CN114239172A - Thrust vector engine forced oil supply correction method under jet pipe deflection condition - Google Patents
Thrust vector engine forced oil supply correction method under jet pipe deflection condition Download PDFInfo
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Abstract
The application relates to the field of engine oil supply correction, in particular to a thrust vector engine oil supply correction method under a deflection state of a spray pipe, which comprises the steps of firstly judging whether the spray pipe is in the deflection state, correcting only the thrust augmentation oil supply amount in the deflection state, collecting deflection state data of the spray pipe, calculating a correction coefficient of the spray pipe in the deflection state according to corresponding data information of the spray pipe, correcting the thrust augmentation oil supply amount of the spray pipe by using the correction coefficient, conveying the corrected thrust augmentation oil supply amount into an engine thrust augmentation combustion chamber for oil supply, ensuring that the spray pipe has stronger deflection capability and is difficult to damage, deflecting the spray pipe without time limitation, and better meeting the control requirements of an airplane on a vector deflection angle and deflection time during maneuvering flight.
Description
Technical Field
The application belongs to the field of engine oil supply correction, and particularly relates to a thrust vector engine oil supply correction method under a spray pipe deflection state.
Background
The adoption of the thrust vector engine can greatly expand the flight envelope and improve the maneuverability, the agility and the viability of the airplane. When large-maneuvering flight or large-mach-number attitude adjustment is carried out, the engine is usually in a working state of full stress application and vector deflection, the temperature of the wall of the jet pipe expansion section facing the airflow surface rises at the moment, and the temperature rise of the wall of the jet pipe is higher along with the increase of the deflection angle and the deflection time, so that the temperature resistance limit of the wall material of the jet pipe is probably reached or exceeded, the structure is damaged, and further the flight safety risk is brought. Therefore, under the thrust vector engine boosting working state, boosting oil supply correction related to the deflection state needs to be considered so as to ensure the structural reliability of the engine.
At present, the fueling law of a vector engine is consistent with that of a conventional non-vector engine, and the fueling quantity is a function relation of an accelerator lever angle PLA, a compressor outlet pressure P3 and flight conditions (total engine inlet temperature T1 and engine compartment pressure Ph), namely Wfa design = f (PLA) f (P3) f (Ph, T1). Under the stress application oil supply rule in the design state, when the large Mach number flies, the temperature of airflow at a stress application outlet is higher, the wall temperature of a spray pipe is close to a limit value, the influence of the deflection of the spray pipe is superposed, the wall temperature is further increased and even exceeds an allowable limit value, and at the moment, the structure of the vector spray pipe is protected by generally adopting a control method for limiting the maximum deflection angle and the deflection duration time.
The current thrust vectoring engine thrust augmentation oil supply rule is consistent with the conventional non-vector engine rule, no correction method related to spray pipe deflection exists, and the following problems can be caused when the engine carries out vector deflection in a thrust augmentation state:
1) when the spray pipe is in a deflection state, the wall temperature of the expansion section of the spray pipe exceeds the limit, so that structural damage can be caused, and further the flight safety is influenced;
2) in order to protect the spray pipe structure, the deflection angle and the deflection time need to be limited, so that the deflection capability cannot meet the use requirement of the airplane, and the smooth completion of the flight task is influenced;
3) after the deflection duration reaches the limit value, the pilot needs to intervene to enable the spray pipe to return to the center, so that the operation burden is increased, and careless operation cannot be realized.
Therefore, how to more effectively supply oil to the engine nozzle in a deflected state is a problem to be solved.
Disclosure of Invention
The application aims to provide a thrust vector engine oil supply correction method under a deflection state of a spray pipe, so as to solve the problems that the spray pipe is easy to damage and has insufficient deflection capability under the deflection state in the prior art.
The technical scheme of the application is as follows: a thrust vector engine oil supply correction method under a deflection state of a spray pipe comprises the steps of obtaining the state of the spray pipe, and if the spray pipe is not in the deflection state, supplying oil according to a design state; if the spray pipe is in a deflection state, executing the next step; collecting deflection state data of the spray pipe in real time; receiving the collected data in real time, acquiring the information of the spray pipe according to the collected data, and calculating the correction coefficient of the spray pipe in a deflection state according to the corresponding information of the spray pipeX Wfa deflection(ii) a And obtaining the corrected afterburning oil supply amount of the spray pipe in the deflection state according to the oil supply amount and the correction coefficient in the design state, and supplying oil to the afterburning chamber of the engine in the current state.
