CN112594062A - Simulation method for surge detection and surge elimination control verification - Google Patents

Simulation method for surge detection and surge elimination control verification Download PDF

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CN112594062A
CN112594062A CN202011273085.2A CN202011273085A CN112594062A CN 112594062 A CN112594062 A CN 112594062A CN 202011273085 A CN202011273085 A CN 202011273085A CN 112594062 A CN112594062 A CN 112594062A
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surge
compressor
model
engine
flow
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CN112594062B (en
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张兴龙
张天宏
袁元
盛汉霖
黄向华
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Nanjing University of Aeronautics and Astronautics
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Nanjing University of Aeronautics and Astronautics
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/001—Testing thereof; Determination or simulation of flow characteristics; Stall or surge detection, e.g. condition monitoring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/02—Surge control
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

Abstract

The invention relates to a simulation method for surge detection and surge elimination control verification, which aims to avoid high cost and high risk brought by experimental research on a compressor/aircraft engine test or historical test data, verify the effectiveness of the surge elimination control in a digital simulation mode, design a full-digital simulation test method for the surge elimination control to reduce the risk and the cost, reduce the burden of test resources and human resources, and provide conditions for subsequent hardware-in-loop simulation and semi-physical simulation. The method comprises the following steps: (1) coupling relation between MG3 model and compressor component parameter; (2) the simulation method of surge detection and surge elimination control verification. Establishing an engine real-time model containing forward and backward surge simulation; the controller verifies a surge signal detection algorithm according to the surge running parameters of the real-time model, generates a surge elimination control instruction, executes surge elimination control, and provides conditions for the active stability control research of the aircraft engine.

Description

Simulation method for surge detection and surge elimination control verification
Technical Field
The invention relates to a simulation method for surge detection and surge elimination control verification, and belongs to the technical field of stability control of aero-engines.
Background
The modern high-performance fighter plane needs faster flight speed and higher flight height, and simultaneously, flexible maneuverability and missile weapon use are ensured, so that higher requirements are provided for the stability and anti-distortion capability of an aero-engine. The stability of the aircraft engine is an insurmountable red line in the use process of the engine, is a premise for evaluating the aerodynamic performance of the engine, and has extremely important influence on the structural integrity and the reliability of the engine. Therefore, the stability problem becomes a key problem and a technical bottleneck of the development failure of the new generation of aircraft engines.
Surge, which is a typical aerodynamically unstable flow regime of an engine, is an axisymmetric unstable flow existing throughout the compression system, manifested as low frequency pulsations in the engine axial direction over time in both the flow through the system and the compressor outlet pressure. The pulsation greatly reduces the efficiency and performance of the engine, the vibration of unstable airflow micelles adds extra vibration load to the blades of the compressor, and the temperature rise in front of the turbine caused by pneumatic instability adds extra heat load to the blades of the engine. The vibration load and the heat load greatly accelerate the aging of the engine, shorten the service life of the engine and increase the maintenance cost of the engine. In severe cases, engine failure will also result, leading to catastrophic consequences. Surge-suppression control has become an important component of modern aircraft engine control systems.
Anti-surge control generally comprises three steps: (1) judging whether the engine enters a surge state; (2) relevant actuating mechanisms take measures according to certain logic to quickly eliminate surge; (3) the engine is restored to a pre-surge performance state. For surge detection and surge elimination control logic, partial research is carried out in China, but the engineering application aspect is not mature.
The patent CN104239614A discloses a method for simulating a pneumatic instability signal of a gas compressor, which can generate a large amount of pneumatic instability signals covering different frequencies, amplitudes, stall precursor modes and other features by adopting operations such as digital-to-multiple conversion, scaling conversion, translation conversion, time domain superposition and the like on the basis of a small amount of pneumatic instability signals obtained by numerical simulation or analytic numerical simulation; however, this method relies firstly on the basis of the aerodynamic instability signal and can only be used for checking the surge detection algorithm. Patent CN203630543U discloses a surge simulation device for engine control system semi-physical simulation test, but the device only uses the blade to intermittently cut the on-off of the air flow between the inlet nozzle assembly and the outlet nozzle assembly to simulate the engine surge, firstly, it is difficult to ensure the simulation is accurate, secondly, it cannot correspond to the surge elimination method so as to verify the surge elimination control logic.
