阅读说明：本技术 一种航空发动机加力点火供油方法及系统 (Method and system for boosting ignition oil supply of aircraft engine ) 是由 赵肃 阎巍 蒋联友 李泳凡 施磊 万东凯 张千一 于 2020-11-19 设计创作，主要内容包括：本申请属于飞机发动机设计领域,涉及一种航空发动机加力点火供油方法及系统,所述方法包括：获取在加力点火区域进行点火时的燃油流量的设计值；根据所述设计值确定进行加力点火时的第一供油量,以及加力点火完成后的第二供油量；获取进行航空发动机加力点火供油指令,在第一设定时间段内按照所述第一供油量持续进行供油；随后在第二设定时间段内增大供油量,由所述第一供油量调整为所述第二供油量。本申请提供的航空发动机加力点火渐近式供油设计方法,实现加力点火油量线性递增,与加力燃烧室进口条件更好匹配,减少实际供油偏差对发动机加力点火性能的影响,显著提升航空发动机高空左边界加力接通的可靠性。(The application belongs to the field of aircraft engine design, and relates to an aircraft engine boosting ignition oil supply method and system, wherein the method comprises the following steps: acquiring a design value of fuel flow when ignition is carried out in a boosting ignition area; determining a first oil supply amount during boosting ignition and a second oil supply amount after the boosting ignition is finished according to the design value; acquiring an aircraft engine boosting ignition oil supply instruction, and continuously supplying oil according to the first oil supply amount within a first set time period; and then increasing the oil supply amount in a second set time period, and adjusting the first oil supply amount to the second oil supply amount. The method for designing the forced ignition asymptotic oil supply of the aircraft engine realizes linear increasing of the quantity of the forced ignition oil, is better matched with inlet conditions of a forced combustion chamber, reduces the influence of actual oil supply deviation on the forced ignition performance of the engine, and obviously improves the reliability of forced connection of the high-altitude left boundary of the aircraft engine.)

1. An aircraft engine boosting ignition oil supply method is characterized by comprising the following steps:

step S1, acquiring a design value Wf1 of fuel flow when ignition is carried out in an boosting ignition region;

step S2, determining a first oil supply K Wf1 during boost ignition according to the design value Wf1 and a preset first parameter K, and determining a second parameter K and a second oil supply K Wf1 according to the design value Wf1₂Determining the second oil supply K after the boost ignition is finished₂Wf1, wherein the first parameter K is smaller than the second parameter K₂And said second parameter K₂Greater than 1;

step S3, acquiring an aircraft engine boosting ignition oil supply instruction, and continuously supplying oil according to the first oil supply amount in a first set time period;

step S4, adjusting the oil supply amount from the first oil supply amount to the second oil supply amount in a second set time period.

2. The aircraft engine afterburning fuel supply method of claim 1, wherein in step S1, the design value Wf1 of the fuel flow is determined by an engine component test, and the fuel flow in stable combustion in an afterburning region during the engine component test is the design value Wf 1.

3. The method of fueling an aircraft engine boost ignition according to claim 1, wherein determining the first fueling quantity prior to fueling comprises presetting the first parameter K, the presetting comprising:

step S21, determining the current state of the aero-engine, wherein the current state of the aero-engine comprises a slow car state corresponding to a relatively small throttle lever deflection angle and an engine rotating speed and an intermediate state corresponding to a relatively large throttle lever deflection angle and an engine rotating speed;

and step S22, if the current state of the aircraft engine is a slow-speed vehicle state, presetting the first parameter K as any value of 0.5-0.7, and if the current state of the aircraft engine is an intermediate state, presetting the first parameter K as any value of 0.9-1.

4. The aircraft engine boost-ignition fueling method of claim 1, wherein the first set time period is taken from any one of 3-5 seconds and the second set time period is taken from any one of 2-4 seconds.

5. The method for fueling an aircraft engine boost ignition according to claim 1, further comprising, prior to step S3:

acquiring the minimum oil supply quantity of the boosting ignition area;

if the first oil supply amount is lower than the minimum oil supply amount in the boosting ignition region, the minimum oil supply amount in the boosting ignition region is set as the first oil supply amount in step S3.