Preferably, the information for acquiring the deflection state data comprises a nozzle deflection angle δJThe area ratio Ar of the spray pipe and the angle PLA of the throttle lever; the nozzle correction factor XWfa deflection= f deflection (δ)JAr, PLA), wherein the nozzle correction factor is in accordance with deltaJAnd performing three-dimensional interpolation on the three parameters of Ar and PLA to obtain the three-dimensional interpolation.
Preferably, the nozzle deflection angle δJThe data of the area ratio Ar of the spray pipe and the angle PLA of the throttle lever are measured and collected in real time through an electronic controller of the engine.
Preferably, the thrust-assist oil supply amount Wfa = Wfa in the deflected state of the nozzleDesign of*XWfa deflection(ii) a Wherein Wfa is the amount of oil supply for increasing forceDesign ofThe oil supply is in a non-deflected stateWfa deflectionThe correction coefficient of oil supply amount is added in a deflection state.
Preferably, the correction factor is determined by setting XWfa deflectionInitial value is K0In the process of the engine test run,recording the wall temperature value of the spray pipe at the moment when the engine reaches a preset (delta J, Ar, PLA) state; increasing X gradually on-lineWfa deflectionValue until the nozzle wall temperature reaches the limit value or XWfa deflectionUp to 1, X in this caseWfa deflectionThe value is X under the current (delta J, Ar, PLA) combinationWfa deflectionAnd (4) the coefficient.
As a specific embodiment, a thrust vector engine oil supply correction system under a nozzle deflection state is characterized in that: the device comprises a spray pipe state monitoring module, a spray pipe state monitoring module and a control module, wherein the spray pipe state monitoring module is used for acquiring the state of a spray pipe in real time; the spray pipe data acquisition module is used for acquiring deflection state data of the spray pipe in real time; the spray pipe data processing module is used for receiving the acquired data in real time, acquiring the information of the spray pipe according to the acquired data, and calculating the correction coefficient of the spray pipe in a deflection state according to the information of the spray pipeX Wfa deflection(ii) a And the spray pipe deflection oil supply module is used for obtaining the corrected oil supply amount of the spray pipe in the deflection state according to the oil supply amount and the correction coefficient in the design state and supplying oil to the engine afterburner in the current state.
The thrust vector engine oil supply correction method under the deflection state of the spray pipe comprises the steps of judging whether the spray pipe is in the deflection state or not, correcting the thrust augmentation oil supply amount only in the deflection state, collecting deflection state data of the spray pipe, calculating a correction coefficient of the spray pipe in the deflection state according to corresponding data information of the spray pipe, correcting the thrust augmentation oil supply amount of the spray pipe by using the correction coefficient, conveying the corrected thrust augmentation oil supply amount into an engine thrust augmentation combustion chamber for oil supply, enabling the spray pipe to have stronger deflection capacity and difficult damage, enabling the spray pipe to deflect without time limitation, and better meeting the control requirements of an airplane on the vector deflection angle and the deflection time during maneuvering flight.
Drawings
In order to more clearly illustrate the technical solutions provided by the present application, the following briefly introduces the accompanying drawings. It is to be expressly understood that the drawings described below are only illustrative of some embodiments of the invention.
Fig. 1 is a schematic view of the overall flow structure 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 drawings in the embodiments of the present application.
A thrust vector engine oil supply correction method under a nozzle deflection state is disclosed, as shown in figure 1, and comprises the following steps:
step S100, acquiring the state of the spray pipe, and if the spray pipe is not in a deflection state, supplying oil according to a design state; if the spray pipe is in a deflection state, executing the next step;
the state of the nozzle can be obtained from an engine controller, and the oil supply amount of the boosting device is consistent with the design state when the nozzle works in a non-deflection state, namely WfaDesign of(pla) f (P3) f (Ph, T1), so that the fuel supply can be performed in accordance with the design state, i.e., the subsequent steps are not started; if the nozzle is operated in the deflected state, the engine thrust-up oil supply amount needs to be corrected, and therefore, a correction operation of a subsequent step needs to be performed.
