CN116498448A - Main fuel control method and device for accelerating process of aero-engine - Google Patents

Main fuel control method and device for accelerating process of aero-engine Download PDF

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Publication number
CN116498448A
CN116498448A CN202310380373.5A CN202310380373A CN116498448A CN 116498448 A CN116498448 A CN 116498448A CN 202310380373 A CN202310380373 A CN 202310380373A CN 116498448 A CN116498448 A CN 116498448A
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China
Prior art keywords
main fuel
supply flow
engine
inlet
conversion
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CN202310380373.5A
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Inventor
张雪冬
程荣辉
唐正府
夏禹
贾琳渊
柏帅宇
石磊
翟英汉
袁继来
姜繁生
朱振坤
邴连喜
陈仲光
张志舒
张西厂
好毕斯嘎拉图
阮文博
张志成
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AECC Shenyang Engine Research Institute
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AECC Shenyang Engine Research Institute
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Priority to CN202310380373.5A priority Critical patent/CN116498448A/en
Publication of CN116498448A publication Critical patent/CN116498448A/en
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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
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • 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
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F02C9/28—Regulating systems responsive to plant or ambient parameters, e.g. temperature, pressure, rotor speed

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Turbines (AREA)

Abstract

The application belongs to the technical field of engine control, and particularly relates to a main fuel oil control method and device for an accelerating process of an aeroengine. The method comprises the following steps: step S1, calculating a main fuel oil supply flow conversion value based on a conversion relation between the main fuel oil supply flow conversion value and the conversion rotating speed of the inlet of the high-pressure compressor; s2, obtaining the total temperature of a fan inlet at the current moment of the engine, and calculating a first correction value based on a set first correction function; s3, obtaining the total pressure of a fan inlet at the current moment of the engine, combining the converted rotating speed of the inlet of the high-pressure compressor, and calculating a second correction value based on a set second correction function; and S4, correcting the main fuel supply flow conversion value by the first correction value and the second correction value, and determining the main fuel supply flow based on the association relation. The method and the device can meet the full-wrap acceleration performance index of the turbofan engine, and reduce risks such as surging of a compressor and overtemperature of a turbine in the acceleration process.