6. The utility model provides an aeroengine afterburning ignition oil feeding system which characterized in that includes:

the design value acquisition module is used for acquiring a design value Wf1 of fuel flow when ignition is carried out in a boosting ignition region;

the fuel supply quantity calculating module is used for determining a first fuel supply quantity K Wf1 during boosting ignition according to the design value Wf1 and a preset first parameter K, and determining a second fuel supply quantity K Wf1 according to the design value Wf1 and a second parameter K₂Determining the second oil supply K after the boost ignition is finished₂Wf1, wherein the first parameter K is smaller than the second parameter K₂And said second parameter K₂Greater than 1;

the ignition oil supply module is used for obtaining an instruction for performing afterburning ignition oil supply on the aircraft engine and continuously supplying oil according to the first oil supply amount within a first set time period;

and the afterburning oil supply module is used for adjusting the oil supply from the first oil supply to the second oil supply within a second set time period.

7. The aircraft engine afterburning oil supply system of claim 6, wherein in the design value acquisition module, the design value Wf1 of the fuel flow is determined by engine component tests, and during the engine component tests, the fuel flow in the afterburning region for stable combustion is the design value Wf 1.

8. The aircraft engine boost ignition oil supply system according to claim 6, further comprising a first parameter presetting module for presetting a first parameter K before determining a first oil supply amount at the time of boost ignition, the first parameter presetting module comprising:

the engine state acquisition unit is used for determining the current state of the aircraft engine, wherein the current state of the aircraft engine comprises a slow vehicle state corresponding to a relatively small throttle lever deflection angle and an engine rotating speed and an intermediate state corresponding to a relatively large throttle lever deflection angle and an engine rotating speed;

and the parameter assignment unit is used for presetting the first parameter K to be any value in 0.5-0.7 if the current state of the aero-engine is the slow-speed vehicle state, and presetting the first parameter K to be any value in 0.9-1 if the current state of the aero-engine is the intermediate state.

9. The aircraft engine boost ignition oil supply system according to claim 6, wherein said first set time period is taken from any value of 3 to 5 seconds, and said second set time period is taken from any value of 2 to 4 seconds.

10. The aircraft engine boost ignition fuel supply system of claim 6, further comprising a first fuel supply quantity revision module, said first fuel supply quantity revision module comprising:

a minimum oil supply amount acquisition unit for acquiring a minimum oil supply amount of the boost ignition region;

and a first oil supply amount judgment unit configured to set, in the ignition oil supply module, the minimum oil supply amount in the boost ignition region as the first oil supply amount if the first oil supply amount is lower than the minimum oil supply amount in the boost ignition region.

Technical Field

The application belongs to the field of aircraft engine design, and particularly relates to an aircraft engine boosting ignition oil supply method and system.

Background

The conventional boosting turbofan engine generally has the following boosting subareas: a stress application 1 area, a stress application culvert and a stress application culvert; the boosting 1 area is a boosting ignition area, the oil supply amount of the boosting ignition area is small, the boosting ignition is realized, and the oil supply amount of a boosting inner culvert and an outer culvert is large, and the boosting inner culvert and the outer culvert are used for generating thrust.

For military use, the small bypass ratio engine needs to utilize the afterburner to carry out secondary combustion on airflow, so that the thrust performance of the engine is improved in a short time. In the process of thrust augmentation switching-on, the oil supply quantity is required to be matched with the area of the spray pipe, and the accuracy of oil supply is important for thrust augmentation switching-on. The boosting oil connection amount wfa1 is generally designed according to the back pressure of the compressor and the total temperature of an inlet of an engine. The small bypass ratio engine needs to ensure reliable connection of boost at the left boundary of the high altitude, and because the inlet condition of the boost combustion chamber at the left boundary of the high altitude is relatively severe (pressure and temperature are low), and simultaneously, the designed oil quantity of boost ignition is low, the oil supply precision is poor, and the mismatching of the actual oil quantity of boost ignition and the inlet condition of the boost combustion chamber is easy to occur, so that the boost ignition is unreliable.

Disclosure of Invention

In order to solve the technical problem, the application provides an aircraft engine boosting ignition oil supply method and system, and the reliability of boosting ignition is realized through a boosting ignition asymptotic oil supply design method of the aircraft engine.