Step S200, collecting deflection state data of the spray pipe in real time;
analyzing the deflection state condition of the spray pipe:
the vector jet pipe deflects under the stress application state to increase the wall temperature of the airflow facing surface, and under the stress application oil supply rule under the design state, the deflection angle delta of the jet pipeJThe larger the wall temperature rise amount is; the larger the nozzle area ratio Ar (the ratio of the nozzle outlet area A9 to the throat area A8), the lower the wall temperature of the expansion section, and the lower the wall temperature rise amount under the same deflection angle, because the area ratio is increased, the expansion angle of the nozzle expansion section is increased, the wall surface is far away from the core high-temperature airflow, and the airflow expansion degree is increased to reduce the static temperature of the airflow near the wall surface. In addition, the amount of wall temperature rise is also related to the force applied throttle lever angle, even if the deflection angle δ is small when the throttle lever angle is smallJThe overtemperature phenomenon can not occur when the maximum temperature is reached. The magnitude of the increase in the wall temperature of the lance and the angle of deflection δJThe area ratio Ar of the spray pipe is related to the angle PLA of the throttle lever, and the data of the deflection state needs to be acquiredThe information collected includes the nozzle deflection angle deltaJArea ratio Ar of the spray pipe and angle PLA of the throttle lever.
Based on the analysis, in order to ensure that the spray pipe can work reliably under any stress application state, the stress application oil supply rule needs to be corrected under the deflection state of the spray pipe, namely the correction coefficient related to vector deflection is multiplied on the basis of the stress application oil supply amount under the non-deflection state:
Wfa=Wfadesign of*XWfa deflection
Wherein Wfa is the amount of oil supply for increasing forceDesign ofFor applying force in a non-deflected state, i.e. in a designed state, XWfa deflectionThe correction coefficient of oil supply amount is added in a deflection state.
According to the above analysis, XWfa deflection=fDeflection(δJAr, PLA), i.e. XWfa deflectionIs obtained by the functional relation among the deflection angle, the area ratio of the spray pipe and the angle of the throttle lever, wherein the correction coefficient X of the spray pipe isWfa deflectionAccording to deltaJAnd performing three-dimensional interpolation on the three parameters of Ar and PLA to obtain the three-dimensional interpolation.
Because the specific data of the deflection angle, the area ratio of the spray pipe and the angle of the throttle lever are different under different deflection states, the correction amount is adjusted according to the specific numerical values of the deflection angle, the area ratio of the spray pipe and the angle of the throttle lever, and the parameters can be measured and collected by an engine electronic controller.
Step S300, receiving the collected data in real time, obtaining the information of the spray pipe according to the collected data, and calculating the correction coefficient X of the spray pipe in the deflection state according to the corresponding information of the spray pipeWfa deflection；
According to the angle of deflection delta of the nozzleJAnd the variation ranges of the spray pipe area ratio Ar and the throttle lever PLA are respectively divided into x, y and z numbers to form x, y and z state point combinations (delta)JAr, PLA), each (delta) can be determined by a method of trial run of the whole benchJAr, PLA) stateWfa deflectionThe method specifically comprises the following steps: set up XWfa deflectionInitial value is K0During engine test run, the engine reaches a predetermined value (delta)JAr, PLA) formIn the state, recording the wall temperature value of the spraying pipe at the moment; increasing X gradually on-lineWfa deflectionValue until the nozzle wall temperature reaches the limit value or XWfa deflectionUp to 1, X in this caseWfa deflectionThe value is current (delta)JAr, PLA) in combinationWfa deflectionAnd (4) the coefficient.
And step S400, obtaining the corrected afterburning oil supply amount of the spray pipe in the deflection state according to the oil supply amount and the correction coefficient in the design state, and supplying oil to the afterburning chamber of the engine in the current state.
The magnitude of the boost oil supply amount Wfa is obtained according to the formula in step S200, and the actual oil supply amount in the vectorial deflection state of the engine nozzle can be adjusted by transmitting the boost oil supply amount data to the engine controller.
