reference 3D mesh of the propulsion reference model, the following steps are set: When the second controlled variable of the propulsion component is the pitch angle of the front blade of the propulsion component, and the third controlled variable of the propulsion component is the pitch angle of the rear blade of the propulsion component, the wall node of the front blade of the propulsion component is adjusted to rotate around the rotation axis of the propulsion component by a first preset angle, and the wall node of the rear blade of the propulsion component is adjusted to rotate around the rotation axis of the propulsion component by a second preset angle.
10. The method for determining the operating state of an engine according to claim 9, characterized in that, The first preset angle is determined by the following formula: ； in, As the first preset angle, The difference between the second controlled variable and the corrected second controlled variable of the propulsion component; ； in, For the second preset angle, It is the difference between the third controlled variable of the propulsion component and the corrected third controlled variable.
11. An electronic device, characterized in that, include: At least one processor and at least one memory, wherein the memory is data-connected to the processor; The memory stores instructions that can be executed by at least one of the processors, and the instructions are executed by at least one of the processors to enable the at least one processor to perform the engine operating state determination method according to any one of claims 1 to 10.
12. A computer storage medium, characterized in that, The computer storage medium stores one or more instructions; When executed by one or more computers, the instructions cause one or more computers to implement the engine operating state determination method according to any one of claims 1 to 10.
13. A computer program product, characterized in that, The computer program product stores at least one computer program, which is loaded and executed by a processor to enable the processor to perform the engine operating state determination method according to any one of claims 1 to 10.