Disclosure of Invention
The invention provides a simulation method for surge detection and surge elimination control verification, which aims to avoid high cost and high risk brought by experimental research on a compressor/aircraft engine test or historical test data, verify the effectiveness of the surge elimination control in a digital simulation mode, design a full-digital simulation test method for the surge elimination control to reduce the risk and the cost, reduce the burden of test resources and human resources, and provide conditions for subsequent hardware-in-loop simulation and semi-physical simulation.
The technical solution of the invention is as follows:
the simulation method for surge detection and surge elimination control verification comprises the following steps:
1) establishing a real-time model of an aircraft engine component level;
2) coupling between models;
3) verifying a surge detection algorithm;
4) and (5) verifying asthma relieving control.
Step 1), establishing a component-level real-time model of the aero-engine, and designing an air inlet channel, a fan, a gas compressor, a combustion chamber, a turbine, a tail nozzle and an outer duct along an air inlet flow of the engine according to the structure and the function of the turbofan engine; the turbine includes a high pressure turbine and a low pressure turbine. Sequentially completing pneumatic thermodynamic calculation of all the components by using a nonlinear equation, establishing a control equation reflecting the common working relation of all the components in the steady-state working process of the engine, and solving the control equation; and establishing a control equation reflecting the common working relation of all parts in the dynamic working process of the engine and solving the control equation. And calculating the working state parameters of the engine according to the aerodynamic thermodynamic process by adjusting the pressure coefficient and the flow coefficient of the model system in the working state.
Further, the building of the component-level real-time model basically assumes that: neglecting component thermal inertia; the flow of gas in the engine is treated as a one-dimensional flow.
Further, when a control equation of a common working relation of all parts is calculated in the pneumatic thermodynamic process, iterative calculation is performed by using continuous high-pressure turbine inlet flow, power balance of a high-pressure rotor, continuous low-pressure turbine inlet flow, power balance of a low-pressure rotor, static pressure balance of an internal and external culvert outlet and total pressure balance of a tail nozzle throat as constraint conditions in sequence to obtain dynamic and steady-state characteristics of the simulated engine in a full envelope range.
And 2) coupling a variable rotating speed MG3 model of the air compressor with the component-level real-time model to obtain a component-level model containing forward and backward asthma simulation.
Moore and Greitzer combine the Greitzer surge model and the rotating stall theory to deduce a unified over-stall transient model coupling rotating stall and surge, namely an MG3 model. The MG3 model is a two-dimensional unsteady incompressible nonlinear model for describing the dynamic process of rotating stall and surge of a compression system, lays a theoretical foundation for the simulation of the dynamic stall characteristics of the compressor, and is a classical model for analyzing the stall and surge of the compressor. Greitzer defines the parameter B that determines the type of stall instability of the compression system:
Figure BDA0002778283310000031
wherein U is the current rotor speed of the engine, asIs the local sound velocity; vPThe volume of a rear cavity of the compressor; a. theCThe area of the cross section of the outlet of the compressor; l isCThe equivalent pipeline length of the compressor.
Numerical simulation of the Greitzer surge model found that there was a theoretical critical value B for each compression systemcrWhen B > BcrThe time system generates surge, B is less than BcrAnd (5) relieving surge, and restoring all parameters of the engine to normal levels.
Further, on the basis of a classical MG3 model, the influence of the dynamic characteristics of a rotating stall high-order harmonic rotor is considered, the model precision is further improved, and a variable speed MG3 model of the compressor is established, and is finally described by the following 4 differential equations:
Figure BDA0002778283310000032
Figure BDA0002778283310000033
Figure BDA0002778283310000034
Figure BDA0002778283310000035
wherein phi is an average flow coefficient; psi is the pressure coefficient; j. the design is a squarenSquared amplitude of the nth harmonic without a resultant flow disturbance (rotating stall); xi is dimensionless time; lcIs the dimensionless length of the compressor; H. w is the half height and the half width of the three-dimensional axisymmetric characteristic curve of the gas compressor; psic0Corresponding pressure rise is obtained for the flow of a compressor axial symmetry characteristic curve 0; phi is an axial velocity coefficient; lEThe dimensionless length of the compressor outlet pipeline is adopted; phiTIs a throttle valve characteristic; u shapedCommanding a circumferential rotational speed for the rotor; Γ is a dimensionless torque; a is the internal hysteresis coefficient of the compressor; m is an outlet pipeline flow channel parameter; mu is the gas viscosity coefficient in the compressor; b. lambda1、Λ2For custom constants, the definitions are as follows:
Figure BDA0002778283310000041
Figure BDA0002778283310000042
Figure BDA0002778283310000043
wherein, asIs the local sound velocity; vPThe volume of a rear cavity of the compressor; a. theCThe area of the cross section of the outlet of the compressor; l isCThe length from the outlet of the compressor to the inlet of the combustion chamber; r is the average radius of the rotor; i is the moment of inertia of the rotor; m isBThe value is a constant related to the parameter B and is taken according to experience.
