CN111237090A - Vector nozzle deflection control method and system - Google Patents
Vector nozzle deflection control method and system Download PDFInfo
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- CN111237090A CN111237090A CN202010064984.5A CN202010064984A CN111237090A CN 111237090 A CN111237090 A CN 111237090A CN 202010064984 A CN202010064984 A CN 202010064984A CN 111237090 A CN111237090 A CN 111237090A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K9/00—Rocket-engine plants, i.e. plants carrying both fuel and oxidant therefor; Control thereof
- F02K9/96—Rocket-engine plants, i.e. plants carrying both fuel and oxidant therefor; Control thereof characterised by specially adapted arrangements for testing or measuring
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
- F02K1/002—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto with means to modify the direction of thrust vector
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Abstract
The application belongs to the technical field of engine vectoring nozzle control, and particularly relates to a vectoring nozzle deflection control method and system. The method comprises the steps of constructing a first time conversion coefficient function which is related to the throttle lever angle and the deflection angle of the vectoring nozzle; constructing a second time conversion coefficient function of the correlation height and the Mach number; acquiring the angle of a throttle lever, the deflection angle of a vectoring nozzle, the height of an airplane, the Mach number and the duration time in a certain stress application state; determining a first time conversion coefficient and a second time conversion coefficient according to the function; calculating the conversion time under the stress application state; and if the accumulated reduced time exceeds the first deflection duration, reducing the deflection limiting angle of the vectoring nozzle according to a set ratio. The application improves the applicability of the vectoring nozzle under different engine working states and flight conditions, so that the deflection duration of the nozzle can meet the use requirement of an airplane on vector deflection, and the stable and reliable work of the nozzle structure is ensured.
Description
Technical Field
The application belongs to the technical field of engine vectoring nozzle control, and particularly relates to a vectoring nozzle deflection control method and system.
Background
The aircraft provided with the thrust vector engine can provide additional control torque for the aircraft through deflection of the vectoring nozzle, and the comprehensive control capability of the aircraft can be greatly improved. However, when vector deflection is carried out in the thrust-on state of the engine, the wall surface temperature of the expansion section of the spray pipe facing the hot airflow surface is increased rapidly, the larger the deflection angle is, the longer the deflection duration is, the more the wall temperature of the spray pipe is increased, and under the conditions of the current cooling technology and the temperature resistance of the spray pipe material, the spray pipe component is possibly ablated and damaged, so that the flight safety is influenced. Therefore, in the actual use process of the thrust vectoring engine, the duration of single deflection of the thrust vectoring nozzle in the thrust augmentation state needs to be controlled.
At present, the control method of the maximum duration of single deflection of the vectoring nozzle is as follows: the engine is in a stress application state, and the spray pipe is deflected once for the maximum time tmaxAngle of deflection deltaJSingle parameter correlation, i.e. tmax＝f(δJ)，δJThe greater the corresponding tmaxThe smaller, the less the deflection time of the nozzle reaches t when the force is appliedmaxPilot intervention is required to return the nozzle to a neutral (non-deflected) position.
The drawback of the nozzle single deflection duration control method, which is only related to a single parameter of the deflection angle, is that:
1) the maximum time of single deflection of the spray pipe is only related to the deflection angle, the influence of different stress application states of the engine is not considered, for example, under the condition of small stress application or partial stress application, the deflection duration is still controlled according to the time of a full stress application state, so that the allowable deflection duration under the state is short, and the use requirement of an airplane cannot be met.
2) The influence of flight conditions on the deflection duration of the spray pipe is not considered, and the control method can cause that the single deflection duration of the spray pipe is insufficient when the spray pipe flies at high altitude and low surface speed, and the deflection capability cannot be fully exerted; at high mach numbers there is a risk of overtemperature damage to the nozzle components.
3) The single deflection duration adopts an accumulation mode of physical time, and cannot adapt to the control of the accumulation of the deflection duration in the real-time dynamic change process of the deflection angle.
4) After the deflection duration reaches the limit value, a pilot is required to intervene to enable the jet pipe to return to the center, the operation burden is increased, the control logic of the jet pipe returning is unreasonable, the situation that the stall maneuver flight still has certain requirements on deflection at the moment is not considered, and the logic of the deflection control is put into the jet pipe returning again after the jet pipe returning is not considered.
Disclosure of Invention
In order to solve at least one of the above technical problems, the present application provides a vectoring nozzle deflection control method and system.