The application provides an aeroengine boosting ignition oil supply method in a first aspect, which comprises the following steps:

step S1, acquiring a design value Wf1 of fuel flow when ignition is carried out in an boosting ignition region;

step S2, determining a first oil supply K Wf1 during boost ignition according to the design value Wf1 and a preset first parameter K, and determining a second parameter K and a second oil supply K Wf1 according to the design value Wf1₂Determining the second oil supply K after the boost ignition is finished₂Wf1, whereinOne parameter K is less than the second parameter K₂And said second parameter K₂Greater than 1;

step S3, acquiring an aircraft engine boosting ignition oil supply instruction, and continuously supplying oil according to the first oil supply amount in a first set time period;

step S4, adjusting the oil supply amount from the first oil supply amount to the second oil supply amount in a second set time period.

Preferably, in step S1, the design value Wf1 of the fuel flow is determined by an engine component test, and the fuel flow when stable combustion is performed in the boost ignition region during the engine component test is the design value Wf 1.

Preferably, the determining the first oil supply amount before the boost ignition includes presetting a first parameter K, and the presetting includes:

step S21, determining the current state of the aero-engine, wherein the current state of the aero-engine comprises a slow car state corresponding to a relatively small throttle lever deflection angle and an engine rotating speed and an intermediate state corresponding to a relatively large throttle lever deflection angle and an engine rotating speed;

and step S22, if the current state of the aircraft engine is a slow-speed vehicle state, presetting the first parameter K as any value of 0.5-0.7, and if the current state of the aircraft engine is an intermediate state, presetting the first parameter K as any value of 0.9-1.

Preferably, the first set time period is taken from any value of 3 to 5 seconds, and the second set time period is taken from any value of 2 to 4 seconds.

Preferably, step S3 is preceded by:

acquiring the minimum oil supply quantity of the boosting ignition area;

if the first oil supply amount is lower than the minimum oil supply amount in the boosting ignition region, the minimum oil supply amount in the boosting ignition region is set as the first oil supply amount in step S3.

This application second aspect provides an aeroengine afterburning ignition oil feeding system, includes:

the design value acquisition module is used for acquiring a design value Wf1 of fuel flow when ignition is carried out in a boosting ignition region;

the fuel supply quantity calculating module is used for determining a first fuel supply quantity K Wf1 during boosting ignition according to the design value Wf1 and a preset first parameter K, and determining a second fuel supply quantity K Wf1 according to the design value Wf1 and a second parameter K₂Determining the second oil supply K after the boost ignition is finished₂Wf1, wherein the first parameter K is smaller than the second parameter K₂And said second parameter K₂Greater than 1;

the ignition oil supply module is used for obtaining an instruction for performing afterburning ignition oil supply on the aircraft engine and continuously supplying oil according to the first oil supply amount within a first set time period;

and the afterburning oil supply module is used for adjusting the oil supply from the first oil supply to the second oil supply within a second set time period.

Preferably, in the design value acquisition module, the design value Wf1 of the fuel flow is determined by an engine component test, and the fuel flow when stable combustion is performed in a boost ignition region in the engine component test process is the design value Wf 1.

Preferably, the fuel supply system further comprises a first parameter presetting module, configured to preset a first parameter K before determining a first fuel supply amount when performing boost ignition, where the first parameter presetting module includes:

the engine state acquisition unit is used for determining the current state of the aircraft engine, wherein the current state of the aircraft engine comprises a slow vehicle state corresponding to a relatively small throttle lever deflection angle and an engine rotating speed and an intermediate state corresponding to a relatively large throttle lever deflection angle and an engine rotating speed;

and the parameter assignment unit is used for presetting the first parameter K to be any value in 0.5-0.7 if the current state of the aero-engine is the slow-speed vehicle state, and presetting the first parameter K to be any value in 0.9-1 if the current state of the aero-engine is the intermediate state.

Preferably, the first set time period is taken from any value of 3 to 5 seconds, and the second set time period is taken from any value of 2 to 4 seconds.

Preferably, the fuel supply control system further includes a first fuel supply amount revision module, the first fuel supply amount revision module including:

a minimum oil supply amount acquisition unit for acquiring a minimum oil supply amount of the boost ignition region;

and a first oil supply amount judgment unit configured to set, in the ignition oil supply module, the minimum oil supply amount in the boost ignition region as the first oil supply amount if the first oil supply amount is lower than the minimum oil supply amount in the boost ignition region.

The method for designing the forced ignition asymptotic oil supply of the aircraft engine realizes linear increasing of the quantity of the forced ignition oil, is better matched with inlet conditions of a forced combustion chamber, reduces the influence of actual oil supply deviation on the forced ignition performance of the engine, and obviously improves the reliability of forced connection of the high-altitude left boundary of the aircraft engine.

