CN110657991A - Surge monitoring method and surge monitoring system of aircraft engine - Google Patents
Surge monitoring method and surge monitoring system of aircraft engine Download PDFInfo
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Abstract
The invention aims to provide a surge monitoring method and a surge monitoring system of an aircraft engine. The method for monitoring the surge of the aircraft engine provided by the invention is characterized in that all maximum value points and all minimum value points in a plurality of sampling points are determined, and the maximum amplitude of the outlet pressure within the set time length is calculated according to the pressure difference value between all the maximum value points and all the minimum value points. The process of determining the maximum value point and the minimum value point can be realized through a comparison method, and the sampling process is not required to have higher sampling frequency, so the surge monitoring method of the aircraft engine provided by the invention can realize surge monitoring under low sampling frequency, and the requirement of data acquisition and storage is reduced. The surge monitoring system provided by the invention can realize surge monitoring under low sampling frequency, and reduces the requirement of data acquisition and storage.
Description
Technical Field
The invention relates to a surge monitoring method and a surge monitoring system of an aircraft engine.
Background
Surge of an aircraft engine refers to vibration of the engine under an abnormal condition that occurs when the flow rate is reduced to a certain extent.
The existing surge monitoring methods are basically to monitor parameters which may cause changes of engine surge, calculate quantitative indicators, and compare the indicators with set thresholds to judge whether surge occurs, for example, to monitor a pressure pulsation signal at an outlet of a compressor in a test run process.
The surge monitoring method for turbomachinery introduced in US6823254B2 is mainly to monitor the compressor outlet pressure, calculate the variance of a derivative of the compressor outlet pressure as the surge state indication, and compare with a threshold value to judge whether surge occurs. In this process, since the variance of the first derivative of the outlet pressure needs to be calculated, sampling with a higher frequency is required to ensure accuracy, which increases the cost of data acquisition and storage.
Disclosure of Invention
The invention aims to provide a surge monitoring method of an aircraft engine, which can realize surge monitoring under low sampling frequency and reduce the requirement of data acquisition and storage.
The invention also aims to provide a surge monitoring system which can realize surge monitoring at low sampling frequency and reduce the requirement of data acquisition and storage.
To achieve the purpose, the surge monitoring method of the aircraft engine is used for monitoring whether the aircraft engine generates surge or not, and comprises the following steps:
a. sampling the outlet pressure of the high-pressure compressor at a set sampling frequency within a set time length after oil supply combustion so as to obtain a plurality of sampling points of the outlet pressure;
b. determining all maximum value points and all minimum value points in the plurality of sampling points;
c. calculating the maximum amplitude of decrease of the outlet pressure within the set time length; on the premise that the minimum value points appear behind the maximum value points in time, the maximum value of the pressure difference values between all the maximum value points and all the minimum value points is the maximum amplitude reduction;
d. and comparing the maximum amplitude reduction with a set first threshold value, and judging whether the aircraft engine generates surge according to the comparison result.
In one embodiment, the fuel flow rate reduction is calculated within a set time period; if the reduction amplitude of the fuel flow is smaller than a set second threshold value, and the maximum reduction amplitude is larger than or equal to a set first threshold value, judging that the aircraft engine generates surge, otherwise, judging that the aircraft engine does not generate surge.
In one embodiment, the set length of time is 1 second and the set sampling frequency is 50 hz.
In one embodiment, if the reduction of the fuel flow is smaller than a set second threshold value, determining that the aircraft engine is not cut; otherwise, judging that the aircraft engine cuts oil.
In one embodiment, before sampling, validity judgment is carried out on the pressure signal to be sampled so as to eliminate the abnormal signal.