In a first aspect of the present application, a vectoring nozzle deflection control method includes:
step S1, constructing a first time conversion coefficient function related to the accelerator lever angle and the deflection angle of the vectoring nozzle by taking the state of the full-stress accelerator and the first deflection duration time of the vectoring nozzle when the vectoring nozzle reaches the temperature limit under the maximum deflection angle of the vectoring nozzle as the reference in a ground test;
step S2, constructing a second time conversion coefficient function of the correlation height and the Mach number according to the ratio of the first deflection duration time to a second deflection duration time obtained by an aerial test under the same accelerator state and the same vectoring nozzle deflection angle;
step S3, acquiring the throttle lever angle, the vector nozzle deflection angle, the aircraft height, the Mach number and the duration under a certain stress application state;
step S4, determining a first time conversion coefficient and a second time conversion coefficient according to the function;
step S5, calculating the conversion time under the stress application state according to the duration, the first conversion coefficient and the second time conversion coefficient under the stress application state;
and step S6, if the accumulated reduced time exceeds the first deflection duration, reducing the deflection limiting angle of the vectoring nozzle according to a set ratio.
Preferably, the step S1 includes:
step S11, determining the first deflection duration t when the nozzle reaches the temperature limit under the full-acceleration accelerator state and the maximum deflection angle in the ground testReduced lim；
Step S12, determining the maximum value t of the allowable single deflection duration of the spray pipe under other stress accelerator states and deflection angles through a bench testmax；
Step S13, with the first deflection duration tReduced limWith said maximum value t of the duration of a single deflectionmaxThe ratio of the first time conversion coefficient to the second time conversion coefficient is used as a first time conversion coefficient under the condition of the boosting accelerator and the deflection angle, and a plurality of first time conversion coefficients form a first time conversion coefficient function.
Preferably, the step S2 includes:
step S21, determining the first deflection duration t when the nozzle reaches the temperature limit under the full-acceleration accelerator state and the maximum deflection angle in the ground testReduced lim；
Step S22, determining a second deflection duration t 'when the jet pipe reaches the temperature limit under the full-acceleration accelerator state and the maximum deflection angle when the airplane is in the states with different altitudes and Mach numbers'Reduced lim；
Step S23, according to the second deflection duration t'Reduced limAnd the first deflection duration tReduced limThe ratio of (a) to (b) is used as a second time conversion coefficient under the sub-altitude and the Mach number, and a plurality of second time conversion coefficients form a second time conversion coefficient function.
Preferably, the step S6 is preceded by a step S60 of accumulating the converted time, and the step S60 includes:
step S601, obtaining a first accumulated emptying time limit and a second accumulated emptying time limit, wherein the first accumulated emptying time limit indicates the time for the wall temperature of the spray pipe to be reduced to a temperature value corresponding to a full-force non-deflection state after the throttle lever is lower than a set value, and the second accumulated emptying time limit indicates the time for the wall temperature of the spray pipe to be reduced to a temperature value corresponding to a non-deflection state when the deflection angle of the vectoring spray pipe is lower than the set value;
step S602, when the conversion time is accumulated, if the engine is in a non-boosting state or the engine is in a boosting state, the throttle lever angle is lower than the corresponding set value PLAminIf the first wall temperature cooling time accumulation exceeds the first accumulation emptying time limit, emptying the previously accumulated conversion time;
step S603 is similar to the above, in which, when the reduced time is accumulated, if the engine is in a non-forced state or the engine is in a forced state, the vectoring nozzle deflection angle is lower than the corresponding set value δJminAnd accumulating the second wall temperature cooling time, and emptying the previously accumulated conversion time if the second wall temperature cooling time accumulation exceeds the second accumulated emptying time limit.
Preferably, in step S6, the reducing the yaw restriction angle of the vectoring nozzle at the set ratio includes:
step S61, acquiring the actual deflection angle of the current vectoring nozzle, and taking the actual deflection angle as a deflection limit angle value;
step S62, reducing the deflection limit angle value to delta at a deflection rate of X DEG/SJmin-position of 0.5 or position of 0, said deltaJminIs the angle of the jet pipe in any throttle state when the deflection duration is unlimited.
In a second aspect of the present application, a vectoring nozzle deflection control system includes:
the first time conversion coefficient function obtaining module is used for obtaining a first time conversion coefficient function, wherein the first time conversion coefficient function which is related to the accelerator lever angle and the deflection angle of the vectoring nozzle is constructed by taking the full-stress accelerator state and the first deflection duration time of the vectoring nozzle when the vectoring nozzle reaches the temperature limit under the maximum deflection angle of the vectoring nozzle as the reference in a ground test;
the second time conversion coefficient function obtaining module is used for obtaining a second time conversion coefficient function, wherein the second time conversion coefficient function of the correlation height and the Mach number is constructed according to the ratio of the first deflection duration time to a second deflection duration time obtained by an air test under the same accelerator state and the same vector spray pipe deflection angle;
the state acquisition module is used for acquiring the throttle lever angle, the deflection angle of the vectoring nozzle, the aircraft height, the Mach number and the duration time in a certain stress application state;
the conversion coefficient calculation module is used for determining a first time conversion coefficient and a second time conversion coefficient according to the function;
the conversion time calculation module is used for calculating the conversion time under the stress application state according to the duration, the first conversion coefficient and the second time conversion coefficient under the stress application state;
a control module to reduce a yaw limit angle of the vectoring nozzle at a set rate when the reduced time accumulation exceeds the first yaw duration.