Description

Main fuel control method and device for accelerating process of aero-engine
Technical Field
The application belongs to the technical field of engine control, and particularly relates to a main fuel oil control method and device for an accelerating process of an aeroengine.
Background
The acceleration performance of the aeroengine is one of important indexes for measuring the performance of the engine, the acceleration time is short, the maneuverability and the combat capability of the aircraft can be greatly improved, but the engine can bring great challenges to the engine itself, the problems of surge, stall and the like can be caused due to insufficient surplus margin of the engine, and therefore, the problem of minimizing the acceleration time while ensuring that the surge does not occur in the whole envelope of the engine becomes a great difficulty.
At present, the design process of the main fuel control law in the acceleration process of the engine is as follows: based on the acceleration index given by the user, the main fuel control law in the acceleration process of the engine is given according to theoretical calculation on the basis of steady-state fuel, a large number of debugging tests are required to be carried out to check, an available fuel supply law is found, and the acceleration fuel is gradually adjusted to meet the index requirement.
In addition, the main fuel control law design of the existing engine acceleration process is to convert the non-standard day consideration by a similar principle, and the factors such as specific heat ratio change, warmup and heat transient of the engine in the non-standard day are not considered enough; meanwhile, the influence of the Reynolds number of the left boundary of the high altitude is not considered, when the engine is positioned at the left boundary of the high altitude, the engine is positioned in a non-self-model area, so that the effect of the low Reynolds number is obvious, the characteristics of real parts of the engine are changed, the surge margin of the real air compressor is reduced, and the engine is easy to surge or the acceleration time is too long.
Disclosure of Invention
In order to solve the problems, the application provides a main fuel control method and a main fuel control device for an accelerating process of an aeroengine, which realize accurate control of main fuel according to total inlet temperature and total inlet pressure and high-pressure conversion rotating speed, and solve the problem of easy stall in cold days caused by inaccurate non-standard day correction of a main fuel control rule in the existing accelerating process of the engine by adding non-standard day correction; the high-altitude Reynolds number is increased for correction, the problem of compressor surge in the acceleration process of the low Reynolds number of the left boundary of the high altitude is solved, and risks such as compressor surge, turbine overtemperature and the like in the acceleration process are avoided while the full-envelope acceleration performance index of the turbofan engine is met.
The first aspect of the application provides a main fuel control method for an accelerating process of an aeroengine, which mainly comprises the following steps:
step S1, obtaining a conversion rotating speed of an inlet of a high-pressure compressor at the current moment of an engine, and calculating a main fuel oil supply flow conversion value based on a conversion relation between the main fuel oil supply flow conversion value and the conversion rotating speed of the inlet of the high-pressure compressor, wherein the main fuel oil supply flow conversion value has a set association relation with main fuel oil flow, total pressure of an outlet of the high-pressure compressor and total temperature of an inlet of a fan;
s2, obtaining the total temperature of a fan inlet at the current moment of the engine, and calculating a first correction value based on a set first correction function;
s3, obtaining the total pressure of a fan inlet at the current moment of the engine, and calculating a second correction value based on a set second correction function by combining the conversion rotating speed of a high-pressure compressor inlet at the current moment;
and S4, correcting the main fuel supply flow conversion value by the first correction value and the second correction value, and determining the main fuel supply flow based on the association relation.
Preferably, in step S1, the conversion relationship between the main fuel oil supply flow conversion value and the high pressure compressor inlet conversion rotation speed is preset in the control system in the form of a first discrete table, and when the main fuel oil supply flow conversion value is calculated, the first discrete table is interpolated according to the high pressure compressor inlet conversion rotation speed obtained in real time to obtain the main fuel oil supply flow conversion value.
Preferably, determining the first discrete table includes:
determining a first function of main fuel supply flow and engine speed in an acceleration process of the engine based on an engine overall performance transition state calculation model;
rewriting the main fuel supply flow into a second function with the high-pressure compressor inlet conversion rotating speed based on the relation between the engine rotating speed and the high-pressure compressor inlet conversion rotating speed;
and converting the second function into a table form according to the set step length of the independent variable to form a first discrete table for interpolation of the main fuel supply flow conversion value.
Preferably, determining the first function includes:
respectively taking the residual surge margin of the compressor in the acceleration process, the limit of the gas-oil ratio of the combustion chamber and the limit value of the total temperature of the inlet of the turbine as boundary values of the acceleration process, and calculating three first functions according to a transient state calculation model of the overall performance of the engine;
for each independent variable, selecting the minimum value of the independent variables in the three functions to be combined into a final first function.
Preferably, in step S2, the first correction function is converted into a second discrete table, and the second discrete table is preset in the control system, and when the first correction value is calculated, the first correction value is obtained by interpolating the second discrete table according to the total fan inlet temperature obtained in real time.
Preferably, determining the second discrete table comprises:
calculating a main fuel supply flow conversion value of a standard day based on an engine overall performance transition state calculation model;
selecting the total fan inlet temperatures of a plurality of non-standard days, and respectively calculating main fuel oil supply flow conversion values of the non-standard days;
comparing the main fuel oil supply flow conversion value of each non-standard day with the main fuel oil supply flow conversion value of the standard day, and calculating the parameters of the first correction function according to a plurality of ratios;
and converting the first correction function into a table form according to the set step length of the independent variable to form a second discrete table for interpolation of the first correction value.
Preferably, in step S3, the second correction function is converted into a third discrete table, and is preset in the control system, and when the second correction value is calculated, the second correction value is obtained by interpolating the third discrete table according to the total fan inlet pressure and the converted rotation speed of the high-pressure compressor inlet obtained in real time.
The second aspect of the present application provides a main fuel control device for an acceleration process of an aeroengine, mainly comprising:
the main fuel oil supply flow conversion value calculation module is used for obtaining the conversion rotating speed of the high-pressure compressor inlet at the current moment of the engine, and calculating a main fuel oil supply flow conversion value based on the conversion relation between the main fuel oil supply flow conversion value and the conversion rotating speed of the high-pressure compressor inlet, wherein the main fuel oil supply flow conversion value has a set association relation with the main fuel oil flow, the total pressure of the high-pressure compressor outlet and the total temperature of the fan inlet;
the first correction value calculation module is used for obtaining the total temperature of the fan inlet at the current moment of the engine and calculating a first correction value based on a set first correction function;
the second correction value calculation module is used for obtaining the total pressure of the fan inlet at the current moment of the engine, combining the conversion rotating speed of the high-pressure compressor inlet at the current moment, and calculating a second correction value based on a set second correction function;
and the correction module is used for correcting the main fuel oil supply flow conversion value by the first correction value and the second correction value and determining the main fuel oil supply flow based on the association relation.
The method and the device can meet the full-wrap acceleration performance index of the turbofan engine, and reduce risks such as surging of a compressor and overtemperature of a turbine in the acceleration process.
Drawings
FIG. 1 is a flow chart of a preferred embodiment of a main fuel control method for an aircraft engine acceleration process according to the present application.
Fig. 2 is a first discrete representation of intent.
Fig. 3 is a second discrete representation of intent.
Fig. 4 is a third discrete representation intent.
Detailed Description
For the purposes, technical solutions and advantages of the present application, the following describes the technical solutions in the embodiments of the present application in more detail with reference to the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of the present application. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
The first aspect of the present application provides a main fuel control method in an acceleration process of an aeroengine, as shown in fig. 1, mainly including:
s1, acquiring a conversion rotating speed n2r of an inlet of a high-pressure compressor at the current moment of an engine, and based on a main fuel oil supply flow conversion value W fb /(P t3 *(T t2 /288.15) 0.5 ) Conversion relation with the conversion rotating speed n2r of the inlet of the high-pressure compressor, and calculating a main fuel oil supply flow conversion value W fb /(P t3 *(T t2 /288.15) 0.5 ) The main fuel oil supply flow conversion value W fb /(P t3 *(T t2 /288.15) 0.5 ) And the main fuel flow W fb Total outlet pressure P of high-pressure compressor t3 Total temperature T of fan inlet t2 Has a set association relationship.
The conversion relation of this step is W fb /(P t3 *(T t2 /288.15) 0.5 )=K acc *f acc (n2r)。
Wherein K is acc For the adjustable parameter, the default value is 1, usually between 0.95,1.05.
S2, obtaining the total temperature T of a fan inlet at the current moment of the engine t2 And based on the set first correction function f t_acc (T t2 )=(T t2 /288.15) k Calculate a first correction value f t_acc (T t2 ). In this step, k is usually 0.2.
Step S3, obtaining the total pressure P of the fan inlet at the current moment of the engine t2 And calculating a second correction value f based on a set second correction function by combining the high-pressure compressor inlet conversion rotating speed n2r at the current moment Re_acc (P t2 ,n2r)。