The surge monitoring system of the aircraft engine comprises an engine monitoring unit and a high-pressure compressor outlet pressure sensor, wherein the high-pressure compressor outlet pressure sensor is used for detecting the outlet pressure of a high-pressure compressor and sending a pressure signal of the outlet pressure to the engine monitoring unit; the engine monitoring unit is arranged to sample the pressure signal at a set sampling frequency for a set length of time to obtain a plurality of sampling points of the outlet pressure; the engine monitoring unit is further configured to determine all maxima and all minima points in the plurality of sampling points; the engine monitoring unit is further arranged to calculate a maximum decrease in the outlet pressure over the set length of time; on the premise that the minimum value points appear behind the maximum value points in time, the maximum value of the pressure difference values between all the maximum value points and all the minimum value points is the maximum amplitude reduction; the engine monitoring unit is further configured to compare the maximum amplitude of decrease with a set first threshold value and determine whether the aircraft engine has surged according to the comparison result.
In one embodiment, the surge monitoring system of the aircraft engine further comprises a fuel flow sensor for detecting fuel flow of the aircraft engine and sending a flow signal of the fuel flow to the engine monitoring unit; the engine monitoring unit is arranged to calculate the fuel flow rate reduction from the flow signal for a set length of time; if the reduction amplitude of the fuel flow is smaller than a set second threshold value, and the maximum reduction amplitude is larger than or equal to a set first threshold value, judging that the aircraft engine generates surge, otherwise, judging that the aircraft engine does not generate surge.
In one embodiment, the engine monitoring unit comprises a signal validity judging section configured to make validity judgments on the pressure signal and the flow signal before sampling to eliminate an abnormal signal.
In one embodiment, the high pressure compressor outlet pressure sensor and the fuel flow sensor are both onboard sensors.
In one embodiment, the pressure signal and the flow signal are both analog signals, and the engine monitoring unit is configured to convert the analog signals to digital signals.
The positive progress effects of the invention are as follows: the invention provides a surge monitoring method of an aircraft engine, which is characterized in that the maximum amplitude of outlet pressure in the set time length is calculated by determining all maximum value points and all minimum value points in a plurality of sampling points and by the pressure difference between all maximum value points and all minimum value points. The process of determining the maximum value point and the minimum value point can be realized through a comparison method, and the sampling process is not required to have higher sampling frequency, so the surge monitoring method of the aircraft engine provided by the invention can realize surge monitoring under low sampling frequency, and the requirement of data acquisition and storage is reduced. The surge monitoring system provided by the invention can realize surge monitoring under low sampling frequency, and reduces the requirement of data acquisition and storage.
Drawings
The above and other features, properties and advantages of the present invention will become more apparent from the following description of the embodiments with reference to the accompanying drawings, in which:
FIG. 1 is a schematic illustration of an aircraft engine;
FIG. 2 is a graph showing the variation trend of the outlet pressure during the trial run of the aircraft engine;
FIG. 3 is an enlarged view at M in FIG. 2;
FIG. 4 is a flow chart of oil cut determination in one embodiment of the present invention;
FIG. 5 is a flow chart of a method of surge monitoring of an aircraft engine in accordance with an embodiment of the present invention;
FIG. 6 is a schematic view of a surge monitoring system for an aircraft engine in accordance with an embodiment of the present invention.
Detailed Description
The present invention is further described in the following description with reference to specific embodiments and the accompanying drawings, wherein the details are set forth in order to provide a thorough understanding of the present invention, but it is apparent that the present invention can be embodied in many other forms different from those described herein, and it will be readily appreciated by those skilled in the art that the present invention can be implemented in many different forms without departing from the spirit and scope of the invention.
The following discloses embodiments or examples of various implementations of the subject technology. Specific examples of components and arrangements are described below to simplify the present disclosure, but these are merely examples and do not limit the scope of the invention. For example, if a first feature is formed over or on a second feature described later in the specification, this may include embodiments in which the first and second features are formed in direct contact, and may also include embodiments in which additional features are formed between the first and second features, such that the first and second features may not be in direct contact. Additionally, reference numerals and/or letters may be repeated among the various examples throughout this disclosure. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. Further, when a first element is described as being coupled or coupled to a second element, the description includes embodiments in which the first and second elements are directly coupled or coupled to each other, as well as embodiments in which one or more additional intervening elements are added to indirectly couple or couple the first and second elements to each other.