Preferably, the first time-reduced coefficient function obtaining module includes:
a first deflection duration calculation unit for determining a first deflection duration t when the nozzle reaches the temperature limit under the full accelerator state and the maximum deflection angle in the ground testReduced lim；
The maximum value calculating unit of the single deflection duration is used for determining the maximum value t of the single deflection duration of the spray pipe allowed under other stress accelerator states and deflection angles through a bench testmax；
A first time-reduced coefficient function generating unit for generating a first deflection time duration tReduced limWith said maximum value t of the duration of a single deflectionmaxThe ratio of the first time conversion coefficient to the second time conversion coefficient is used as a first time conversion coefficient under the condition of the boosting accelerator and the deflection angle, and a plurality of first time conversion coefficients form a first time conversion coefficient function.
Preferably, the second time-reduced coefficient function obtaining module includes:
first deflection holderA duration calculating unit for determining the first deflection duration t when the nozzle reaches the temperature limit under the full-acceleration accelerator state and the maximum deflection angle in the ground testReduced lim；
A second deflection duration calculation unit for determining a second deflection duration t 'when the nozzle reaches the temperature limit under the full-acceleration throttle state and the maximum deflection angle when the aircraft is in the states with different altitudes and Mach numbers'Reduced lim；
A second time conversion coefficient function generating unit for converting the second deflection duration t'Reduced limAnd the first deflection duration tReduced limThe ratio of (a) to (b) is used as a second time conversion coefficient under the sub-altitude and the Mach number, and a plurality of second time conversion coefficients form a second time conversion coefficient function.
Preferably, the system further comprises a reduced time accumulation module for accumulating the reduced time, wherein the reduced time accumulation module comprises:
an accumulated emptying time limit obtaining unit, configured to obtain a first accumulated emptying time limit and a second accumulated emptying time limit, where the first accumulated emptying time limit indicates a time taken for a nozzle wall temperature to decrease to a temperature value corresponding to a full-force non-deflection state after the throttle lever is lower than a set value, and the second accumulated emptying time limit indicates a time taken for the nozzle wall temperature to decrease to a temperature value corresponding to a non-deflection state when a deflection angle of the vectoring nozzle is lower than the set value;
a first clearing processing unit for making the engine in a non-stress state or making the throttle lever angle lower than the corresponding set value PLA although the engine is in a stress state when the conversion time is accumulatedminIf the first wall temperature cooling time accumulation exceeds the first accumulation emptying time limit, emptying the previously accumulated conversion time;
a second emptying processing unit for enabling the deflection angle of the vectoring nozzle to be lower than a corresponding set value delta if the engine is in a non-stress state or the engine is in a stress state when the conversion time is accumulatedJminThen, proceed to the secondAnd accumulating the wall temperature cooling time, and emptying the previously accumulated converted time if the second wall temperature cooling time accumulation exceeds the second accumulated emptying time limit.
Preferably, the control module includes:
the device comprises a deflection limit angle value initialization unit, a deflection limit angle value initialization unit and a deflection limit angle value initialization unit, wherein the deflection limit angle value initialization unit is used for acquiring the actual deflection angle of the current vectoring nozzle and taking the actual deflection angle as the deflection limit angle value;
a deflection limit angle correction module for reducing the deflection limit angle value to δ at a deflection rate of X °/sJmin-position of 0.5 or position of 0, said deltaJminIs the angle of the jet pipe in any throttle state when the deflection duration is unlimited.
Drawings
FIG. 1 is a flow chart of an embodiment of a vectoring nozzle deflection control method of the present application.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all embodiments of the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application, and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.
The main technical problem who solves of this patent does:
1) the problem that the maximum deflection duration time of the vectoring nozzle is irrelevant to parameters such as a thrust augmentation throttle lever, the flight height and the Mach number is solved, the applicability of the vectoring nozzle under different engine working states and flight conditions is improved, the deflection duration time of the vectoring nozzle meets the use requirements of an airplane on vector deflection, and meanwhile, the stable and reliable work of the vectoring nozzle is guaranteed.
2) The method solves the problem that the method for accumulating the deflection duration time by adopting physical time cannot be suitable for the time accumulation control of the continuous change process such as the working state of an engine, the deflection angle of a spray pipe, the flight condition and the like.
3) The operation complexity of pilot handling is reduced after the deflection duration is limited, and the problem that the pilot needs vector deflection control when the stall maneuver is passed is solved.
