CN104458271A - Dynamic characteristic simulation method of aero-engine - Google Patents
Dynamic characteristic simulation method of aero-engine Download PDFInfo
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- CN104458271A CN104458271A CN201410692326.5A CN201410692326A CN104458271A CN 104458271 A CN104458271 A CN 104458271A CN 201410692326 A CN201410692326 A CN 201410692326A CN 104458271 A CN104458271 A CN 104458271A
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Abstract
The invention relates to a dynamic characteristic simulation method of an aero-engine, and belongs to the field of aviation technologies. The dynamic characteristic simulation method of the aero-engine is used for common engines and researching mutual relations among propulsion, oil consumption, rotation speed, air flow, exhaust gas temperature and other engine parameters when the aero-engine works. Through the method, all property parameters of the engine can be dynamically simulated in real time, reality of flight simulation is improved, and the efficiency of using a simulator for training is improved.
Description
Technical field
The present invention relates to a kind of aeromotor Dynamic Simulation method, belong to technical field of aerospace.
Background technology
The development experience of domestic flight analogue technique is by being introduced into independently developed process abroad, and current China has developed into the exported country of flight simulator.But from published document, engine performance parameter is all adopt steady state data, after not considering engine throttle lever operation, engine performance parameter just need can reach steady-state value after certain time delay, not Dynamic Simulation out, especially simulate acceleration and deceleration and the frequent flight simulation handling throttle to needing, the flight simulator verisimilitude of development and widespread use at present need to improve.
Summary of the invention
In order to overcome above-mentioned defect, the object of the invention is that providing a kind of passes through the research of engine operation principle, mutual relationship during research engine operation between thrust, oil consumption, rotating speed, air mass flow, delivery temperature and other engine parameters, proposes a set of aeromotor Dynamic Simulation method being applicable to general engine.
Can dynamic each performance parameter of simulated engine in real time by the method, improve the authenticity of flight simulation and improve the usefulness using simulator training.
To achieve these goals, the present invention adopts following technical scheme:
A kind of aeromotor Dynamic Simulation method, is characterized in that: the method comprises the steps:
Its different operating state of engine: the acceleration time between corresponding different throttle lever position can fit to formula by the method for engineering:
T=f（?F）……………………………………………………（1）
Obtain acceleration time T between different typicalness and the relation between corresponding thrust variation amount F by ground stand test, by the method for engineering simulation, the function T=f(F of the time needed for acceleration and different thrust variation amount can be simulated);
T= 2.9719-4.301E-4*(?F)+1.162E-5*(?F)
2 -2.192E-8*(?F)
3+1.870E-11*(?F)
4-7.734E-15*(?F)
5 +1.274E-18*(?F)
6………（2）
In simulated engine dynamic perfromance process, the parameter of input has the Thrust Level Angel before t and t, and the stable state thrust of correspondence, and engine accelerates to maximum rating time T used from slow train
0, the time interval of Thrust Level Angel input is t=0.01 second;
From t=0, the thrust F (t) of t is as follows:
T < T
0second, engine is still in slow train start-up period, and F (t) gets the steady-state value F of t
s(t), F (t)=F
s(t) ... (3)
F
st () is stable state thrust corresponding to t Thrust Level Angel, T
0for engine accelerates to maximum rating required time by slow train is anxious, for the engine of design typification, engine acceleration time T
0known;
T>=T
0after second,
F=F
s(t)-F
s(t- T
0) ……………………………………………（4）
F
s(t-T
0) be t-T
0the stable state thrust in moment;
Ask T;
If F >=0, for accelerating;
F is substituted into formula (2) and calculate T, T gets 2 effective decimals;
If F < 0,
F=F* (-1), for slowing down
F is substituted into formula (2) and calculates T,
T=T*f, f is the ratio of maximum deceleration time and maximum acceleration time, if the engine retard time is longer than the acceleration time, then f > 1, if the acceleration time is shorter than deceleration time, then f < 1, for most of engine, Acceleration and deceleration time is similar, can get f=1; T gets 2 effective decimals;
F=F
s(t)-F
s(t- T) ……………………………………………（5）
F
sthe stable state thrust that (t-T) is the t-T moment, repeats the 2nd step, until the F that calculates of formula (4) and formula (5) calculate F difference for a small amount of time, T gets two effective decimals;
…………………………………………………………………（6）
T
1=Integer((T-T
2)/(N*?t))* ?t ………………………………（7）
Wherein: T
1for the inertial delay time, the inertial delay time is divided into N part, N by formula (6)
1+ N
2+ N
3+ ... N
n=1; By adjustment N
1, N
2, N
3size adjustment accelerator emergency, N
nnumerical value is larger, and illustrate that this section of acceleration is faster, N is larger, simulation more accurate;
T
2for system delay time, directly obtained by bench test; Integer represents and rounds; T=T
1+ T
2;
Be more than in engine acceleration and deceleration process, the simulation of thrust dynamic change in time, can use the same method and carry out dynamic similation to performance parameters such as engine oil consumption, rotating speed, air mass flows;
By the replacement to different engine pedestal stable state acceleration and deceleration performance data, again simulate formula (2) and the dynamic acceleration and deceleration performance of new engine can be simulated.