It should be noted that fig. 1-6 are exemplary only, are not drawn to scale, and should not be construed as limiting the scope of the invention as actually claimed.
A typical aircraft engine is constructed as shown in fig. 1, and has, in sequence, in the axial flow direction a of the air flow, a low pressure stage comprising a fan 1 and a booster stage 2; a high pressure compressor 3 to compress the air flow entering the core engine; a combustion chamber 4 in which a mixture of fuel and compressed air is combusted to generate a flow of propulsion air; the high-pressure turbine 5 and the low-pressure turbine 6 are rotated by the propulsion airflow and drive the high-pressure compressor and the fan boosting stage through a high-pressure shaft 8 and a low-pressure shaft 9 respectively; and the tail nozzle 7 is used for ejecting the turbine outlet gas flow at high speed.
When the aircraft engine enters a stall and surge working condition, high-pressure gas at the outlet of the high-pressure compressor has a backflow and backwash trend, so that the pressure ratio and the air flow rate are suddenly reduced, the efficiency is reduced, the rotating speed of an engine rotor is suddenly reduced, the exhaust temperature is suddenly increased and the like, the symptoms are reflected in corresponding sensor monitoring signals, the sensors comprise a high-pressure compressor outlet pressure sensor and a fuel flow sensor, and the sensor monitoring signals can be received and sampled by an engine monitoring unit.
The method for monitoring the surge of the aircraft engine can realize online monitoring of the surge of the aircraft engine by utilizing the existing airborne measuring points under the condition of not increasing measuring points.
The surge monitoring method of the aircraft engine comprises the following steps:
a. within a set time length after fuel supply combustion, the outlet pressure P of the high-pressure compressor is measured at a set sampling frequency fsSampling is carried out to obtain an outlet pressure PsA plurality of sampling points;
b. determining all maximum value points and all minimum value points in the plurality of sampling points;
c. calculating the outlet pressure PsThe maximum amplitude of decrease Δ P within a set length of time; on the premise that the minimum value points appear behind the maximum value points in time, the maximum value of the pressure difference values between all the maximum value points and all the minimum value points is the maximum amplitude reduction delta P;
d. the maximum amplitude reduction Delta P is compared with a set first threshold value DaAnd comparing, and judging whether the aircraft engine generates surge according to the comparison result.
The sampling process in step a can be realized by matching the outlet pressure sensor of the high-pressure compressor with the engine monitoring unit, and the specific signal transmission process is described later. The set time length in step a may be, but is not limited to, 1 second, and the set sampling frequency f may be, but is not limited to, 50 hz. The greater the sampling frequency f, the greater the number of sampling points obtained, the closer the outlet pressure P can be madesTrend of change in a set time period after fuel combustion. In one embodiment, the outlet pressure PsThe trend over time is shown in fig. 2.
The outlet pressure P is measured for a set time duration of 1 second and a set sampling frequency f of 50 HzsThe sampling process of (a): determining 50 outlet pressures P … … within a certain time span of 1 second after fuel combustion, such as 0 to 1 second, 0.02 second to 1.02 second, 0.04 second to 1.04 secondsThe 50 sampling points with a time interval of 0.02 second between each sampling point can be respectively P1、P2、P3……P50Each sample point represents the outlet pressure P at the corresponding instantsThe value of (c).
In step b, all the maximum points and all the minimum points in the plurality of sampling points may be determined by way of comparison. Specifically, for sampling points except for the first sampling point and the last sampling point, the sampling points are respectively compared with the adjacent front sampling point and the adjacent rear sampling point, and if the value of the sampling point is greater than the adjacent front sampling point and the adjacent rear sampling point, the sampling point is considered as a maximum value point; and if the value of the sampling point is smaller than the two adjacent front and rear sampling points, the sampling point is considered as a minimum value point. For example, for sample point P2Can be respectively connected with P1And P3Is compared if P2Is greater than P1And is greater than P3Then, consider P2Is a maximum point; if P2Is less than P1And is smallIn P3Then, consider P2Is a minimum point.
