CN111382522B - Aeroengine installation thrust evaluation method based on take-off and running data - Google Patents
Aeroengine installation thrust evaluation method based on take-off and running data Download PDFInfo
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Abstract
The invention discloses an aeroengine installation thrust evaluation method based on take-off running data, which utilizes a proposed datum point selection principle to determine a fixed point of the take-off running stage installation thrust evaluation, screens effective data based on the condition of the fixed point, calculates the installation thrust of an engine by utilizing the take-off running data, performs thrust distribution and conversion, and finally obtains take-off running installation thrust data for evaluating the performance decline of the engine. Compared with the prior art, the invention can quantitatively evaluate the mounting thrust of the engine in the take-off and running state under the condition of unknown engine part characteristics and section parameters, has the advantages of practicality and convenience, and can provide technical support for the thrust decay evaluation of the engine.
Description
Technical Field
The invention relates to the technical field of aero-engine thrust evaluation, in particular to a method for evaluating installation thrust of an aero-engine in a take-off and running stage.
Background
The efficiency of each part of the aero-engine is reduced along with the increase of the service time, so that the performance of the aero-engine is in a declining trend, and the aero-engine is mainly characterized in that the thrust is reduced and the fuel consumption rate is increased under the same working state, so that the performance, the safety and the economy of the aero-engine are directly influenced. The accurate evaluation of the engine installation thrust has important guiding significance for engine performance analysis, cluster performance sequencing and the like. The performance evaluation is to calculate and evaluate the performance of the aeroengine by a technical means, and can be divided into two main categories of absolute performance evaluation and using performance evaluation.
The absolute performance evaluation is completed on a ground (high-altitude simulation) test bed, and is a positive problem of performance evaluation. The performance evaluation is completed under the installed state of the engine, and the performance of the engine needs to be solved by an indirect method because the performance parameters (thrust and fuel consumption rate) of the engine cannot be directly measured, so that the performance evaluation is an inverse problem. Currently, engine performance evaluation utilizes a component method to calculate engine thrust or uses an exhaust temperature margin, an atmospheric temperature limit value, etc. to evaluate performance degradation of an engine. However, the component method needs to be developed based on the engine component model by determining the common working point of each component and then calculating the engine thrust and fuel consumption rate, and the engine mounting thrust must be solved based on the component section measurement data. The exhaust temperature margin and the atmospheric temperature limit value method are mainly used for evaluating the performance degradation of the civil aviation engine, and the core technology is mastered in the hand of engine companies such as GE, PW, R-R, CFM and the like.
Disclosure of Invention
The invention aims to solve the technical problem that an aircraft engine lacks enough section parameters and cannot calculate engine installation thrust through a component method, and provides an aircraft engine installation thrust assessment method based on take-off running data.
The invention adopts the following technical scheme:
1. an aircraft engine installation thrust evaluation method based on take-off and running data comprises the following steps:
s1, determining an evaluation datum point of the installation thrust of an aeroengine in the take-off and run-off stage based on aircraft design performance data and take-off and run-off statistical data;
s2, screening take-off running data required to be subjected to installation thrust evaluation based on state conditions of the evaluation datum points, and determining flight frame times meeting the conditions as effective data;
s3, calculating the total installation thrust of the engine of the evaluation datum point of the stage of taking off and running of the flight frame;
s4, converting to standard atmospheric conditions, and distributing the thrust of the multiple aircrafts to a single engine;
s5, evaluating the mounting thrust decay trend of the engine.
Specifically, the method for determining the installation thrust evaluation reference point in the take-off and running stage in step S1 specifically includes the following steps:
1) Engine state is fixed: the throttle lever is stably located at the take-off state position for a certain time (for example, more than 6 seconds);
2) And (3) shaping an airplane: the aircraft is in a take-off configuration;
3) And (3) fixing the attitude of the aircraft: the landing gear is not separated from the ground and the attack angle is not more than 0 degree;
4) Airspeed of the airplane is fixed: airspeed is greater than the design airspeed above 90%, with more than 90% of the flight frames meeting conditions 2) and 3) (e.g., 260 Km/h).