And S4, correcting the main fuel supply flow conversion value by the first correction value and the second correction value, and determining the main fuel supply flow based on the association relation.
The correction process comprises the following steps: w (W) fb /(P t3 *(T t2 /288.15) 0.5 )=K acc *f acc (n2r)*f t_acc (T t2 )*f Re_acc (P t2 ,n2r)。
In the above, the main fuel supply flow conversion value W is calculated fb /(P t3 *(T t2 /288.15) 0.5 ) Then, according to the total outlet pressure P of the high-pressure compressor t3 Total temperature T of fan inlet t2 Can determine the main fuel flow W fb . According to the total outlet pressure P of the high-pressure compressor of the turbofan engine t3 Total temperature T of fan inlet t2 And the conversion rotating speed n2r of the inlet of the high-pressure compressor, the control system realizes the oil supply of the main combustion chamber in the acceleration process, and avoids risks of compressor surge, turbine overtemperature and the like in the acceleration process while meeting the full-wrap acceleration performance index of the turbofan engine.
In some optional embodiments, in step S1, a conversion relationship between the main fuel supply flow conversion value and the high pressure compressor inlet conversion speed is preset in the control system through a first discrete table, and when the main fuel supply flow conversion value is calculated, the first discrete table is interpolated according to the high pressure compressor inlet conversion speed obtained in real time to obtain the main fuel supply flow conversion value.
According to the formula of step S1, the main fuel supply flow conversion value W fb /(P t3 *(T t2 /288.15) 0.5 ) The conversion relation between the high-pressure compressor inlet conversion rotating speed n2r is K acc *f acc As shown in fig. 2, the conversion relationship between (n 2 r) and the high-pressure compressor inlet converted rotation speed n2r is that the function f is calculated to reduce the amount of calculation of the control device acc (n 2 r) conversion to a tabular form, wherein f acc The value of (n 2 r) can float up and down, and the floating range is 0.9-1.1 times.
In some alternative embodiments, determining the first discrete table includes: determining main fuel supply flow and engine rotating speed in engine acceleration process based on engine overall performance transition state calculation modelFirst function W of n fb /(P t3 *(T t2 ) 0.5 ) =f (n); rewriting the main fuel supply flow rate to a second function (i.e., W in step S1) with the high-pressure compressor inlet converted speed based on the relation between the engine speed and the high-pressure compressor inlet converted speed fb /(P t3 *(T t2 /288.15) 0.5 )=K acc *f acc (n 2 r)); and converting the second function into a table form according to the set step length of the independent variable to form a first discrete table for interpolation of the main fuel supply flow conversion value.
In this embodiment, the main combustion chamber oil supply rule in the acceleration process solved is actually determined by the engine overall performance transition state calculation model, and needs to be converted into a control form which can be realized by the control device, and more commonly has W fb =f(t)、W fb =f(P t3 )、W fb /(P t3 *(T t2 ) 0.5 ) =f (n), etc., t is time. The first two forms are simple but can only represent the control law under a single flight condition, so a third form which can be used under different flight conditions in an envelope is adopted, and the total pressure P at the outlet of the high-pressure compressor is simultaneously t3 Under the condition of participation control, the high-pressure compressor inlet conversion rotating speed n2r is selected to participate in control, so that the control device can accurately control the main fuel oil flow in different states of the full envelope, and the control device adopts the following control modes:
W fb /(P t3 *(T t2 /288.15) 0.5 )=K acc *f acc (n2r)。
in some alternative embodiments, determining the first function includes: respectively taking the residual surge margin of the compressor in the acceleration process, the limit of the gas-oil ratio of the combustion chamber and the limit value of the total temperature of the inlet of the turbine as boundary values of the acceleration process, and calculating three first functions according to a transient state calculation model of the overall performance of the engine; for each independent variable, selecting the minimum value of the independent variables in the three functions to be combined into a final first function.
During acceleration, the fuel flow rate of the engine increases, the temperature before the turbine increases, the turbine power is higher than the compressor power, and the engine rotational speed increases. And (3) taking the residual surge margin of the compressor, the limit of the gas-oil ratio of the combustion chamber and the limit value of the total temperature of the turbine inlet in the acceleration process as boundary values of the acceleration process through a transient state calculation model of the overall performance of the engine, calculating three groups of main combustion control rules in the acceleration process, wherein each moment in the acceleration process is selected from the three groups of results, and finally, directly solving the fastest acceleration characteristic under the limit condition, thereby obtaining the optimal acceleration control rules of the engine.
In some optional embodiments, in step S2, the first correction value is obtained by converting the first correction function into a second discrete table and presetting the second discrete table in the control system, and when calculating the first correction value, interpolating the second discrete table according to the total fan inlet temperature obtained in real time.