For the first sampling point and the last sampling point, only one sampling point adjacent to the first sampling point can be compared, and if the value of the sampling point is greater than that of one sampling point adjacent to the first sampling point, the sampling point is considered as a maximum value point; if the value of the sampling point is smaller than the value of an adjacent sampling point, the sampling point is considered as a minimum value point. For example, for sample point P1Can be combined with P2Making a comparison if P1Is greater than P2Then, consider P1Is the maximum point, if P1Is less than P2Then, consider P1Is a minimum point.
All the maximum points and all the minimum points determined according to the above method may have a case where the minimum point is temporally located before the maximum point, as shown in fig. 3, a1, A, C are maximum points, B1, B2, B are minimum points, wherein the minimum point B1 appears before the maximum point a. In step c, assuming that the minimum point appears after the maximum point in time, it is necessary to ensure that the minimum point is located behind the maximum point in time when a difference is made between a certain maximum point and a certain minimum point, for example, the maximum point a can only be subtracted from the minimum points B2 and B, but not from the minimum point B1.
In fig. 3, the pressure difference values between all the maximum values and all the minimum values include the pressure difference value between the maximum value point a1 and the minimum value point B1, the pressure difference value between the maximum value point a and the minimum value point B2, the pressure difference value between the maximum value point a and the minimum value point B, and the like, and as can be seen from fig. 3, the pressure difference value between the maximum value point a and the minimum value point B is the largest, and the largest pressure difference value is the outlet pressure PsThe maximum drop Δ P over a set length of time. It should be noted that fig. 3 only shows a part of the maximum value points and a part of the minimum value points.
In step D, a first threshold value D is setaThe characteristic of the aero-engine can be set according to actual conditions. In one embodiment, as shown in fig. 5, if the maximum amplitude Δ P is smaller than the set first threshold DaThen judgeAnd determining that the aircraft engine does not surge. If the maximum amplitude Δ P is greater than or equal to the set first threshold DaThen the next decision is made, which may be to decide whether the aircraft engine is cut (oil cut is a term of art commonly used in the art, meaning that fuel supply is cut). Outlet pressure P of high-pressure compressor when engine cuts oilsAnd drops sharply as shown in figure 3 after point C. The oil-cut judgment will be described later in detail.
Outlet pressure P within a set time period after combustion of a fuel supplysAfter the maximum amplitude Δ P of the decrease is calculated, the outlet pressure P can be continuedsThe calculation is performed once per sampling point. The sampling interval is the inverse of the sampling frequency f. Taking the set time length of 1 second and the set sampling frequency f of 50 hz as an example, the time period corresponding to each 50 consecutive sampling points may be 0 to 1 second, 0.02 to 1.02 seconds, 0.04 to 1.04 seconds … …, and so on.
Outlet pressure P during a set time period after calculation of fuel combustionsIn the process of maximum amplitude reduction delta P, because the maximum value point and the minimum value point are bound to exist in a plurality of sampling points, the process of determining the maximum value point and the minimum value point can be realized through the comparison process, and the sampling process is not required to have higher sampling frequency, so that the surge monitoring method of the aircraft engine can realize surge monitoring under the low sampling frequency, and the requirement of data acquisition and storage is reduced.
Since the oil cut-off process of an aircraft engine can interfere with surge monitoring, the outlet pressure P is determinedsIs greater than or equal to a set first threshold value DaIn time, oil-cut judgment can be introduced to improve the accuracy of surge monitoring.
With continued reference to FIG. 5, when the outlet pressure P is reachedsIs greater than or equal to a set first threshold value DaAnd (4) performing oil cutting judgment, if the engine does not cut oil, judging that the aircraft engine surges, and otherwise, judging that the aircraft engine does not surge.