Further, a compressor variable rotation speed MG3 model is coupled with a component-level real-time model, specifically:
step 2-1, calculating a pressure coefficient and a flow coefficient of a compression system in a dynamic stall process by a variable speed MG3 model of the air compressor according to the specified rotating speed; considering that the internal flow state appears as low-frequency pulsation of flow and pressure passing through the system in the engine axial direction when the engine surges, the pressure coefficient and the flow coefficient of a compressor variable speed MG3 model and the flow of compressor components in a component level real-time model are linked with an outlet pressure parameter according to the dynamic process of the rotor speed as follows:
Figure BDA0002778283310000044
Figure BDA0002778283310000045
where ρ is compressor outlet air density, CXIs axial velocity, i.e. compressor outlet gas flow velocity, U is rotor circumferential velocity, ACIs the compressor outlet cross-sectional area, PSFor the total pressure at the outlet of the compressor, PTThe total pressure of an inlet of the compressor is measured;
2-2, directly calculating actual outlet pressure and flow of the component-level real-time model compressor according to a pressure coefficient and a flow coefficient of a variable speed MG3 model of the compressor, and recording without participating in calculation of a subsequent component-level real-time model;
and 2-3, performing smooth filtering on the pressure coefficient and the flow coefficient by adopting a sliding window averaging method, solving the actual outlet pressure and flow of the compressor again, and substituting the actual outlet pressure and flow into the thermodynamic calculation and dynamic common working equation solution of the subsequent part of the part-level real-time model.
Step 3) verifying the surge detection algorithm, namely respectively adjusting the parameter B of the variable rotating speed MG3 model of the air compressor at the selected moment, and controlling the surge entrance and the surge exit of the component-level real-time model; and judging the surge detection algorithm to be verified according to the compressor outlet flow, the total pressure and the static pressure signal pulse signal of the solved engine model, and verifying that the surge detection algorithm is effective if the detected surge advancing and retreating time is consistent with the set surge advancing and retreating time.
Step 4), verifying the surge relieving control, wherein the surge relieving control influences the operation parameters of the part-level real-time model according to the model coupling relation in the step 2), and further influences the parameter B or the theoretical critical value B of the variable rotating speed MG3 model of the air compressorcrAnd the simulation of the anti-surge process of the real-time engine model is realized. The commonly used anti-surge control methods include the following four:
a. cutting oil, namely quickly reducing the fuel oil quantity to the minimum limit oil quantity for avoiding flameout;
b. reducing the VSV angle of the air compressor;
c. opening an air bleeding valve;
d. the critical cross-sectional area of the nozzle is increased.
The following considers the influence of the anti-surge control method on the component-level real-time model, and combines the definition of the parameter B to describe the implementation modes of 4 anti-surge control in the case of surge:
a. when cutting oil, the fuel oil quantity is quickly reduced to the minimum limit oil quantity, so that the rotating speed U of the rotating speed rotor is quickly reduced, and the parameter B is also quickly reduced to the theoretical critical value BcrThereafter, the engine exits surge;
b. when the VSV angle of the compressor is reduced, the rotor rotation speed U is fed back to the MG3 model according to the open-loop control law of the relative conversion rotation speed of the VSV angle and the inlet of the compressor, and the parameter B is reduced to the theoretical critical value BcrThereafter, the engine exits surge;
c. the air bleeding valve is opened to perform middle-stage air bleeding, and the volume V of the rear cavity of the air compressor is increasedPReducing the parameter B to a theoretical threshold value BcrThereafter, the engine exits surge;
d. increasing the cross-sectional area A of the outlet of the compressorCThe throttle opening is increased. According to the throttle valve characteristics in the MG3 model, the throttle opening is increased so as to increase, and therefore the B parameter at the time of the current surge does not cause the surge, so that the engine is relieved of surge.