During engine stabilizer work, engine power control arm angle keeps stable, and other each correlation parameters also all keep stable.When engine behavior needs to change, first locomotor throttle lever, change the size of engine throttle, change the supply of engine fuel, the increase of fuel oil or minimizing, make the temperature and pressure of firing chamber change, then by engine control Rule adjusting, improve or reduce the modes such as engine speed, adjustment engine air capacity, adjustment jet pipe area, make engine again reach a new stable point.
In the adjustment process of engine condition, all with engine condition change, the parameter of change all can have the regular hour delayed.This delayed time is mainly divided into two large classes, and the first kind is system delay time, and Equations of The Second Kind is with the self-characteristic of all parts relevant inertial delay time.Example is changed to Thrust Level Angel with motor power, when pilot pushes away engine power control arm, engine power control arm angle increases, increase engine fuel supply, improve gas temperature and the pressure of firing chamber, and then jet cutting car flow speed increases, nozzle exit pressure increase, and motor power increases.In this state change process, due to the gap between each system such as operating rod and bindiny mechanism and elastic deformation etc. in a small amount, from pushing away throttle, start to change in this process to engine performance parameter, there is a time delay, we are called system delay time.System delay time is the time delay that any machinery and catanator all can exist, and catanator is more complicated, and the bang path of experience is more, and time delay can be longer.The that time changed from engine parameter starts, the fuel flow of oil supply system starts to increase, fuel oil is increased to desired value needs a bit of time, then oil inflame, pressure and temperature increases, then be that Rule adjusting starts to change, engine speed starts to increase, the jet speed of engine export and pressure increase, motor power starts to increase, in the middle of this in a series of process, change from some parameters of engine to last engine performance parameter and reach new stationary value, also a period of time is needed, we claim to be the inertial delay time during this period of time.Inertia time is also inevitable, different engines, inertia time is different, if the moment of inertia of engine rotor is little, burning efficiency is high, the Rule adjusting reaction time is fast, this all can heighten the feedback speed of thrust variation greatly, shortens the acceleration time of engine.When engine power control arm angle changes, the fundamental performance parameter of the engine such as thrust, oil consumption, rotating speed, air mass flow of engine, all need through certain time delay, its parameter just can reach a new stationary value.In engine operation engineering, the engine power control arm moment is when changing, the fundamental performance parameters such as motor power, oil consumption, rotating speed can't reach stable numerical value at once, but by the coefficient result in a period of time intrinsic motivation throttle lever present position before certain moment, the performance parameter in certain moment can use certain moment before corresponding parameter weighting is on average sued for peace in a period of time mode obtain.
Beneficial effect of the present invention:
The present invention can dynamic each performance parameter of simulated engine in real time by the method, improves the authenticity of flight simulation and improves the usefulness using simulator training.
Embodiment
Describe the present invention below in conjunction with embodiment:
For convenience of description, the relation of motor power and time is described for engine performance parameter.The acceleration time between For Steady Performance Test of Engine parameter and different conditions is obtained, the different thrust F that different throttle lever α is corresponding by certain h type engine h performance curve.