Drawings

FIG. 1 is a schematic oil supply diagram of a preferred embodiment of the method for supplying oil by boosting ignition of an aircraft engine according to the application.

FIG. 2 is a schematic oil supply diagram of another preferred embodiment of the method for supplying oil by boosting ignition of an aircraft engine according to the 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 accompanying 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 embodiments of the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application, and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.

The application provides a boosting ignition oil supply method for an aircraft engine, which mainly comprises the following steps:

step S1, acquiring a design value Wf1 of fuel flow when ignition is carried out in an boosting ignition region;

step S2, determining a first oil supply K Wf1 during boost ignition according to the design value Wf1 and a preset first parameter K, and determining a second parameter K and a second oil supply K Wf1 according to the design value Wf1₂Determining the second oil supply K after the boost ignition is finished₂Wf1, wherein the first parameter K is smaller than the second parameter K₂And said second parameter K₂Greater than 1;

step S3, acquiring an aircraft engine boosting ignition oil supply instruction, and continuously supplying oil according to the first oil supply amount in a first set time period;

step S4, adjusting the oil supply amount from the first oil supply amount to the second oil supply amount in a second set time period.

In the present application, steps S3 and S4 actually provide a progressive fuel supply method, that is, the fuel supply during ignition is smaller than the fuel supply during stable combustion, fig. 1 shows the direct difference between the progressive fuel supply of the present application and the conventional fuel supply, in fig. 1, the abscissa is time, the ordinate is the fuel supply, the conventional fuel supply mode is that the fuel supply is kept unchanged in the boost ignition interval and the normal operating interval after ignition, and the fuel supply wfa1 at this time is the stable combustion fuel obtained by the boost combustion chamber component test. In the progressive oil supply mode, the oil supply quantity most favorable for ignition is selected in the ignition area to ensure the successful and reliable ignition, and the higher oil supply quantity is set in the stable working stage to realize the stout and stable flame.

In some alternative embodiments, in step S1, the design value Wf1 of the fuel flow is determined by engine component tests, and the fuel flow in the boost ignition region during the engine component tests is the design value Wf1 when stable combustion is performed.

In some alternative embodiments, said determining the first amount of oil supply at the time of boosting ignition includes presetting the first parameter K, and the presetting includes:

step S21, determining the current state of the aero-engine, wherein the current state of the aero-engine comprises a slow car state corresponding to a relatively small throttle lever deflection angle and an engine rotating speed and an intermediate state corresponding to a relatively large throttle lever deflection angle and an engine rotating speed;

and step S22, if the current state of the aircraft engine is a slow-speed vehicle state, presetting the first parameter K as any value of 0.5-0.7, and if the current state of the aircraft engine is an intermediate state, presetting the first parameter K as any value of 0.9-1.

The first parameter K is 0.6 in the slow vehicle state, the first parameter K is 1.0 in the intermediate state, and the second parameter K is₂The description will be given taking 1.2 as an example.

In fact, the value of the first parameter K is constrained to a certain extent, and the value of the first parameter K in the engine slow running state or the throttle state is different from the value of the first parameter K in the engine intermediate state when boost ignition is performed, aiming at different initial states. Fig. 2 gives a comparison of these two cases.

Referring to fig. 2, the upper half part is a schematic diagram of boost oil supply in a slow vehicle state or a throttle state, when boost ignition is performed in the slow vehicle state or the throttle state, acceleration is required to be performed first in a main engine state (n2 rotating speed), boost ignition is performed when the difference between the n2 rotating speed and the middle state n2 rotating speed reaches 10%, at the moment, the engine state is low, ignition is performed according to 0.6 time of designed oil quantity, when stable combustion is performed, the rotating speed reaches a rated state, and the designed oil quantity is 1.2 times of designed oil quantity to ensure that flames are robust and reliable. The criterion of the slow vehicle or the throttling state is as follows:

the throttle lever PLA (angle sensor) is more than or equal to the starting area (such as 10 degrees), PLA is less than the middle area (such as 65 degrees), and the slow vehicle rotating speed (such as 68 percent) is less than or equal to n2 and less than or equal to the middle rotating speed (such as 96 percent).