The invention has the beneficial effects that:
1) the engine component-level real-time model with the advance and retreat surge simulation solves the problems of high test difficulty, high consumption cost and the like of surge detection and surge elimination control logic on a real engine;
2) by combining the simulation of the MG3 model on the compressor surge dynamic process and the full envelope steady state and dynamic simulation capability of the engine component level real-time model, a coupling relation is provided, so that the outlet flow and the pressure signal of the compressor of the model conform to the typical surge characteristic, and the overall performance of the engine conforms to the macroscopic change characteristic, therefore, high-confidence-degree surge signals under different working conditions can be simulated, and the effectiveness of a surge detection algorithm is effectively verified;
3) and each anti-surge method is associated with the parameter B, so that the anti-surge process of the engine is effectively simulated, and the method can be used for verifying various anti-surge control logics.
Drawings
FIG. 1 is a schematic diagram of an engine component level model with forward and reverse surge simulation;
FIG. 2 is a flow chart of a simulation method for surge detection and surge suppression control verification;
FIG. 3 is a typical parameter variation diagram of a typical advancing and retreating asthma simulation process of the component-level real-time model in the embodiment 1.
FIG. 4 is a flow chart of the verification of the surge detection algorithm and the debounce control logic of embodiment 1
Detailed Description
The technical solution of the present invention is further explained with reference to the accompanying drawings.
Referring to the attached figure 1, the establishment of an engine component level model containing forward and backward surge simulation comprises a component level real-time model and a variable rotation speed MG3 model;
establishing a real-time model of an aircraft engine component level, and basically assuming the following conditions: neglecting component thermal inertia; the flow of gas in the engine is treated as a one-dimensional flow. According to the structure and the function of a turbofan engine, an air inlet channel, a fan, a gas compressor, a combustion chamber, a turbine, a tail nozzle and an outer duct are designed along the air inlet flow of the engine; the turbine includes a high pressure turbine and a low pressure turbine. Sequentially completing pneumatic thermodynamic calculation of all the components by using a nonlinear equation, establishing a control equation reflecting the common working relation of all the components in the steady-state working process of the engine, and solving the control equation; and establishing a control equation reflecting the common working relation of all parts in the dynamic working process of the engine and solving the control equation. And calculating the working state parameters of the engine according to the aerodynamic thermodynamic process by adjusting the pressure coefficient and the flow coefficient of the model system in the working state.
When a control equation of the common working relation of all parts is calculated in the pneumatic thermodynamic process, iterative calculation is performed by taking continuous high-pressure turbine inlet flow, power balance of a high-pressure rotor, continuous low-pressure turbine inlet flow, power balance of a low-pressure rotor, static pressure balance of an internal and external culvert outlet and total pressure balance of a tail nozzle throat as constraint conditions in sequence to obtain dynamic and steady-state characteristics of the simulated engine in a full envelope range.
The variable speed MG3 model of the compressor is obtained by considering the influence of the dynamic characteristics of a rotating stall high-order harmonic rotor on the basis of a classical MG3 model and further improving the precision of the model, and the model is finally described by 4 differential equations as follows:
Figure BDA0002778283310000071
Figure BDA0002778283310000072
Figure BDA0002778283310000073
Figure BDA0002778283310000074
wherein phi is an average flow coefficient; psi is the pressure coefficient; j. the design is a squarenSquared amplitude of the nth harmonic without a resultant flow disturbance (rotating stall); xi is dimensionless time; lcIs the dimensionless length of the compressor; H. w is the half height and the half width of the three-dimensional axisymmetric characteristic curve of the gas compressor; psic0Corresponding pressure rise is obtained for the flow of a compressor axial symmetry characteristic curve 0; phi is an axial velocity coefficient; lEThe dimensionless length of the compressor outlet pipeline is adopted; phiTIs a throttle valve characteristic; u shapedCommanding a circumferential rotational speed for the rotor; Γ is a dimensionless torque; a is the internal hysteresis coefficient of the compressor; m is an outlet pipeline flow channel parameter; mu is the gas viscosity coefficient in the compressor; b. lambda1、Λ2For custom constants, the definitions are as follows:
Figure BDA0002778283310000075
Figure BDA0002778283310000076
Figure BDA0002778283310000077
wherein, asIs the local sound velocity; vPThe volume of a rear cavity of the compressor; a. theCThe area of the cross section of the outlet of the compressor; l isCThe length from the outlet of the compressor to the inlet of the combustion chamber; r is the average radius of the rotor; i is the moment of inertia of the rotor;
the parameter B determines the stall instability type of the compression system:
Figure BDA0002778283310000081
wherein U is the current rotor speed of the engine, mBThe value is a constant related to the parameter B and is taken according to experience.