Relation between table 1 engine typicalness acceleration time and throttle variable quantity
A kind of aeromotor Dynamic Simulation method, the method comprises the steps:
Its different operating state of engine: the acceleration time between corresponding different throttle lever position can fit to formula by the method for engineering:
T=f（?F）……………………………………………………（1）
Obtain acceleration time T between different typicalness and the relation between corresponding thrust variation amount F by ground stand test, by the method for engineering simulation, the function T=f(F of the time needed for acceleration and different thrust variation amount can be simulated);
T= 2.9719-4.301E-4*(?F)+1.162E-5*(?F)
2 -2.192E-8*(?F)
3+1.870E-11*(?F)
4-7.734E-15*(?F)
5 +1.274E-18*(?F)
6………（2）
In simulated engine dynamic perfromance process, the parameter of input has the Thrust Level Angel before t and t, and the stable state thrust of correspondence, and engine accelerates to maximum rating time T used from slow train
0, the time interval of Thrust Level Angel input is t=0.01 second;
From t=0, the thrust F (t) of t is as follows:
T < T
0second, engine is still in slow train start-up period, and F (t) gets the steady-state value F of t
s(t), F (t)=F
s(t) ... (3)
F
st () is stable state thrust corresponding to t Thrust Level Angel, T
0for engine accelerates to maximum rating required time by slow train is anxious, for the engine of design typification, engine acceleration time T
0known;
T>=T
0after second,
F=F
s(t)-F
s(t- T
0) ……………………………………………（4）
F
s(t-T
0) be t-T
0the stable state thrust in moment;
Ask T;
If F >=0, for accelerating;
F is substituted into formula (2) and calculate T, T gets 2 effective decimals;
If F < 0,
F=F* (-1), for slowing down
F is substituted into formula (2) and calculates T,
T=T*f, f is the ratio of maximum deceleration time and maximum acceleration time, if the engine retard time is longer than the acceleration time, then f > 1, if the acceleration time is shorter than deceleration time, then f < 1, for most of engine, Acceleration and deceleration time is similar, can get f=1; T gets 2 effective decimals;
F=F
s(t)-F
s(t- T) ……………………………………………（5）
F
sthe stable state thrust that (t-T) is the t-T moment, repeats the 2nd step, until the F that calculates of formula (4) and formula (5) calculate F difference for a small amount of time, T gets two effective decimals;
…………………………………………………………………（6）
T
1=Integer((T-T
2)/(N*?t))* ?t ………………………………（7）
Wherein: T
1for the inertial delay time, the inertial delay time is divided into N part, N by formula (6)
1+ N
2+ N
3+ ... N
n=1; By adjustment N
1, N
2, N
3size adjustment accelerator emergency, N
nnumerical value is larger, and illustrate that this section of acceleration is faster, N is larger, simulation more accurate;
T
2for system delay time, directly obtained by bench test; Integer represents and rounds; T=T
1+ T
2;
Be more than in engine acceleration and deceleration process, the simulation of thrust dynamic change in time, can use the same method and carry out dynamic similation to performance parameters such as engine oil consumption, rotating speed, air mass flows;
By the replacement to different engine pedestal stable state acceleration and deceleration performance data, again simulate formula (2) and the dynamic acceleration and deceleration performance of new engine can be simulated.
Claims (1)
1. an aeromotor Dynamic Simulation method, is characterized in that: the method comprises the steps:
Its different operating state of engine: the acceleration time between corresponding different throttle lever position can fit to formula by the method for engineering:
T=f（?F）……………………………………………………（1）
Obtain acceleration time T between different typicalness and the relation between corresponding thrust variation amount F by ground stand test, by the method for engineering simulation, the function T=f(F of the time needed for acceleration and different thrust variation amount can be simulated);
T= 2.9719-4.301E-4*(?F)+1.162E-5*(?F)
2 -2.192E-8*(?F)
3+1.870E-11*(?F)
4-7.734E-15*(?F)
5 +1.274E-18*(?F)
6………（2）
In simulated engine dynamic perfromance process, the parameter of input has the Thrust Level Angel before t and t, and the stable state thrust of correspondence, and engine accelerates to maximum rating time T used from slow train
0, the time interval of Thrust Level Angel input is t=0.01 second;
From t=0, the thrust F (t) of t is as follows:
T < T
0second, engine is still in slow train start-up period, and F (t) gets the steady-state value F of t