The process of oil cut judgment introduces fuel flowAs a parameter. As shown in FIG. 4, the fuel flow W is calculated for a set length of timefThe reduced amplitude Δ f of (d); if the fuel flow WfIs smaller than a set second threshold value DbJudging that the engine is not cut oil; if the fuel flow WfIs greater than or equal to a set second threshold value DbAnd judging that the engine cuts oil. Set second threshold DbThe characteristic of the aero-engine can be set according to actual conditions.
With continued reference to fig. 5, before sampling, validity judgment is performed on the pressure signal to be sampled to eliminate the abnormal signal. In one embodiment, the slope and extremum method may be used to determine the validity of the pressure signal to be sampled.
Referring to fig. 6, a surge monitoring system for an aircraft engine includes an engine monitoring unit and a high pressure compressor outlet pressure sensor for detecting an outlet pressure P of the high pressure compressorsAnd sends the outlet pressure P to the engine monitoring unitsThe pressure signal of (a); the engine monitoring unit is arranged to sample the pressure signal at a set sampling frequency f for a set length of time to obtain an outlet pressure PsA plurality of sampling points; the engine monitoring unit is further configured to determine all maximum points and all minimum points in the plurality of sampling points; the engine monitoring unit is further arranged to calculate an outlet pressure PsThe maximum amplitude of decrease Δ P within a set length of time; on the premise that the minimum value points appear behind the maximum value points in time, the maximum value of the pressure difference values between all the maximum value points and all the minimum value points is the maximum amplitude reduction delta P; the engine monitoring unit is further arranged to compare the maximum reduction Δ P with a set first threshold value DaAnd comparing, and judging whether the aircraft engine generates surge according to the comparison result.
The process of determining the maximum and minimum points, assuming that the minimum point occurs after the maximum point in time, and the specific meaning of the maximum value of the pressure difference can be referred to as described above.
With continued reference to FIG. 6, a surge monitoring system for an aircraft engineThe system also comprises a fuel flow sensor for detecting the fuel flow W of the aircraft enginefAnd sends the fuel flow W to the engine monitoring unitfThe flow rate signal of (a); the engine monitoring unit is arranged to calculate the fuel flow W from the flow signal for a set length of timefThe reduced amplitude Δ f of (d); if the fuel flow WfIs smaller than a set second threshold value DbAnd the maximum amplitude of decrease delta P is greater than or equal to a set first threshold value DaJudging that the aircraft engine generates surge, otherwise, judging that the aircraft engine does not generate surge.
The engine monitoring unit comprises a signal validity judging part which is set to carry out validity judgment on the pressure signal and the flow signal before sampling so as to eliminate the abnormal signal. The abnormal signal may be generated by the own pressure fluctuation and the external disturbance.
The high-pressure compressor outlet pressure sensor and the fuel flow sensor are both airborne sensors. The pressure signal and the flow signal are both analog signals and the engine monitoring unit is arranged to convert the analog signals to digital signals. And after the engine monitoring unit finishes the signal A/D conversion and the calibration conversion, starting to execute a surge monitoring algorithm to realize surge monitoring.
Although the present invention has been described with reference to the preferred embodiments, it is not intended to limit the present invention, and those skilled in the art can make modifications and variations without departing from the spirit and scope of the present invention.
Claims (10)
1. A surge monitoring method of an aircraft engine is used for monitoring whether the aircraft engine generates surge or not, and is characterized by comprising the following steps:
a. the outlet pressure (P) of the high-pressure compressor is measured at a set sampling frequency (f) for a set period of time after the combustion of the fuels) Sampling is carried outTo obtain said outlet pressure (P)s) A plurality of sampling points;
b. determining all maximum value points and all minimum value points in the plurality of sampling points;
c. calculating the outlet pressure (P)s) A maximum drop (Δ P) over the set length of time; wherein, on the premise that the minimum value points appear after the maximum value points in time, the maximum value of the pressure difference values between all the maximum value points and all the minimum value points is the maximum reduction amplitude (Δ P);
d. the maximum amplitude reduction (delta P) is compared with a first set threshold value (D)a) And comparing, and judging whether the aircraft engine generates surge according to the comparison result.