The lower half part of fig. 2 is a schematic diagram of boosting oil supply in the middle state, and when boosting ignition is performed in the middle state, the state (n2 rotating speed) of the main engine is equivalent to the boosting state, so that when boosting is switched on, the engine is in a high state, ignition is performed according to 1.0 time of designed oil quantity, stable combustion is maintained according to 1.2 times of designed oil quantity, and the robust and reliable flame is ensured. The criteria for the intermediate state are:

the throttle lever PLA is in the middle area, for example, PLA is more than or equal to 65 and less than or equal to 71n2, and the rotating speed is in a higher state, for example, n2 is more than or equal to 96%.

In some optional embodiments, the first set period of time is taken from any one of 3-5 s and the second set period of time is taken from any one of 2-4 s.

In some optional embodiments, step S3 is preceded by:

acquiring the minimum oil supply quantity of the boosting ignition area;

if the first oil supply amount is lower than the minimum oil supply amount in the boosting ignition region, the minimum oil supply amount in the boosting ignition region is set as the first oil supply amount in step S3.

The two embodiments described above limit the parameters, and the oil supply expression finally formed is as follows:

wherein, the slope of the linear transition when t is more than or equal to tk1 is as follows:

wherein, t₀For the second set time period, the value is generally 3s, t_k1The fuel flow rate of the boosting first area is set as Wfa1, wherein the first set time period is generally 3.4s, Wf1min is the minimum fuel supply amount of the boosting first area, 100kg/h is defaulted, Wf1 is the design value of the fuel flow rate of the boosting first area, and the Wfa1 is the fuel flow rate of the boosting first area determined by the application.

The method for designing the forced ignition asymptotic oil supply of the aircraft engine realizes linear increasing of the quantity of the forced ignition oil, is better matched with inlet conditions of a forced combustion chamber, reduces the influence of actual oil supply deviation on the forced ignition performance of the engine, and obviously improves the reliability of forced connection of the high-altitude left boundary of the aircraft engine.

The application provides in a second aspect an aeroengine boost ignition oil supply system corresponding to the above method, mainly comprising:

the design value acquisition module is used for acquiring a design value Wf1 of fuel flow when ignition is carried out in a boosting ignition region;

the fuel supply quantity calculating module is used for determining a first fuel supply quantity K Wf1 during boosting ignition according to the design value Wf1 and a preset first parameter K, and determining a second fuel supply quantity K Wf1 according to the design value Wf1 and a second parameter K₂Determining the second oil supply K after the boost ignition is finished₂Wf1, wherein the first parameter K is smaller than the second parameter K₂And said second parameter K₂Greater than 1;

the ignition oil supply module is used for obtaining an instruction for performing afterburning ignition oil supply on the aircraft engine and continuously supplying oil according to the first oil supply amount within a first set time period;

and the afterburning oil supply module is used for adjusting the oil supply from the first oil supply to the second oil supply within a second set time period.

In some alternative embodiments, the design value Wf1 of the fuel flow rate is determined by an engine component test in the design value acquisition module, and the fuel flow rate in the boost ignition region during the engine component test is the design value Wf1 when stable combustion is performed.

In some optional embodiments, the method further comprises presetting a first parameter K before determining the first oil supply amount at the time of boosting ignition, and the first parameter presetting module comprises:

the engine state acquisition unit is used for determining the current state of the aircraft engine, wherein the current state of the aircraft engine comprises a slow vehicle state corresponding to a relatively small throttle lever deflection angle and an engine rotating speed and an intermediate state corresponding to a relatively large throttle lever deflection angle and an engine rotating speed;

and the parameter assignment unit is used for presetting the first parameter K to be any value in 0.5-0.7 if the current state of the aero-engine is the slow-speed vehicle state, and presetting the first parameter K to be any value in 0.9-1 if the current state of the aero-engine is the intermediate state.

In some optional embodiments, the first set period of time is taken from any one of 3-5 s and the second set period of time is taken from any one of 2-4 s.

In some optional embodiments, further comprising a first oil supply revision module, the first oil supply revision module comprising:

a minimum oil supply amount acquisition unit for acquiring a minimum oil supply amount of the boost ignition region;

and a first oil supply amount judgment unit configured to set, in the ignition oil supply module, the minimum oil supply amount in the boost ignition region as the first oil supply amount if the first oil supply amount is lower than the minimum oil supply amount in the boost ignition region.

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.