s(t), F (t)=F
s(t) ... (3)
F
st () is stable state thrust corresponding to t Thrust Level Angel, T
0for engine accelerates to maximum rating required time by slow train is anxious, for the engine of design typification, engine acceleration time T
0known;
T>=T
0after second,
F=F
s(t)-F
s(t- T
0) ……………………………………………（4）
F
s(t-T
0) be t-T
0the stable state thrust in moment;
Ask T;
If F >=0, for accelerating;
F is substituted into formula (2) and calculate T, T gets 2 effective decimals;
If F < 0,
F=F* (-1), for slowing down
F is substituted into formula (2) and calculates T,
T=T*f, f is the ratio of maximum deceleration time and maximum acceleration time, if the engine retard time is longer than the acceleration time, then f > 1, if the acceleration time is shorter than deceleration time, then f < 1, for most of engine, Acceleration and deceleration time is similar, can get f=1; T gets 2 effective decimals;
F=F
s(t)-F
s(t- T) ……………………………………………（5）
F
sthe stable state thrust that (t-T) is the t-T moment, repeats the 2nd step, until the F that calculates of formula (4) and formula (5) calculate F difference for a small amount of time, T gets two effective decimals;
…………………………………………………………………（6）
T
1=Integer((T-T
2)/(N*?t))* ?t ………………………………（7）
Wherein: T
1for the inertial delay time, the inertial delay time is divided into N part, N by formula (6)
1+ N
2+ N
3+ ... N
n=1; By adjustment N
1, N
2, N
3size adjustment accelerator emergency, N
nnumerical value is larger, and illustrate that this section of acceleration is faster, N is larger, simulation more accurate;
T
2for system delay time, directly obtained by bench test; Integer represents and rounds; T=T
1+ T
2;
Be more than in engine acceleration and deceleration process, the simulation of thrust dynamic change in time, can use the same method and carry out dynamic similation to performance parameters such as engine oil consumption, rotating speed, air mass flows;
By the replacement to different engine pedestal stable state acceleration and deceleration performance data, again simulate formula (2) and the dynamic acceleration and deceleration performance of new engine can be simulated.
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| CN104458271B CN104458271B (en) | 2017-08-25 |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107945615A (en) * | 2017-12-08 | 2018-04-20 | 中国航空工业集团公司成都飞机设计研究所 | A kind of method of real-time analog simulation engine |
| CN111498123A (en) * | 2020-04-15 | 2020-08-07 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining speed of accelerator rod push rod |
| CN111666648A (en) * | 2019-12-04 | 2020-09-15 | 江西洪都航空工业集团有限责任公司 | Method for simulating dynamic characteristics of aircraft engine |
| CN115688329A (en) * | 2023-01-05 | 2023-02-03 | 北京蓝天航空科技股份有限公司 | Engine modeling method and device |
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| CN102519733A (en) * | 2011-12-02 | 2012-06-27 | 南京航空航天大学 | Method for assessing flying reliability of aircraft engine on basis of monitoring information fusion |
| CN102680238B (en) * | 2012-05-29 | 2014-05-14 | 西北工业大学 | Non-contact engine thrust testing method and device |
| DE102012210230A1 (en) * | 2012-06-18 | 2013-12-19 | Robert Bosch Gmbh | Apparatus and method for a dynamic pressure loss or valve tightness test on a four-stroke internal combustion engine |
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2014
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Non-Patent Citations (1)
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| 王永明等: "计算机模拟技术在航空发动机设计中的应用", 《燃气涡轮试验与研究》 * |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107945615A (en) * | 2017-12-08 | 2018-04-20 | 中国航空工业集团公司成都飞机设计研究所 | A kind of method of real-time analog simulation engine |
| CN111666648A (en) * | 2019-12-04 | 2020-09-15 | 江西洪都航空工业集团有限责任公司 | Method for simulating dynamic characteristics of aircraft engine |
| CN111666648B (en) * | 2019-12-04 | 2022-04-12 | 江西洪都航空工业集团有限责任公司 | Method for simulating dynamic characteristics of aircraft engine |
| CN111498123A (en) * | 2020-04-15 | 2020-08-07 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining speed of accelerator rod push rod |
| CN111498123B (en) * | 2020-04-15 | 2022-05-06 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining speed of accelerator rod push rod |
| CN115688329A (en) * | 2023-01-05 | 2023-02-03 | 北京蓝天航空科技股份有限公司 | Engine modeling method and device |
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| CN104458271B (en) | 2017-08-25 |
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