As shown in FIG. 1, the present application provides a vectoring nozzle deflection control method, comprising:
step S1, constructing a first time conversion coefficient function related to the accelerator lever angle and the deflection angle of the vectoring nozzle by taking the state of the full-stress accelerator and the first deflection duration time of the vectoring nozzle when the vectoring nozzle reaches the temperature limit under the maximum deflection angle of the vectoring nozzle as the reference in a ground test;
step S2, constructing a second time conversion coefficient function of the correlation height and the Mach number according to the ratio of the first deflection duration time to a second deflection duration time obtained by an aerial test under the same accelerator state and the same vectoring nozzle deflection angle;
step S3, acquiring the throttle lever angle, the vector nozzle deflection angle, the aircraft height, the Mach number and the duration under a certain stress application state;
step S4, determining a first time conversion coefficient and a second time conversion coefficient according to the function;
step S5, calculating the conversion time under the stress application state according to the duration, the first conversion coefficient and the second time conversion coefficient under the stress application state;
and step S6, if the accumulated reduced time exceeds the first deflection duration, reducing the deflection limiting angle of the vectoring nozzle according to a set ratio.
The details are as follows.
1) Description of the principles
The higher the stress application state of the engine is, the larger the deflection angle of the spray pipe is, and the smaller the allowable single deflection duration time is; in addition, according to the control law of the engine, when flying at a low altitude and a small Mach, the thrust augmentation temperature is low, the deflection duration of the spray pipe at the same deflection angle is long, when flying at a low altitude or a high altitude and a large Mach, the thrust augmentation temperature is low, and the maximum allowable deflection duration of the spray pipe at the same deflection angle is short, namely, the corresponding deflection angle and the deflection duration are different under different working states and flying conditions of the engine. In addition, in the actual flight process, the engine throttle state, the vectoring nozzle deflection angle and the flight condition are continuously changed, the corresponding maximum deflection duration time is different, and the deflection duration time cannot be accumulated according to the real physical time in actual use.
Based on the analysis, the concept and the control method of the single deflection continuous conversion time of the vectoring nozzle are provided, the maximum single deflection continuous time allowed under the maximum deflection angle of the ground platform frame in the full stress application state is taken as a reference, other stress application states and deflection angles are converted, the correction is carried out according to the flight conditions, the deflection continuous time conversion coefficients under different conditions are finally determined, the physical time of the nozzle in the deflection state is converted into the conversion time, and after the deflection continuous time reaches a limit value, the flight safety and pilot operation requirements are comprehensively considered to determine the perfect control logic.
2) Single deflection continuous conversion time t of vector nozzleConversion calculation(s)
During vector deflection flight, the flight height H, the Mach number Ma, the engine throttle lever PLA and the deflection angle deltaJDynamic variation, to realize accumulation of deflection duration time under different states and different deflection angles, defining single deflection duration conversion time t of vector nozzleConversion calculation：
tConversion calculation＝∑tDeflection*KPLA_δJ*KH_M
Wherein, tDeflectionThe physical time when the spray pipe is in a deflection state;
KPLA_δJ: and deflection duration conversion coefficients corresponding to different throttle lever angles and deflection angles.
KH_M: deflection duration corrected for different heights and Mach numbersAnd (4) converting the coefficient.
a) Coefficient KPLA_δJThe determination method of (2) is as follows:
and monitoring that the wall temperature of the spray pipe does not exceed the temperature resistance limit of the material through vector deflection test of a ground rack engine in a stress application state and measurement of the wall temperature of the spray pipe, and determining related parameters. PLA in full accelerator statemaxMaximum deflection angle deltaJmaxDeflection duration t when lower nozzle reaches temperature limitmaxLet the vectoring nozzle deflect once and continue to convert to the time limit tReduced lim＝tmaxNamely, the deflection duration when the spray pipe reaches the temperature limit under the full stress state and the maximum deflection angle of the rack is taken as the limit value of the conversion time, and the limit value is taken as the standard for calculating the conversion coefficient under other states and deflection angles, namely the corresponding deflection duration conversion coefficient under the full stress state and the maximum deflection angle of the rack is 1.