Specifically, the main parameters of the effective data in step S2 are:
1) Atmospheric condition parameters: atmospheric temperature (at the engine inlet), atmospheric pressure (at the engine inlet), atmospheric density ratio, etc.;
2) Engine parameters: throttle lever position, low pressure rotor speed, high pressure rotor speed, low pressure adjustable blade angle, high pressure adjustable blade angle, turbine post-exhaust temperature, spout area, status indication parameters, etc.;
3) Aircraft parameters: airspeed, ground speed, axial acceleration, pitch angle, fuel consumption (total fuel quantity of the whole engine), flap position, aileron position, horizontal tail position, rudder position, landing gear state, wheel bearing switch information and the like;
4) Plug-in information: mounting information, etc.
Specifically, the calculation method for evaluating the total installation thrust of the reference point engine in step S3 is as follows:
assuming that the thrust of the engine is parallel to the ground during take-off and running, the thrust is obtained according to the stress relation of the engine:
F＝f(G-Y)
wherein G is the total weight of the aircraft, and comprises the aircraft empty weight, the passenger weight, the fuel weight, the hanging weight, the other bearing weight and the like; p is the total thrust of the engine, X is resistance, Y is lift force, C x And C y The lift coefficient and the drag coefficient are respectively, S is the wing area, V is the reference point ground speed, and f is the friction coefficient of the machine wheel. The aircraft weight, the wing area, the friction coefficient of the aircraft wheel, the lift coefficient, the drag coefficient and the like are derived from aircraft design data.
Specifically, the thrust distribution and conversion method in step S4 is as follows:
1) For a single-shot aircraft, the thrust obtained in step S3 is the installation thrust of the engine (converted to standard atmosphere)
2) For a double-engine aircraft, the actual thrust of two engines is distributed by using the proportion relation of the rotating speeds of low-pressure rotors, namely n 1 left :n 1 right ＝P Left side :P Right side ；
3) The conversion formula for converting the calculated thrust to the engine installation thrust under the standard atmospheric conditions is:
wherein P is hs To convert the thrust, P is the thrust before conversion, P * R is total air pressure at inlet of engine cay And the temperature correction coefficient is determined by checking a graph in an engine manual according to the total temperature at the inlet of the engine.
Specifically, in step S5, based on the programming of the foregoing steps, the takeoff and ski installation thrust of the aircraft under different flight frames is calculated, a change curve of the installation thrust with time or the flight frames is drawn according to a time period (a plurality of frames of thrust data can be averaged and then a curve is drawn), and the decay law of the installation thrust of the engine is estimated through curve trend.
Compared with the prior art, the invention has at least the following beneficial effects:
the invention provides an aeroengine installation thrust evaluation method based on take-off running data, which utilizes the proposed selection principle to determine an evaluation datum point of the installation thrust in the take-off running stage, screens effective data based on the evaluation datum point, calculates the installation thrust of an engine by utilizing the take-off running data, performs thrust distribution and conversion, and finally obtains take-off running installation thrust data for evaluating the performance decline of the engine. Compared with the prior art, the invention can quantitatively evaluate the mounting thrust of the engine in the take-off and running state under the condition of unknown engine part characteristics and section parameters.
Further, step S1 proposes to evaluate the engine installation thrust based on the selected evaluation reference point in the take-off and running stage, and provides a thrust evaluation reference point determination method for performing the engine installation thrust evaluation, where the determination of the evaluation reference point is the basis and key for performing the take-off and running installation thrust evaluation by using the present invention.
Further, step S2 proposes that parameters for installation thrust calculation are required, and the validity of the data is determined based on the condition of the evaluation reference point, so that the reliability of the data for installation thrust calculation is ensured.
Further, the steps S3-S5 provide a method for calculating, distributing and converting the installation thrust, and the take-off running installation thrust of the engine can be obtained through calculation, so that the engine thrust evaluation and the performance degradation analysis are further carried out.