Through the steps, the corresponding relation between the thrust augmentation oil supply of the vector engine and the deflection state is established, the actual thrust augmentation oil supply of the engine in the deflection state is adjusted in real time according to the difference of the deflection angle of the spray pipe, the area ratio of the spray pipe and the angle of the throttle lever, and the spray pipe of the engine can obtain the optimal oil supply amount in any deflection state.
When the aircraft is in flight under the big mach number, through the correction to the spray tube fuel delivery, the reduction of fuel delivery makes spray tube expansion section wall temperature be in controllable within range all the time, and spray tube expansion section wall temperature can not transfinite, and spray tube deflection ability is stronger like this, work efficiency is higher, just can not appear the problem of structural deformation in order to influence flight safety yet, improves the suitability of engine under different use condition.
Meanwhile, the deflection angle and the deflection time of the spray pipe are not limited, the deflection under any vector angle is not limited by time, the control requirements of the airplane on the vector deflection angle and the deflection time during maneuvering flight are better met, careless operation is realized for the pilot, and the flight safety is ensured.
As a specific implementation mode, the thrust vector engine oil supply correction system under the jet pipe deflection state comprises a jet pipe state monitoring module, a jet pipe data acquisition module, a jet pipe data processing module and a jet pipe deflection oil supply module.
Spray pipeThe state monitoring module is used for acquiring the state of the spray pipe in real time; the spray pipe data acquisition module is used for acquiring deflection state data of the spray pipe in real time; the spray pipe data processing module is used for receiving the acquired data in real time, acquiring the information of the spray pipe according to the acquired data, and calculating a correction coefficient of the spray pipe in a deflection state according to the information of the spray pipeX Wfa deflection(ii) a The jet pipe deflection oil supply module is used for obtaining the corrected oil supply amount of the jet pipe in the deflection state according to the oil supply amount and the correction coefficient in the design state and supplying oil to the engine afterburner in the current state.
By obtaining the state of the spray pipe, after the spray pipe is determined to be in a deflection state, the correction coefficient of the spray pipe in the deflection state is calculated by obtaining real-time data of the spray pipe, the obtained correction coefficient is multiplied by the oil supply quantity in the design state, the corrected oil supply quantity is used for supplying oil to the afterburner, the spray pipe can deflect without being limited by time, and the control requirements of an airplane on vector deflection angles and deflection time during maneuvering flight are better met.
As a specific embodiment, taking a certain thrust vector engine as an example, the design state (non-deflection state) of the engine is forced oil supply WfaDesign of= f (pla) f (P3) f (Ph, T1), deflection state Wfa = WfaDesign of*XWfa deflection，XWfa deflection= f deflection (δ)JAr, PLA), the temperature resistance limit of the wall surface of the spray pipe is 1000 ℃. According to the fourth step and method, the correction factor X is determined by means of actual trial runWfa deflection。
In the ground-based gantry state, the engine nozzle deflection angle δJThe range which can be realized is 0-20 degrees, the range of the area ratio Ar of the spray pipe is 1.1-1.5 degrees, the range of the angle of the stress application throttle lever is 70-100 degrees, and the concrete values of three parameters selected according to the division principle are respectively:
δJ：5º、10º、15º、20º
Ar：1.1、1.2、1.3、1.4、1.5
PLA：70º、80º、90º、100º
according to the number of the three parameters, 80 (4 multiplied by 5 multiplied by 4) state point groups are formedCombining (delta J, Ar and PLA), and determining the corresponding stress application fuel supply correction coefficient X in each (delta J, Ar and PLA) state through actual trial runWfa deflection. At deltaJFor example, 15 degrees, Ar =1.2 degrees, and PLA =100 degrees, the test run method is as follows:
before the stress application state test, X is arrangedWfa deflectionInitial value K0Adjusting the angle of an accelerator lever of the engine to 100 degrees, the area Ar of the spray pipe to 1.2 degrees, the deflection angle to 15 degrees, recording the wall temperature value of the spray pipe at the moment to 820 ℃ after the engine is stabilized, and then gradually increasing X on line in 0.01 step lengthWfa deflectionMonitoring the wall temperature of the spray pipe until the wall temperature of the spray pipe reaches 990-1000 ℃, and then X is carried outWfa deflectionValue of (2) is 0.94, i.e. the deflection state energizing oil supply amount correction coefficient X of the state pointWfa deflection=0.94。
Arbitrary (δ) can be determined according to the above operating methodJAr, PLA) in combinationWfa deflectionCoefficient values.