Determining the maximum value t of the allowable single deflection duration of the spray pipe under other stress-applying throttle states and deflection angles through a bench testmaxIn this state, corresponding KPLA_δJ＝tReduced lim/tmax。
In addition, the lowest throttle lever angle PLA of the stress application state corresponding to the situation that the deflection duration of the spray pipe is not limited is determined through a bench testminI.e. when the engine throttle lever angle PLA is less than PLAminWhen the jet pipe is in any deflection angle, the deflection duration is unlimited; minimum geometric deflection angle delta corresponding to unlimited duration of nozzle deflectionJminI.e. when the nozzle is deflected by an angle deltaJLess than deltaJminWhen the jet pipe is in any throttle state, the deflection duration time is unlimited; duration t under full stress state and maximum deflection angleReduced limWhile reducing the deflection angle to deltaJminAnd then, recording the time taken for the temperature of the wall of the spray pipe to be reduced to the temperature value corresponding to the non-deflection state as t_pauseδ(ii) a Duration t under full stress state and maximum deflection angleReduced limWhen the throttle lever is lowered to PLAminThen, the time taken for the wall temperature of the spray pipe to drop to the temperature value corresponding to the full-force non-deflection state is recorded as t_pausePLA。
Wherein, PLAmin、δJminAs tConversion calculationAccumulated judgment conditions; t is t_pauseδ、t_pausePLAIs tConversion calculationAccumulate the parameters used by the process and the post-arrival handling logic.
b)KH_MThe determination method of (2) is as follows:
when the flight altitude and the Mach number change, the conversion time correction coefficient K corresponding to the correlation of the altitude and the Mach numberHMIs equal to t 'of the in-air state'Reduced limT is at the same throttle position and deflection angle as the ground rackReduced limThe ratio of (2) can be obtained through a high-altitude platform vector deflection wall temperature measurement test.
3) Control method and logic
Reduced time tConversion calculationCumulative control conditions and logic:
a) the engine is in a stress application state;
b) the PLA of the throttle lever is more than or equal to the PLAmin；
c) Geometric deflection angle deltaJ≥δJmin。
a. b and c are in a relationship of.
Step S601, obtaining a first accumulated emptying time limit and a second accumulated emptying time limit, wherein the first accumulated emptying time limit indicates the time for the wall temperature of the spray pipe to be reduced to a temperature value corresponding to a full-force non-deflection state after the throttle lever is lower than a set value, and the second accumulated emptying time limit indicates the time for the wall temperature of the spray pipe to be reduced to a temperature value corresponding to a non-deflection state when the deflection angle of the vectoring spray pipe is lower than the set value;
step S602, when the conversion time is accumulated, if the engine is in a non-boosting state or the engine is in a boosting state, the throttle lever angle is lower than the corresponding set value PLAminIf the first wall temperature cooling time accumulation exceeds the first accumulation emptying time limit, emptying the previously accumulated conversion time;
step S603 is similar to the above, when the reduced time is accumulated, if the engine is in a non-energized state or the engine is in a non-energized stateIn the stress application state, but the deflection angle of the thrust vectoring nozzle is lower than the corresponding set value deltaJminAnd accumulating the second wall temperature cooling time, and emptying the previously accumulated conversion time if the second wall temperature cooling time accumulation exceeds the second accumulated emptying time limit.
Then, in step S6, the method of reducing the deflection limiting angle of the vectoring nozzle according to the set ratio specifically includes:
step S61, acquiring the actual deflection angle of the current vectoring nozzle, and taking the actual deflection angle as a deflection limit angle value;
step S62, reducing the deflection limit angle value to delta at a deflection rate of X DEG/SJmin-position of 0.5 or position of 0, said deltaJminIs the angle of the jet pipe in any throttle state when the deflection duration is unlimited.
In an alternative embodiment, the control method and logic are such that, when the conditions a, b, and c are not satisfied simultaneously during the accumulation of the reduced time, the accumulation is suspended and the time is counted from the suspended accumulation time as t1The time is t from the time when the condition a or b is not satisfied2When t is1＜t_pauseδAnd t2＜t_pausePLAIf the conditions of a, b and c are satisfied at the same time, t isConversion calculationContinue to accumulate and let t1、t2Setting to 0; when t is1≥t_pauseδOr t2≥t_pausePLAWhen it is, then t will beConversion calculationZero clearing, and t1、t2Setting the value to 0, and restarting accumulation of the converted time when the conditions a, b and c are simultaneously met next time.
Treatment control logic after the duration of a single deflection of the nozzle reaches a limit value:
when the accumulated converted time tConversion calculation≥tReduced limTaking the deflection limit angle value as the current actual deflection angle deltaJThen the deflection limit angle value is reduced to delta at a deflection rate of X DEG/s (the deflection rate X being determined according to aircraft requirements, for example 5-10)JminPosition of-0.5 (if δ)Jmin-0.5<0, then taken as 0). The limit angle of deflection reaches deltaJminAfter a time of-0.5,will tConversion calculationZero clearing, t_pauseδThe deflection limiting angle returns to normal control after second, tConversion calculationAnd the accumulation and control are carried out again.