In summary, the invention provides an aeroengine installation thrust evaluation method based on take-off and run data, which utilizes the proposed selection principle to determine an evaluation reference point of the installation thrust in the take-off and run stage, screens effective data based on the evaluation reference point, calculates the installation thrust of the engine by utilizing the take-off and run data, performs thrust distribution and conversion, and finally obtains take-off and run installation thrust data for evaluating the performance degradation of the engine. Compared with the prior art, the invention can quantitatively evaluate the mounting thrust of the engine at the takeoff and running evaluation reference point under the condition of unknown engine part characteristics and section parameters, has the advantages of practicality and convenience, and can provide technical support for the thrust decay evaluation of the engine.
The technical scheme of the invention is further described in detail through the drawings and the embodiments.
Drawings
FIG. 1 is a flow chart for aircraft engine installation thrust assessment based on take-off and run-off data
FIG. 2 is a schematic view of the stress state of an aircraft during a take-off and running stage
FIG. 3 shows a time-dependent thrust profile for a double-shot aircraft during a take-off and ski-running phase
Detailed Description
The invention provides an aircraft engine installation thrust evaluation method based on take-off running data, which utilizes a proposed reference point selection principle to determine an evaluation reference point of the installation thrust in the take-off running stage, screens effective data based on the evaluation reference point, calculates the installation thrust of an engine by utilizing the take-off running data, performs thrust distribution and conversion, and finally obtains take-off running installation thrust data for evaluating the performance decline of the engine. Compared with the prior art, the invention can quantitatively evaluate the mounting thrust of the engine in the take-off and running state under the condition of unknown engine part characteristics and section parameters, has the advantages of practicality and convenience, and can provide technical support for the thrust decay evaluation of the engine.
The invention adopts the following technical scheme:
1. an aircraft engine installation thrust evaluation method based on take-off and running data is characterized by comprising the following steps of:
s1, determining an evaluation datum point of the installation thrust of the aero-engine in the take-off and run stage based on aircraft design performance data and take-off and run statistical data, wherein the evaluation datum point has the following requirements:
1) Engine state is fixed: the throttle lever is stably located at the take-off state position for a certain time (for example, more than 6 seconds);
2) And (3) shaping an airplane: the aircraft is in a take-off configuration;
3) And (3) fixing the attitude of the aircraft: the landing gear is not separated from the ground and the attack angle is not more than 0 degree;
4) Airspeed of the airplane is fixed: airspeed is greater than the design airspeed above 90%, with more than 90% of the flight frames meeting conditions 2) and 3) (e.g., 260 Km/h).
S2, screening take-off running data required to be subjected to installation thrust evaluation based on state conditions of the evaluation datum points, and determining flight frame times meeting the conditions as effective data, wherein main parameters of the effective data are as follows:
1) Atmospheric condition parameters: atmospheric temperature (at the engine inlet), atmospheric pressure (at the engine inlet), atmospheric density ratio, etc.;
2) Engine parameters: throttle lever position, low pressure rotor speed, high pressure rotor speed, low pressure adjustable blade angle, high pressure adjustable blade angle, turbine post-exhaust temperature, spout area, status indication parameters, etc.;
3) Aircraft parameters: airspeed, ground speed, axial acceleration, pitch angle, fuel consumption (total fuel quantity of the whole engine), flap position, aileron position, horizontal tail position, rudder position, landing gear state, wheel bearing switch information and the like;
4) Plug-in information: mounting information, etc.
S3, calculating the total installation thrust of the engine of the evaluation datum point of the stage of taking off and running of the flight frame;
specifically, the calculation method for evaluating the total installation thrust of the reference point engine in step S3 is as follows:
assuming that the thrust of the engine is parallel to the ground during take-off and running, the thrust is obtained according to the stress relation of the engine:
F＝f(G-Y)
wherein G is the total weight of the aircraft, and comprises the aircraft empty weight, the passenger weight, the fuel weight, the hanging weight, the other bearing weight and the like; p is the total thrust of the engine, X is resistance, Y is lift force, C x And C y The lift coefficient and the drag coefficient are respectively, S is the wing area, V is the reference point ground speed, and f is the friction coefficient of the machine wheel. The aircraft weight, the wing area, the friction coefficient of the aircraft wheel, the lift coefficient, the drag coefficient and the like are derived from aircraft design data.