Deflection state forced oil supply amount correction coefficient determined in table 1X Wfa deflection
Concrete implementation method
Adding deflection state boost oil supply correction control logic in controller software, Wfa = WfaDesign of*XWfa deflectionWherein X isWfa deflectionUsing Table 1 according to δJAnd performing three-dimensional interpolation on the three parameters of Ar and PLA to obtain the three-dimensional interpolation.
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 (6)
1. A thrust vector engine oil supply correction method under a spray pipe deflection state is characterized in that: comprises the steps of (a) preparing a mixture of a plurality of raw materials,
acquiring the state of the spray pipe, and if the spray pipe is not in a deflection state, supplying oil according to a design state; if the spray pipe is in a deflection state, executing the next step;
collecting deflection state data of the spray pipe in real time;
receiving the collected data in real time, acquiring the information of the spray pipe according to the collected data, and calculating the correction coefficient of the spray pipe in a deflection state according to the corresponding information of the spray pipeX Wfa deflection；
And obtaining the corrected afterburning oil supply amount of the spray pipe in the deflection state according to the oil supply amount and the correction coefficient in the design state, and supplying oil to the afterburning chamber of the engine in the current state.
2. The thrust vector engine fueling correction method of claim 1, wherein: the information collected from the deflection state data includes the deflection angle delta of the nozzleJThe area ratio Ar of the spray pipe and the angle PLA of the throttle lever; the nozzle correction factor XWfa deflection= f deflection (δ)JAr, PLA), wherein the nozzle correction factor is in accordance with deltaJAnd performing three-dimensional interpolation on the three parameters of Ar and PLA to obtain the three-dimensional interpolation.
3. The thrust vector engine fueling correction method under nozzle deflection conditions as set forth in claim 2 wherein: the angle of deflection delta of the nozzleJThe data of the area ratio Ar of the spray pipe and the angle PLA of the throttle lever are measured and collected in real time through an electronic controller of the engine.
4. The thrust vector engine fueling correction method under nozzle deflection conditions as set forth in claim 2 wherein: thrust augmentation oil supply Wfa = Wfa in the deflected state of the nozzleDesign of*XWfa deflection(ii) a Wherein Wfa is the amount of oil supply for increasing forceDesign ofThe oil supply is in a non-deflected stateWfa deflectionThe correction coefficient of oil supply amount is added in a deflection state.
5. The thrust vector engine fueling correction method under nozzle deflection conditions as set forth in claim 2 wherein: the correction coefficient is determined by a method in which,
set up XWfa deflectionInitial value is K0During engine test run, the engine reaches a predetermined value (delta)JAr, PLA) state, recording the wall temperature value of the spray pipe at the moment; increasing X gradually on-lineWfa deflectionValue until the nozzle wall temperature reaches the limit value or XWfa deflectionUp to 1, X in this caseWfa deflectionThe value is current (delta)JAr, PLA) in combinationWfa deflectionAnd (4) the coefficient.
6. A thrust vector engine oil supply correction system under a spray pipe deflection state is characterized in that: comprises the steps of (a) preparing a mixture of a plurality of raw materials,
the spray pipe state monitoring module is used for acquiring the state of the spray pipe in real time;
the spray pipe data acquisition module is used for acquiring deflection state data of the spray pipe in real time;
the spray pipe data processing module is used for receiving the acquired data in real time, acquiring the information of the spray pipe according to the acquired data, and calculating the correction coefficient of the spray pipe in a deflection state according to the information of the spray pipeX Wfa deflection；
And the spray pipe deflection oil supply module is used for obtaining the corrected oil supply amount of the spray pipe in the deflection state according to the oil supply amount and the correction coefficient in the design state and supplying oil to the engine afterburner in the current state.
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