The above control logic may be implemented by engine controller software, and in particular, in a second aspect of the present application, there is provided a vectoring nozzle deflection control system comprising:
the first time conversion coefficient function obtaining module is used for obtaining a first time conversion coefficient function, wherein the first time conversion coefficient function which is related to the accelerator lever angle and the deflection angle of the vectoring nozzle is constructed by taking the full-stress accelerator state and the first deflection duration time of the vectoring nozzle when the vectoring nozzle reaches the temperature limit under the maximum deflection angle of the vectoring nozzle as the reference in a ground test;
the second time conversion coefficient function obtaining module is used for obtaining a second time conversion coefficient function, wherein the second time conversion coefficient function of the correlation height and the Mach number is constructed according to the ratio of the first deflection duration time to a second deflection duration time obtained by an air test under the same accelerator state and the same vector spray pipe deflection angle;
the state acquisition module is used for acquiring the throttle lever angle, the deflection angle of the vectoring nozzle, the aircraft height, the Mach number and the duration time in a certain stress application state;
the conversion coefficient calculation module is used for determining a first time conversion coefficient and a second time conversion coefficient according to the function;
the conversion time calculation module is used for calculating the conversion time under the stress application state according to the duration, the first conversion coefficient and the second time conversion coefficient under the stress application state;
a control module to reduce a yaw limit angle of the vectoring nozzle at a set rate when the reduced time accumulation exceeds the first yaw duration.
In some optional embodiments, the first time-reduced coefficient function obtaining module comprises:
a first deflection duration calculation unit for determining the nozzle under the condition of full accelerator and the maximum deflection angle in the ground testFirst deflection duration t at reaching a temperature limitReduced lim；
The maximum value calculating unit of the single deflection duration is used for determining the maximum value t of the single deflection duration of the spray pipe allowed under other stress accelerator states and deflection angles through a bench testmax；
A first time-reduced coefficient function generating unit for generating a first deflection time duration tReduced limWith said maximum value t of the duration of a single deflectionmaxThe ratio of the first time conversion coefficient to the second time conversion coefficient is used as a first time conversion coefficient under the condition of the boosting accelerator and the deflection angle, and a plurality of first time conversion coefficients form a first time conversion coefficient function.
In some optional embodiments, the second time-reduced coefficient function obtaining module includes:
a first deflection duration calculation unit for determining a first deflection duration t when the nozzle reaches the temperature limit under the full accelerator state and the maximum deflection angle in the ground testReduced lim；
A second deflection duration calculation unit for determining a second deflection duration t 'when the nozzle reaches the temperature limit under the full-acceleration throttle state and the maximum deflection angle when the aircraft is in the states with different altitudes and Mach numbers'Reduced lim；
A second time conversion coefficient function generating unit for converting the second deflection duration t'Reduced limAnd the first deflection duration tReduced limThe ratio of (a) to (b) is used as a second time conversion coefficient under the sub-altitude and the Mach number, and a plurality of second time conversion coefficients form a second time conversion coefficient function.
In some optional embodiments, the apparatus further comprises a reduced time accumulation module for accumulating the reduced time, wherein the reduced time accumulation module comprises:
an accumulated emptying time limit obtaining unit, configured to obtain a first accumulated emptying time limit and a second accumulated emptying time limit, where the first accumulated emptying time limit indicates a time taken for a nozzle wall temperature to decrease to a temperature value corresponding to a full-force non-deflection state after the throttle lever is lower than a set value, and the second accumulated emptying time limit indicates a time taken for the nozzle wall temperature to decrease to a temperature value corresponding to a non-deflection state when a deflection angle of the vectoring nozzle is lower than the set value;
a first clearing processing unit for making the engine in a non-stress state or making the throttle lever angle lower than the corresponding set value PLA although the engine is in a stress state when the conversion time is accumulatedminIf the first wall temperature cooling time accumulation exceeds the first accumulation emptying time limit, emptying the previously accumulated conversion time;
a second emptying processing unit for enabling the deflection angle of the vectoring nozzle to be lower than a corresponding set value delta if the engine is in a non-stress state or the engine is in a stress state when the conversion time is accumulatedJminAnd accumulating the second wall temperature cooling time, and emptying the previously accumulated conversion time if the second wall temperature cooling time accumulation exceeds the second accumulated emptying time limit.
In some optional embodiments, the control module comprises:
the device comprises a deflection limit angle value initialization unit, a deflection limit angle value initialization unit and a deflection limit angle value initialization unit, wherein the deflection limit angle value initialization unit is used for acquiring the actual deflection angle of the current vectoring nozzle and taking the actual deflection angle as the deflection limit angle value;
a deflection limit angle correction module for reducing the deflection limit angle value to δ at a deflection rate of X °/sJmin-position of 0.5 or position of 0, said deltaJminIs the angle of the jet pipe in any throttle state when the deflection duration is unlimited.