S4, converting to standard atmospheric conditions, and distributing the thrust of the multiple aircrafts to a single engine;
1) For a single-shot aircraft, the thrust obtained in step S3 is the installation thrust of the engine (converted to standard atmosphere)
2) For a double-engine aircraft, the actual thrust of two engines is distributed by using the proportion relation of the rotating speeds of low-pressure rotors, namely n 1 left :n 1 right ＝P Left side :P Right side ；
3) The conversion formula for converting the calculated thrust to the engine installation thrust under the standard atmospheric conditions is:
wherein P is hs To convert the thrust, P is the thrust before conversion, P * For the inlet of the engineTotal air pressure, R cay And the temperature correction coefficient is determined by checking a graph in an engine manual according to the total temperature at the inlet of the engine.
S5, evaluating the mounting thrust decay trend of the engine.
Based on the programming of the steps, the takeoff and running installation thrust of the aircraft under different flight frames is calculated, an installation thrust time or flight frame change curve is drawn according to a time period (a plurality of frame thrust data can be averaged and then a curve is drawn), and the decay law of the engine installation thrust is estimated through curve trend.
In order to make the implementation objects, technical solutions and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in examples of the present invention. It will be apparent that the described examples are some, but not all, examples of the invention. In general, the components of the inventive examples described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Accordingly, the following detailed description of the examples of the invention provided in the accompanying drawings is not intended to limit the scope of the invention, as claimed, but is merely representative of selected examples of the invention. All other examples, based on examples in this invention, which a person of ordinary skill in the art would obtain without making any inventive effort, are within the scope of the invention.
Taking a certain aircraft with two low-bypass-ratio stress turbofan engines as an example, the process of calculating and evaluating the installation thrust of take-off and running is described, and fig. 1 is a general flow chart of the implementation process.
1. Selecting a thrust evaluation datum point in the take-off and running stage of the aircraft, analyzing take-off and running data of the aircraft, and determining a state point as follows: 1) The engine throttle is in the maximum state and is stable for more than 6 seconds; 2) The aircraft is in a take-off and landing configuration; 3) The landing gear is not separated from the ground and the attack angle is not more than 0 degree; 4) Airspeed is 260km/h; 5) The plug-in load is known;
2. removing flight frames which do not meet the conditions according to the datum points, determining the effectiveness of take-off and running data (if a pilot takes in an accelerator in the take-off and running stage, the condition that the accelerator lever does not meet the evaluation datum points when the accelerator lever is not in the maximum state for 6 s) and obtaining all data needing to be subjected to thrust calculation;
3. carrying out stress analysis on the aircraft, as shown in fig. 1, and calculating the total installation thrust of the engine according to the stress relation;
4. thrust distribution and conversion;
5. the tendency of installed thrust decay was evaluated and the thrust decay of the aircraft over the last two years is shown in fig. 3. The method provided by the invention can calculate the installation thrust of the engine at the take-off and running fixed state point, and is further used for evaluating the decay law of the installation thrust of the engine.
In summary, the invention provides an aeroengine installation thrust evaluation method based on take-off running data, which utilizes the proposed fixed point selection principle to determine an evaluation datum point of the installation thrust in the take-off running stage, screens effective data based on the evaluation datum point, calculates the installation thrust of the engine by utilizing the take-off running data, performs thrust distribution and conversion, and finally obtains take-off running installation thrust data for evaluating the performance degradation of the engine. Compared with the prior art, the invention can quantitatively evaluate the mounting thrust of the engine in the take-off and running state under the condition of unknown engine part characteristics and section parameters, has the advantages of practicality and convenience, and can provide technical support for the thrust decay evaluation of the engine.
The above is only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited by this, and any modification made on the basis of the technical scheme according to the technical idea of the present invention falls within the protection scope of the claims of the present invention.