2. Method for monitoring the surge of an aircraft engine according to claim 1, characterized in that the fuel flow (W) is calculated for a set length of timef) The drop amplitude (Δ f); if the fuel flow rate (W)f) Is less than a set second threshold value (D)b) And the maximum amplitude reduction (Δ P) is greater than or equal to the first threshold (D) seta) Judging that the aircraft engine generates surge, otherwise, judging that the aircraft engine does not generate surge.
3. A method of monitoring surge in an aircraft engine according to claim 1, wherein said set length of time is 1 second and said set sampling frequency (f) is 50 hz.
4. Method for monitoring the surge of an aircraft engine according to claim 2, characterized in that said fuel flow (W) is determined if it is the samef) Is less than a set second threshold value (D)b) Judging that the aircraft engine is not cut oil; otherwise, judging that the aircraft engine cuts oil.
5. The method of monitoring surge in an aircraft engine of claim 1, wherein the pressure signal to be sampled is subjected to a validity determination prior to sampling to eliminate abnormal signals.
6. A surge monitoring system for an aircraft engine comprising an engine monitoring unit and a high pressure compressor outlet pressure sensor for detecting the outlet pressure (P) of the high pressure compressors) And sending said outlet pressure (P) to said engine monitoring units) The pressure signal of (a);
characterized in that the engine monitoring unit is arranged to sample the pressure signal at a set sampling frequency (f) for a set length of time to obtain the outlet pressure (P)s) A plurality of sampling points; the engine monitoring unit is further configured to determine all maxima and all minima points in the plurality of sampling points; the engine monitoring unit is further arranged to calculate the outlet pressure (P)s) A maximum drop (Δ P) over the set length of time; wherein, on the premise that the minimum value points appear after the maximum value points in time, the maximum value of the pressure difference values between all the maximum value points and all the minimum value points is the maximum reduction amplitude (Δ P); the engine monitoring unit is further arranged to compare the maximum reduction (Δ P) with a set first threshold value (D)a) And comparing, and judging whether the aircraft engine generates surge according to the comparison result.
7. The surge monitoring system for an aircraft engine according to claim 6, further comprising a fuel flow sensor for detecting a fuel flow (W) of the aircraft enginef) And sends a fuel flow (W) to the engine monitoring unitf) The flow rate signal of (a);
the engine monitoring unit is arranged to calculate the fuel flow (W) from the flow signal for a set length of timef) The drop amplitude (Δ f); if the fuel flow rate (W)f) Is less than a set second threshold value (D)b) And the maximum amplitude reduction (Δ P) is greater than or equal to the first threshold (D) seta)，Judging that the aircraft engine generates surge, otherwise, judging that the aircraft engine does not generate surge.
8. The surge monitoring system for an aircraft engine according to claim 7, wherein said engine monitoring unit comprises a signal validity determination section configured to make validity determinations on said pressure signal and said flow signal before sampling to eliminate abnormal signals.
9. The aircraft engine surge monitoring system of claim 7, wherein the high pressure compressor outlet pressure sensor and the fuel flow sensor are each airborne sensors.
10. The aircraft engine surge monitoring system of claim 7, wherein said pressure signal and said flow signal are both analog quantity signals, said engine monitoring unit being configured to convert said analog quantity signals to digital signals.
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| CN112550758A (en) * | 2020-12-03 | 2021-03-26 | 中国航发沈阳发动机研究所 | Method for obtaining actual performance of each part of engine under complete machine condition |
| CN113495001A (en) * | 2020-04-02 | 2021-10-12 | 中国航发商用航空发动机有限责任公司 | Device and method for measuring entrainment flow ratio of disk cavity of gas compressor |
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