The compressor variable speed MG3 model calculates the pressure coefficient and the flow coefficient of the compression system in the dynamic stall process according to the current rotor circumferential speed; considering that the internal flow state appears as low-frequency pulsation of flow and pressure passing through the system in the engine axial direction when the engine surges, the pressure coefficient and the flow coefficient of a compressor variable speed MG3 model and the flow of compressor components in a component level real-time model are linked with an outlet pressure parameter according to the dynamic process of the rotor speed as follows:
Figure BDA0002778283310000082
Figure BDA0002778283310000083
where ρ is compressor outlet air density, CXIs axial velocity, i.e. compressor outlet gas flow velocity, U is rotor circumferential velocity, ACIs the compressor outlet cross-sectional area, PSFor the total pressure at the outlet of the compressor, PTThe total pressure of an inlet of the compressor is measured;
2-2, directly calculating actual outlet pressure and flow of the component-level real-time model compressor according to a pressure coefficient and a flow coefficient of a variable speed MG3 model of the compressor, and recording without participating in calculation of a subsequent component-level real-time model;
and 2-3, performing smooth filtering on the pressure coefficient and the flow coefficient by adopting a sliding window averaging method, solving the actual outlet pressure and flow of the compressor again, and substituting the actual outlet pressure and flow into the thermodynamic calculation and dynamic common working equation solution of the subsequent part of the part-level real-time model.
Referring to fig. 2, an engine component level model containing forward and backward surge simulation is connected with an electronic controller with a surge detection algorithm and a surge elimination control logic, the surge detection algorithm is connected with the surge elimination control logic, and the surge elimination control logic is controlled through a surge elimination instruction K signal.
Setting a parameter B approximation surge, respectively adjusting a parameter B of a variable rotating speed MG3 model of the compressor at a selected moment, and controlling the surge entrance and the surge exit of the component-level real-time model; and judging the surge detection algorithm to be verified according to the compressor outlet flow, the total pressure and the static pressure signal pulse signal of the solved engine model, and verifying that the surge detection algorithm is effective if the detected surge advancing and retreating time is consistent with the set surge advancing and retreating time.
And (3) verifying the surge relieving control, wherein the surge relieving control influences the operation parameters of the component-level real-time model according to the model coupling relation, and further influences the parameter B or the theoretical critical value B of the variable-speed MG3 model of the compressorcrAnd the simulation of the anti-surge process of the real-time engine model is realized. When B > BcrThe time system generates surge, B is less than BcrRelieving surge, and recovering each parameter of the engine to a normal level; the anti-surge control comprises oil cutting, air compressor VSV angle reduction, air bleed valve opening and critical section area increase of the jet pipe.
Example 1
To verify the effectiveness of the engine component-level real-time model with advanced and advanced surge simulation, parameter B was increased from 0.8 to 2.5 at 6 seconds, causing the component-level real-time model to enter surge; after the surge, the engine model parameters are shown in fig. 3, and are embodied as: the parameters of the outlet flow and the pressure of the gas compressor are in large-amplitude low-frequency pulsation, the rotating speed of the engine is slowly reduced, the exhaust temperature is quickly increased, and the typical change characteristics of the working parameters of the aircraft engine during surging are met. And reducing the parameter B from 2 to 0.6 in 21 th second, and finally enabling the component level model to quit surge by reducing the parameter B, and recovering parameters such as outlet flow, outlet pressure, engine rotating speed, exhaust temperature and the like of the compressor to the level before surge, so far, completing simulation of surge entrance and surge elimination, and verifying the effectiveness of the established model.
