CN114239172B - 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 boosting oil supply rule of a vector engine is consistent with the oil supply rule of a conventional non-vector engine, and the boosting oil supply quantity is a functional relation among 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 the flight safety is further 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 Obtaining the corrected deflection state of the spray pipe according to the oil supply amount and the correction coefficient in the design stateAnd the lower afterburning oil supply amount is used for 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 δ J The area ratio Ar of the spray pipe and the angle PLA of the throttle lever; the nozzle correction factor X Wfa deflection = f deflection (δ) J Ar, PLA), wherein the nozzle correction factor is in accordance with delta J And performing three-dimensional interpolation on the three parameters of Ar and PLA to obtain the three-dimensional interpolation.
Preferably, the nozzle deflection angle δ J And the 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 engine electronic controller.
Preferably, the thrust-assist oil supply amount Wfa = Wfa in the deflected state of the nozzle Design of *X Wfa deflection (ii) a Wherein Wfa is the oil supply of the boost system Design of For applying force to the oil in a non-deflected state, X Wfa deflection And applying force to supply oil quantity correction coefficient for deflection state.
Preferably, the correction factor is determined by setting X Wfa deflection Initial value is K 0 In the process of engine test run, recording the wall temperature value of the spray pipe when the engine reaches a preset (delta J, ar and PLA) state; increasing X gradually on-line Wfa deflection Value until the wall temperature of the nozzle reaches the limit value or X Wfa deflection Up to 1, X in this case Wfa deflection The value is X under the current (delta J, ar, PLA) combination Wfa deflection And (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 The spray pipe deflection oil supply module is used for obtaining the deflection state of the spray pipe after correction according to the oil supply quantity and the correction coefficient under the design stateAnd the lower oil supply amount is used for 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 nozzle conditions are obtained from the engine controller, and the nozzle operating in the undeflected condition is supplied with boost oil in the same manner as the design conditions, wfa Design of = f (PLA) × f (P3) × f (Ph, T1), so that the fuel supply can be performed according to the design state, i.e. without starting the subsequent steps; if the nozzle is in a deflected stateIn this case, since the engine oil supply amount needs to be corrected, a correction operation in a subsequent step is required.
Step S200, acquiring 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 pipe J The 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 expansion section wall temperature, and the lower the wall temperature rise amount at 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 small J The 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 δ J The area ratio Ar of the spray pipe and the angle PLA of the throttle lever are related, and the information needing to be collected in the deflection state data comprises the deflection angle delta of the spray pipe J Area 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=Wfa design of *X Wfa deflection
Wherein Wfa is the oil supply of the boost system Design of Applying the oil supply to the undeflected state, i.e. the design state, X Wfa deflection The correction coefficient of oil supply amount is added in a deflection state.
According to the above analysis, X Wfa deflection =f Deflection (δ J Ar, PLA), i.e. X Wfa deflection Is 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 is Wfa deflection According to delta J And 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 all the parameters can be measured and collected by an electronic engine 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 pipe Wfa deflection ；
According to the angle of deflection delta of the nozzle J The variation ranges of the area ratio Ar of the spray pipe and the PLA of the throttle lever divide the three parameters into x, y and z numbers respectively to form x, y and z state point combinations (delta) J Ar, PLA), each (delta) can be determined by a method of testing the whole bench J Ar, PLA) state Wfa deflection The method specifically comprises the following steps: set up X Wfa deflection Initial value is K 0 During engine test run, the engine reaches a predetermined value (delta) J Ar, PLA) state, recording the wall temperature value of the spray pipe at the moment; increasing X gradually on-line Wfa deflection Value until the nozzle wall temperature reaches the limit value or X Wfa deflection Up to 1, X in this case Wfa deflection The value is current (delta) J Ar, PLA) in combination Wfa deflection And (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.
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 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 Wfa Design of = f (PLA) × f (P3) × f (Ph, T1), deflection state Wfa = Wfa Design of *X Wfa deflection ，X Wfa deflection = f deflection (delta) J Ar, 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 run Wfa deflection 。
In the ground gantry state, the jet angle delta of the engine J The range which can be realized is 0 to 20 degrees, the range of the area ratio Ar of the spray pipe is 1.1 to 1.5, the range of the angle of the stress application throttle lever is 70 to 100 degrees, and the concrete values of three parameters selected according to the division principle are respectively as follows:
δ J ：5º、10º、15º、20º
Ar：1.1、1.2、1.3、1.4、1.5
PLA：70º、80º、90º、100º
forming 80 (4 multiplied by 5 multiplied by 4) state point combinations (delta J, ar and PLA) according to the value numbers of the three parameters, and determining the corresponding stress application oil supply correction coefficient X in each (delta J, ar and PLA) state through actual trial run Wfa deflection . At delta J For 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 arranged Wfa deflection Initial value K 0 Adjusting 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 length Wfa deflection Monitoring the wall temperature of the spray pipe until the wall temperature of the spray pipe reaches 990-1000 ℃, and then X is carried out Wfa deflection Has a value of 0.94, i.e., a deflection state stress oil supply amount correction coefficient X of the state point Wfa deflection =0.94。
Arbitrary (δ) can be determined according to the above operating method J Ar, PLA) combined X Wfa deflection Coefficient 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 = Wfa Design of *X Wfa deflection Wherein X is Wfa deflection Using Table 1 according to δ J And 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 (3)
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 substrate,
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 ；
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 information collected from the deflection state data includes the deflection angle delta of the nozzle J The area ratio Ar of the spray pipe and the angle PLA of the throttle lever; the nozzle correction factor X Wfa deflection = f deflection (δ) J Ar, PLA), wherein the nozzle correction factor is in accordance with delta J Three-dimensional interpolation is carried out on the three parameters of Ar and PLA to obtain the three-dimensional interpolation;
thrust augmentation oil supply Wfa = Wfa in the deflected state of the nozzle Design of *X Wfa deflection (ii) a Wherein Wfa is the oil supply of the boost system Design of The oil supply is in a non-deflected state Wfa deflection Applying force to supply oil quantity correction coefficient for deflection state;
the correction coefficient is determined by setting X Wfa deflection Initial value is K 0 During engine test run, the engine reaches a predetermined value (delta) J Ar, PLA) state, recording the wall temperature value of the spray pipe at the moment; increasing X gradually on-line Wfa deflection Value until the nozzle wall temperature reaches the limit value or X Wfa deflection Up to 1, X in this case Wfa deflection The value is current (delta) J Ar, PLA) combined X Wfa deflection And (4) the coefficient.
2. The thrust vector engine fueling correction method of claim 1, wherein: the deflection angle delta of the nozzle J The 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.
3. A thrust vector engine fueling correction system under nozzle deflection conditions using the method of any of claims 1-2 wherein: 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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| CN115077921B (en) * | 2022-07-21 | 2022-12-20 | 中国航发四川燃气涡轮研究院 | Binary vector nozzle engine outfield test calibration and ground simulation system |
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| CN111237090B (en) * | 2020-01-20 | 2021-04-16 | 中国航发沈阳发动机研究所 | Vector nozzle deflection control method and system |
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| EP2527934A2 (en) * | 2010-11-04 | 2012-11-28 | Honda Motor Co., Ltd. | Control apparatus |
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