Claims (3)
1. An aircraft engine installation thrust evaluation method based on take-off and running data is characterized by comprising the following steps of:
s1, determining an evaluation datum point of the installation thrust of an aeroengine in the take-off and run-off stage based on aircraft design performance data and take-off and run-off statistical data;
s2, screening take-off running data required to be subjected to installation thrust evaluation based on state conditions of the evaluation datum points, and determining flight frame times meeting the conditions as effective data;
s3, calculating the total installation thrust of the engine of the evaluation datum point of the stage of taking off and running of the flight frame;
the calculation method for evaluating the total installation thrust of the reference point engine in step S3 is as follows:
assuming that the thrust of the engine is parallel to the ground during take-off and running, the thrust is obtained according to the stress relation of the engine:
F＝f(G-Y)
wherein G is the total weight of the aircraft, and comprises the aircraft empty weight, the passenger weight, the fuel weight, the hanging weight, the other bearing weight and the like; p is the total thrust of the engine, X is resistance, Y is lift force, C x And C y Respectively a lift coefficient and a drag coefficient, wherein S is the wing area, V is the reference point ground speed, and f is the wheel friction coefficient, wherein the aircraft dead weight, the wing area, the wheel friction coefficient, the lift coefficient, the drag coefficient and the like are derived from aircraft design data;
s4, converting to standard atmospheric conditions, and distributing the thrust of the multiple aircrafts to a single engine;
the thrust distribution and conversion method is as follows:
1) For a single-shot aircraft, the thrust obtained in the step S3 is the installation thrust of the engine, and the installation thrust is converted into standard atmosphere;
2) Using low pressure rotors for twin aircraftThe proportional relation of the rotating speeds distributes the actual thrust of two engines, namely n 1 left :n 1 right ＝P Left side :P Right side ；
3) The conversion formula for converting the calculated thrust to the engine installation thrust under the standard atmospheric conditions is:
wherein P is hs To convert the thrust, P is the thrust before conversion, P * R is total air pressure at inlet of engine cay As a temperature correction coefficient, determining according to a graph in an engine manual of the total temperature check at an engine inlet;
s5, evaluating the mounting thrust decay trend of the engine.
2. The aircraft engine installation thrust evaluation method based on take-off and run data according to claim 1, wherein the determination method of the take-off and run stage evaluation reference point in step S1 is specifically as follows:
1) Engine state is fixed: the throttle lever is stably located at the take-off state position for a certain time, for example, more than 6 seconds;
2) And (3) shaping an airplane: the aircraft is in a take-off configuration;
3) And (3) fixing the attitude of the aircraft: the landing gear is not separated from the ground and the attack angle is not more than 0 degree;
4) Airspeed of the airplane is fixed: airspeed is greater than the design airspeed above 90%, with more than 90% of the flight frames meeting conditions 2) and 3), e.g., 260km/h.
3. The aircraft engine installation thrust assessment method based on take-off and run data according to claim 1, wherein the parameters of the effective data in step S2 mainly include:
1) Atmospheric condition parameters: atmospheric temperature at the engine inlet, atmospheric pressure at the engine inlet, and an atmospheric density ratio;
2) Engine parameters: throttle lever position, low pressure rotor speed, high pressure rotor speed, low pressure adjustable blade angle, high pressure adjustable blade angle, turbine post-exhaust temperature, spout area, status indication parameters;
3) Aircraft parameters: airspeed, ground speed, axial acceleration, pitch angle, total fuel consumption, flap position, aileron position, horizontal tail position, rudder position, landing gear state and wheel bearing switch information;
4) Plug-in information: and (5) mounting information.
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| CN112417595B (en) * | 2020-11-19 | 2022-11-22 | 中国航发沈阳发动机研究所 | Method for evaluating installation thrust of aircraft engine |
| CN113218552B (en) * | 2021-03-23 | 2022-11-18 | 中国人民解放军空军工程大学 | Auxiliary equipment and method for evaluating installation thrust of aero-engine |
| CN113419575B (en) * | 2021-06-29 | 2022-11-22 | 中国航发沈阳发动机研究所 | Control method for improving aerodynamic stability of shipboard aircraft engine during takeoff |
| CN115292557B (en) * | 2022-07-29 | 2023-08-25 | 深圳微品致远信息科技有限公司 | Calculation method and device for running and taking off, computer equipment and storage medium |
| CN115416871A (en) * | 2022-08-17 | 2022-12-02 | 成都飞机工业（集团）有限责任公司 | Method, device, equipment and medium for quickly disassembling engine thrust pin |
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