In some alternative embodiments, determining the second discrete table includes: calculating a main fuel supply flow conversion value of a standard day based on an engine overall performance transition state calculation model; selecting the total fan inlet temperatures of a plurality of non-standard days, and respectively calculating main fuel oil supply flow conversion values of the non-standard days; comparing the main fuel oil supply flow conversion value of each non-standard day with the main fuel oil supply flow conversion value of the standard day, and calculating the parameters of the first correction function according to a plurality of ratios; and converting the first correction function into a table form according to the set step length of the independent variable to form a second discrete table for interpolation of the first correction value.
In this embodiment, engine acceleration test under different intake air temperature conditions is performed in consideration of the warm-up effect and the thermal transient effect, for example, the intake air temperature may be selected to be T t2 =[253K，273K，288K，313K]And obtaining a non-standard day correction module of the oil supply rule of the main combustion chamber in the acceleration process, namely a first correction function:
f t_acc (T t2 )=(T t2 /288.15) k . K can be reversely calculated according to the main fuel oil supply flow conversion value calculated by the total fan inlet temperature of the plurality of non-standard days, and k values in the calculation results of multiple times fluctuate within 0.1-0.5, and the median is about 0.2.
To reduce the amount of computation of a control deviceThe first correction function f t_acc (T t2 ) Converted into a table form, and the total temperature T of the inlet of the fan t2 And f t_acc (T t2 ) The relationship is shown in FIG. 3.
In some optional embodiments, in step S3, the second correction function is converted into a third discrete table, and the third discrete table is preset in the control system, and when the second correction value is calculated, the second correction value is obtained by interpolating the third discrete table according to the total fan inlet pressure and the converted rotation speed of the high-pressure compressor inlet, which are obtained in real time.
In the embodiment, the Reynolds number of the left boundary of the high altitude is smaller and is in a non-self-modeling area, so that the low Reynolds number effect is obvious, the efficiency of the engine is reduced, the flow is reduced, the stability boundary is reduced, the fuel flow of the main combustion chamber is higher than the ground state under the same conversion rotating speed under the steady state condition, if the acceleration oil is not corrected at the moment, the acceleration process of the left boundary of the high altitude is easily limited by the acceleration oil, and the acceleration time is overlong; meanwhile, the Reynolds number of the left boundary of the high altitude enables the surge margin of the real compressor to have a reduced trend, so that a Reynolds number correction module, namely a second correction function, is introduced: f (f) Re_acc (P t2 N2 r), the unknown quantity in the second correction function is calculated in a similar way to the unknown quantity k in the first correction function, and is obtained by constructing an equation or a reverse solution of an equation set through a plurality of test or simulation values, and in order to reduce the calculation quantity of the control device, the function f is calculated by t_acc (T t2 ) Converted into a table form, the total pressure P of the inlet of the fan t2 Conversion rotational speeds n2r and f of high-pressure compressor inlet Re_acc (P t2 N2 r) is shown in fig. 4.
The second aspect of the present application provides an aircraft engine acceleration process main fuel control device corresponding to the above method, mainly comprising:
the main fuel oil supply flow conversion value calculation module is used for obtaining the conversion rotating speed of the high-pressure compressor inlet at the current moment of the engine, and calculating a main fuel oil supply flow conversion value based on the conversion relation between the main fuel oil supply flow conversion value and the conversion rotating speed of the high-pressure compressor inlet, wherein the main fuel oil supply flow conversion value has a set association relation with the main fuel oil flow, the total pressure of the high-pressure compressor outlet and the total temperature of the fan inlet;
the first correction value calculation module is used for obtaining the total temperature of the fan inlet at the current moment of the engine and calculating a first correction value based on a set first correction function;
the second correction value calculation module is used for obtaining the total pressure of the fan inlet at the current moment of the engine, combining the conversion rotating speed of the high-pressure compressor inlet at the current moment, and calculating a second correction value based on a set second correction function;
and the correction module is used for correcting the main fuel oil supply flow conversion value by the first correction value and the second correction value and determining the main fuel oil supply flow based on the association relation.
While the application has been described in detail with respect to the general description and the specific embodiments thereof, it will be apparent to those skilled in the art that certain modifications and improvements can be made thereto based upon the application. Accordingly, such modifications or improvements may be made without departing from the spirit of the application and are intended to be within the scope of the invention as claimed.