The key points of the application are as follows:
1) determining deflection duration conversion coefficients under different stress accelerator states and deflection angles and correcting conversion coefficients under different flight conditions;
2) accumulation conditions and control logic of single deflection continuous conversion time of the vector nozzle;
3) treatment control logic after the single deflection duration reaches a limit value.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A vectoring nozzle deflection control method, comprising:
step S1, constructing a first time conversion coefficient function related to the accelerator lever angle and the deflection angle of the vectoring nozzle by taking the state of the full-stress accelerator and the first deflection duration time of the vectoring nozzle when the vectoring nozzle reaches the temperature limit under the maximum deflection angle of the vectoring nozzle as the reference in a ground test;
step S2, constructing a second time conversion coefficient function of the correlation height and the Mach number according to the ratio of the first deflection duration time to a second deflection duration time obtained by an aerial test under the same accelerator state and the same vectoring nozzle deflection angle;
step S3, acquiring the throttle lever angle, the vector nozzle deflection angle, the aircraft height, the Mach number and the duration under a certain stress application state;
step S4, determining a first time conversion coefficient and a second time conversion coefficient according to the function;
step S5, calculating the conversion time under the stress application state according to the duration, the first conversion coefficient and the second time conversion coefficient under the stress application state;
and step S6, if the accumulated reduced time exceeds the first deflection duration, reducing the deflection limiting angle of the vectoring nozzle according to a set ratio.
2. The vectoring nozzle deflection control method of claim 1 wherein said step S1 comprises:
step S11, determining the first deflection duration t when the nozzle reaches the temperature limit under the full-acceleration accelerator state and the maximum deflection angle in the ground testReduced lim；
Step S12, determining the maximum value t of the allowable single deflection duration of the spray pipe under other stress accelerator states and deflection angles through a bench testmax；
Step S13, with the first deflection duration tReduced limWith said maximum value t of the duration of a single deflectionmaxThe ratio of the first time conversion coefficient to the second time conversion coefficient is used as a first time conversion coefficient under the condition of the boosting accelerator and the deflection angle, and a plurality of first time conversion coefficients form a first time conversion coefficient function.
3. The vectoring nozzle deflection control method of claim 1 wherein said step S2 comprises:
step S21, determining the first deflection duration t when the nozzle reaches the temperature limit under the full-acceleration accelerator state and the maximum deflection angle in the ground testReduced lim；
Step S22, determining a second deflection duration t 'when the jet pipe reaches the temperature limit under the full-acceleration accelerator state and the maximum deflection angle when the airplane is in the states with different altitudes and Mach numbers'Reduced lim；
Step S23, according to the second deflection duration t'Reduced limAnd the first deflection duration tReduced limThe ratio of (a) to (b) is used as a second time conversion coefficient under the sub-altitude and the Mach number, and a plurality of second time conversion coefficients form a second time conversion coefficient function.
4. The vectoring nozzle deflection control method of claim 1 wherein said step S6 is preceded by the step S60 of accumulating said reduced time, said step S60 comprising:
step S601, obtaining a first accumulated emptying time limit and a second accumulated emptying time limit, wherein the first accumulated emptying time limit indicates the time for the wall temperature of the spray pipe to be reduced to a temperature value corresponding to a full-force non-deflection state after the throttle lever is lower than a set value, and the second accumulated emptying time limit indicates the time for the wall temperature of the spray pipe to be reduced to a temperature value corresponding to a non-deflection state when the deflection angle of the vectoring spray pipe is lower than the set value;
step S602, when the conversion time is accumulated, if the engine is in a non-boosting state or the engine is in a boosting state, the throttle lever angle is lower than the corresponding set value PLAminIf the first wall temperature cooling time accumulation exceeds the first accumulation emptying time limit, emptying the previously accumulated conversion time;
step S603 is similar to the above, in which, when the reduced time is accumulated, if the engine is in a non-forced state or the engine is in a forced state, the vectoring nozzle deflection angle is lower than the corresponding set value δJminAnd accumulating the second wall temperature cooling time, and emptying the previously accumulated conversion time if the second wall temperature cooling time accumulation exceeds the second accumulated emptying time limit.
5. The vectoring nozzle deflection control method of claim 1 wherein said step S6 wherein reducing the deflection limiting angle of the vectoring nozzle at a set rate comprises:
step S61, acquiring the actual deflection angle of the current vectoring nozzle, and taking the actual deflection angle as a deflection limit angle value;
step S62, reducing the deflection limit angle value to delta at a deflection rate of X DEG/SJmin-position of 0.5 or position of 0, said deltaJminIs the angle of the jet pipe in any throttle state when the deflection duration is unlimited.