The effectiveness of a surge detection algorithm and a surge elimination control logic is further verified on the basis of an engine component level real-time model containing forward and backward surge simulation. According to the surge detection algorithm and the surge relief control logic to be verified, a complete verification process is further described, and the verification flow is shown in fig. 4:
(1) at time T1, the B parameter is adjusted to be greater than the critical B parameter so that the engine model enters surge.
(2) After surge, the engine model parameters are embodied as: the parameters of the outlet flow and the pressure of the compressor are in large-amplitude low-frequency pulsation, the rotating speed of the engine is slowly reduced, and the exhaust temperature is rapidly increased.
(3) At the moment, the surge detection algorithm to be verified judges according to the engine model parameters after surge entering, and the result is represented by binary, wherein 0 is normal operation, and 1 is surge entering. If the surge is successfully judged, a surge elimination instruction K is generated.
(4) And sending the surge elimination instruction K to a surge elimination control logic to be verified, and adopting a corresponding surge elimination method to reduce the B parameter to be below the critical B parameter or improve the threshold value of the critical B parameter, so that the engine exits surge. The moment of exiting surge is recorded as T2. If the surge elimination control logic is successful in causing the engine to exit surge, it is considered valid.
(5) If the result of the surge detection algorithm corresponds to time T1, T2, it is considered valid.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered to be within the technical scope of the present invention, and the technical solutions and the inventive concepts thereof according to the present invention should be equivalent or changed within the scope of the present invention.

Claims (9)

1. The simulation method for surge detection and surge elimination control verification is characterized by comprising the following steps of:
1) establishing a real-time model of an aircraft engine component level;
2) coupling between models;
3) verifying a surge detection algorithm;
4) and (5) verifying asthma relieving control.
2. The simulation method for surge detection and surge elimination control verification according to claim 1, wherein the step 1) of establishing the real-time model of the aircraft engine component level comprises:
step 1-1, designing an air inlet channel, a fan, a gas compressor, a combustion chamber, a turbine, a tail nozzle and an outer duct along an air inlet flow of an engine according to the structure and the function of a turbofan engine; the turbine comprises a high-pressure turbine and a low-pressure turbine;
step 1-2, sequentially completing pneumatic thermodynamic calculation of all the components by using a nonlinear equation, establishing a control equation reflecting the common working relation of all the components in the steady-state working process of the engine, and solving the control equation;
and 1-3, establishing a control equation reflecting the common working relation of all parts in the dynamic working process of the engine and solving the control equation to calculate the working state parameters of the engine according to the aerodynamic thermodynamic process.
3. The simulation method for surge detection and surge suppression control verification according to claim 2, wherein the establishing of the component-level real-time model is based on the following assumptions: neglecting component thermal inertia; the flow of gas in the engine is treated as a one-dimensional flow.
4. The simulation method for surge detection and surge elimination control verification according to claim 2, wherein when the control equation of the common working relationship of each component is calculated, iterative calculation is performed sequentially by using continuous high-pressure turbine inlet flow, power balance of a high-pressure rotor, continuous low-pressure turbine inlet flow, power balance of a low-pressure rotor, static pressure balance of an internal and external culvert outlet and total pressure balance of a tail nozzle throat as constraint conditions to obtain dynamic and steady-state characteristics of the simulation engine in a full envelope range.
5. The simulation method for surge detection and surge elimination control verification according to claim 1, wherein the step 2) is implemented by coupling a compressor variable rotation speed MG3 model with the component-level real-time model to obtain a component-level model containing advance and retreat surge simulation.