Claims (8)

1. The main fuel control method for the acceleration process of the aeroengine is characterized by comprising the following steps of:
step S1, obtaining a conversion rotating speed of an inlet of a high-pressure compressor at the current moment of an engine, and calculating a main fuel oil supply flow conversion value based on a conversion relation between the main fuel oil supply flow conversion value and the conversion rotating speed of the inlet of the high-pressure compressor, wherein the main fuel oil supply flow conversion value has a set association relation with main fuel oil flow, total pressure of an outlet of the high-pressure compressor and total temperature of an inlet of a fan;
s2, obtaining the total temperature of a fan inlet at the current moment of the engine, and calculating a first correction value based on a set first correction function;
s3, obtaining the total pressure of a fan inlet at the current moment of the engine, and calculating a second correction value based on a set second correction function by combining the conversion rotating speed of a high-pressure compressor inlet at the current moment;
and S4, correcting the main fuel supply flow conversion value by the first correction value and the second correction value, and determining the main fuel supply flow based on the association relation.
2. The main fuel control method in the acceleration process of an aeroengine according to claim 1, wherein in step S1, a conversion relationship between a main fuel supply flow conversion value and a high-pressure compressor inlet conversion speed is preset in a control system in the form of a first discrete table, and when calculating the main fuel supply flow conversion value, the first discrete table is interpolated according to the high-pressure compressor inlet conversion speed acquired in real time to obtain the main fuel supply flow conversion value.
3. The method of aircraft engine acceleration process main fuel control of claim 2, wherein determining the first discrete table comprises:
determining a first function of main fuel supply flow and engine speed in an acceleration process of the engine based on an engine overall performance transition state calculation model;
rewriting the main fuel supply flow into a second function with the high-pressure compressor inlet conversion rotating speed based on the relation between the engine rotating speed and the high-pressure compressor inlet conversion rotating speed;
and converting the second function into a table form according to the set step length of the independent variable to form a first discrete table for interpolation of the main fuel supply flow conversion value.
4. The aircraft engine acceleration process main fuel control method of claim 3, wherein determining the first function comprises:
respectively taking the residual surge margin of the compressor in the acceleration process, the limit of the gas-oil ratio of the combustion chamber and the limit value of the total temperature of the inlet of the turbine as boundary values of the acceleration process, and calculating three first functions according to a transient state calculation model of the overall performance of the engine;
for each independent variable, selecting the minimum value of the independent variables in the three functions to be combined into a final first function.
5. The main fuel control method for the acceleration process of an aircraft engine according to claim 1, wherein in step S2, the first correction value is obtained by converting the first correction function into a second discrete table and presetting the second discrete table in the control system, and when the first correction value is calculated, interpolating the second discrete table according to the total fan inlet temperature obtained in real time.
6. The method of aircraft engine acceleration process main fuel control of claim 5, wherein determining the second discrete table comprises:
calculating a main fuel supply flow conversion value of a standard day based on an engine overall performance transition state calculation model;
selecting the total fan inlet temperatures of a plurality of non-standard days, and respectively calculating main fuel oil supply flow conversion values of the non-standard days;
comparing the main fuel oil supply flow conversion value of each non-standard day with the main fuel oil supply flow conversion value of the standard day, and calculating the parameters of the first correction function according to a plurality of ratios;
and converting the first correction function into a table form according to the set step length of the independent variable to form a second discrete table for interpolation of the first correction value.
7. The main fuel control method for the acceleration process of an aeroengine according to claim 1, wherein in step S3, the second correction value is obtained by converting the second correction function into a third discrete table, presetting the third discrete table in the control system, and interpolating the third discrete table according to the fan inlet total pressure and the high-pressure compressor inlet converted rotation speed obtained in real time when calculating the second correction value.
8. An aircraft engine acceleration process main fuel control device, characterized by comprising:
the main fuel oil supply flow conversion value calculation module is used for obtaining the conversion rotating speed of the high-pressure compressor inlet at the current moment of the engine, and calculating a main fuel oil supply flow conversion value based on the conversion relation between the main fuel oil supply flow conversion value and the conversion rotating speed of the high-pressure compressor inlet, wherein the main fuel oil supply flow conversion value has a set association relation with the main fuel oil flow, the total pressure of the high-pressure compressor outlet and the total temperature of the fan inlet;
the first correction value calculation module is used for obtaining the total temperature of the fan inlet at the current moment of the engine and calculating a first correction value based on a set first correction function;
the second correction value calculation module is used for obtaining the total pressure of the fan inlet at the current moment of the engine, combining the conversion rotating speed of the high-pressure compressor inlet at the current moment, and calculating a second correction value based on a set second correction function;
and the correction module is used for correcting the main fuel oil supply flow conversion value by the first correction value and the second correction value and determining the main fuel oil supply flow based on the association relation.
CN202310380373.5A 2023-04-11 2023-04-11 Main fuel control method and device for accelerating process of aero-engine Pending CN116498448A (en)

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CN202310380373.5A CN116498448A (en) 2023-04-11 2023-04-11 Main fuel control method and device for accelerating process of aero-engine

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Application Number Priority Date Filing Date Title
CN202310380373.5A CN116498448A (en) 2023-04-11 2023-04-11 Main fuel control method and device for accelerating process of aero-engine

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CN116498448A true CN116498448A (en) 2023-07-28

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