6. A vectoring nozzle deflection control system, comprising:
the first time conversion coefficient function obtaining module is used for obtaining a first time conversion coefficient function, wherein the first time conversion coefficient function which is related to the accelerator lever angle and the deflection angle of the vectoring nozzle is constructed by taking the full-stress accelerator state and the first deflection duration time of the vectoring nozzle when the vectoring nozzle reaches the temperature limit under the maximum deflection angle of the vectoring nozzle as the reference in a ground test;
the second time conversion coefficient function obtaining module is used for obtaining a second time conversion coefficient function, wherein the second time conversion coefficient function of the correlation height and the Mach number is constructed according to the ratio of the first deflection duration time to a second deflection duration time obtained by an air test under the same accelerator state and the same vector spray pipe deflection angle;
the state acquisition module is used for acquiring the throttle lever angle, the deflection angle of the vectoring nozzle, the aircraft height, the Mach number and the duration time in a certain stress application state;
the conversion coefficient calculation module is used for determining a first time conversion coefficient and a second time conversion coefficient according to the function;
the conversion time calculation module is used for calculating the conversion time under the stress application state according to the duration, the first conversion coefficient and the second time conversion coefficient under the stress application state;
a control module to reduce a yaw limit angle of the vectoring nozzle at a set rate when the reduced time accumulation exceeds the first yaw duration.
7. The vectoring nozzle deflection control system of claim 6 wherein said first time reduced coefficient function acquisition module comprises:
a first deflection duration calculation unit for determining a first deflection duration t when the nozzle reaches the temperature limit under the full accelerator state and the maximum deflection angle in the ground testReduced lim；
The maximum value calculating unit of the single deflection duration is used for determining the maximum value t of the single deflection duration of the spray pipe allowed under other stress accelerator states and deflection angles through a bench testmax；
A first time-reduced coefficient function generating unit for generating a first deflection time duration tReduced limWith said maximum value t of the duration of a single deflectionmaxThe ratio of the first time conversion coefficient to the second time conversion coefficient is used as a first time conversion coefficient under the condition of the boosting accelerator and the deflection angle, and a plurality of first time conversion coefficients form a first time conversion coefficient function.
8. The vectoring nozzle deflection control system of claim 6 wherein said second time reduced coefficient function acquisition module comprises:
a first deflection duration calculation unit for determining a first deflection duration t when the nozzle reaches the temperature limit under the full accelerator state and the maximum deflection angle in the ground testReduced lim；
A second deflection duration calculation unit for determining a second deflection duration t 'when the nozzle reaches the temperature limit under the full-acceleration throttle state and the maximum deflection angle when the aircraft is in the states with different altitudes and Mach numbers'Reduced lim；
A second time conversion coefficient function generating unit for converting the second deflection duration t'Reduced limAnd the first deflection duration tReduced limThe ratio of (a) to (b) is used as a second time conversion coefficient under the sub-altitude and the Mach number, and a plurality of second time conversion coefficients form a second time conversion coefficient function.
9. The vectoring nozzle deflection control system of claim 6 further comprising a reduced time accumulation module for accumulating said reduced time, said reduced time accumulation module comprising:
an accumulated emptying time limit obtaining unit, configured to obtain a first accumulated emptying time limit and a second accumulated emptying time limit, where the first accumulated emptying time limit indicates a time taken for a nozzle wall temperature to decrease to a temperature value corresponding to a full-force non-deflection state after the throttle lever is lower than a set value, and the second accumulated emptying time limit indicates a time taken for the nozzle wall temperature to decrease to a temperature value corresponding to a non-deflection state when a deflection angle of the vectoring nozzle is lower than the set value;
a first clearing processing unit for making the engine in a non-stress state or making the throttle lever angle lower than the corresponding set value PLA although the engine is in a stress state when the conversion time is accumulatedminWhen the first wall temperature cooling time is accumulated, if the first wall temperature cooling time accumulation exceeds the first accumulation emptying time limit,clearing the previously accumulated conversion time;
a second emptying processing unit for enabling the deflection angle of the vectoring nozzle to be lower than a corresponding set value delta if the engine is in a non-stress state or the engine is in a stress state when the conversion time is accumulatedJminAnd accumulating the second wall temperature cooling time, and emptying the previously accumulated conversion time if the second wall temperature cooling time accumulation exceeds the second accumulated emptying time limit.
10. The vectoring nozzle deflection control system of claim 6 wherein said control module comprises:
the device comprises a deflection limit angle value initialization unit, a deflection limit angle value initialization unit and a deflection limit angle value initialization unit, wherein the deflection limit angle value initialization unit is used for acquiring the actual deflection angle of the current vectoring nozzle and taking the actual deflection angle as the deflection limit angle value;
a deflection limit angle correction module for reducing the deflection limit angle value to δ at a deflection rate of X °/sJmin-position of 0.5 or position of 0, said deltaJminIs the angle of the jet pipe in any throttle state when the deflection duration is unlimited.
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