6. The simulation method for surge detection and surge elimination control verification according to claim 5, wherein the compressor variable speed MG3 model is based on a classical MG3 model, and the accuracy of the model is further improved by considering the influence of the dynamic characteristics of a rotating stall high-order harmonic rotor, and is described by 4 differential equations as follows:
Figure FDA0002778283300000021
Figure FDA0002778283300000022
Figure FDA0002778283300000023
Figure FDA0002778283300000024
wherein phi is an average flow coefficient;psi is the pressure coefficient; j. the design is a squarenSquared amplitude of the nth harmonic without a resultant flow disturbance (rotating stall); xi is dimensionless time; lcIs the dimensionless length of the compressor; H. w is the half height and the half width of the three-dimensional axisymmetric characteristic curve of the gas compressor; psic0Corresponding pressure rise is obtained for the flow of a compressor axial symmetry characteristic curve 0; phi is an axial velocity coefficient; lEThe dimensionless length of the compressor outlet pipeline is adopted; phiTIs a throttle valve characteristic; u shapedCommanding a circumferential rotational speed for the rotor; Γ is a dimensionless torque; a is the internal hysteresis coefficient of the compressor; m is an outlet pipeline flow channel parameter; mu is the gas viscosity coefficient in the compressor; b. lambda1、Λ2For custom constants, the definitions are as follows:
Figure FDA0002778283300000025
Figure FDA0002778283300000026
Figure FDA0002778283300000027
wherein, asIs the local sound velocity; vPThe volume of a rear cavity of the compressor; a. theCThe area of the cross section of the outlet of the compressor; l isCThe length from the outlet of the compressor to the inlet of the combustion chamber; r is the average radius of the rotor; i is the moment of inertia of the rotor;
the parameter B determines the stall instability type of the compression system:
Figure FDA0002778283300000028
wherein U is the current rotor speed of the engine, mBThe value is a constant related to the parameter B and is taken according to experience.
7. The simulation method for surge detection and surge elimination control verification according to claim 5, wherein the compressor variable rotation speed MG3 model is coupled with a component-level real-time model, specifically:
step 2-1, calculating a pressure coefficient and a flow coefficient of a compression system in a dynamic stall process by a variable speed MG3 model of the air compressor according to the specified rotating speed; considering that the internal flow state appears as low-frequency pulsation of flow and pressure passing through the system in the engine axial direction when the engine surges, the pressure coefficient and the flow coefficient of a compressor variable speed MG3 model and the flow of compressor components in a component level real-time model are linked with an outlet pressure parameter according to the dynamic process of the rotor speed as follows:
Figure FDA0002778283300000031
Figure FDA0002778283300000032
where ρ is compressor outlet air density, CXIs axial velocity, i.e. compressor outlet gas flow velocity, U is rotor circumferential velocity, ACIs the compressor outlet cross-sectional area, PSFor the total pressure at the outlet of the compressor, PTThe total pressure of an inlet of the compressor is measured;
2-2, directly calculating actual outlet pressure and flow of the component-level real-time model compressor according to a pressure coefficient and a flow coefficient of a variable speed MG3 model of the compressor, and recording without participating in calculation of a subsequent component-level real-time model;
and 2-3, performing smooth filtering on the pressure coefficient and the flow coefficient by adopting a sliding window averaging method, solving the actual outlet pressure and flow of the compressor again, and substituting the actual outlet pressure and flow into the thermodynamic calculation and dynamic common working equation solution of the subsequent part of the part-level real-time model.
8. The simulation method for surge detection and surge elimination control verification according to claim 1 or 6, wherein step 3) is performed to verify the surge detection algorithm, namely parameters B of a variable compressor rotation speed MG3 model are respectively adjusted at selected time to control surge advance and surge retreat of the component-level real-time model; and judging the surge detection algorithm to be verified according to the compressor outlet flow, the total pressure and the static pressure signal pulse signal of the solved engine model, and verifying that the surge detection algorithm is effective if the detected surge advancing and retreating time is consistent with the set surge advancing and retreating time.
9. The simulation method facing surge detection and surge elimination control verification according to claim 1 or 6, wherein the verification of the surge elimination control in the step 4) influences the operation parameters of the component-level real-time model according to the model coupling relation in the step 2), and further influences the parameter B of the compressor variable-speed MG3 model, so as to realize the simulation of the surge elimination process of the engine real-time model; there is a theoretical critical value B for each compression systemcrWhen B > BcrThe time system generates surge, B is less than BcrRelieving surge, and recovering each parameter of the engine to a normal level; the anti-surge control comprises oil cutting, air compressor VSV angle reduction, air bleed valve opening and critical section area increase of the jet pipe.
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