Methods, systems, equipment, and media for monitoring the operating status of turboshaft engines

Abstract

This invention discloses a method, system, equipment, and medium for monitoring the operating status of a turboshaft engine. The method converts the gas generator speed and turbine inlet temperature into output torque, calculates the remaining torque for different flight conditions, and displays it on a helicopter. This reduces the parameters the pilot needs to monitor, simplifying the flight status assessment process. Furthermore, the pilot can intuitively understand how much power the engine can still produce, providing accurate reference for subsequent flight operations. In addition, by first fitting a mapping relationship based on a large amount of bench test data and then correcting the mapping relationship using output torque installation loss, a mapping relationship under actual engine installation flight conditions is obtained, which more closely reflects the actual flight conditions and ensures the accuracy of the mapping relationship. Moreover, bench testing is less costly and complex than installation testing, which helps reduce testing complexity and cost.

Description

Technical Field

[0001] This invention relates to the field of engine condition monitoring technology, and in particular to a method and system for monitoring the operating condition of a turboshaft engine, electronic equipment, and a computer-readable storage medium. Background Technology

[0002] When a turboshaft engine is installed and in flight, its operating status is generally divided into emergency status, takeoff status, maximum continuous status and slow-speed status. These statuses are generally determined by a combination of gas generator speed (NG), turbine inlet temperature (T45), torque (MKP), etc., as shown in Table 1. The values ​​in Table 1 are only examples.

[0003] Table 1. Engine Status Definition Table

[0004]

[0005] The operating status of a turboshaft engine is related to the loads on its structural components (including aerodynamic loads, centrifugal loads, and thermal loads), affecting the engine's operational safety and lifespan. Therefore, pilots need to monitor these statuses to ensure flight safety. Current engine operating status monitoring methods involve the engine control system sending real-time collected parameters such as NG, T45, and MKP to the helicopter's integrated display. The pilot then determines the engine's current status based on the displayed values ​​and the engine status definition table (Table 1). Therefore, the pilot needs to simultaneously monitor three parameters and compare them with the status definition table to determine the engine's operating status, a complex process prone to human error. Furthermore, the real-time collected parameters do not provide a direct visual indication of how much power the engine can still generate, making it difficult to accurately guide subsequent flight operations. Summary of the Invention

[0006] This invention provides a method and system for monitoring the operating status of a turboshaft engine, electronic equipment, and a computer-readable storage medium. It reduces the parameters that pilots need to pay attention to, simplifies the process of judging flight status, and allows pilots to intuitively understand how much power the engine can still generate, providing accurate reference for subsequent flight operations.

[0007] According to one aspect of the present invention, a method for monitoring the operating status of a turboshaft engine is provided, comprising the following:

[0008] Under engine bench conditions, a first mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and gas generator speed was established, as well as a second mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and turbine inlet temperature.

[0009] The engine output torque loss is obtained, and combined with the first and second mapping relationships, a third mapping relationship is obtained between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and gas generator speed under engine installation conditions, as well as a fourth mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and turbine inlet temperature.

[0010] Based on the third and fourth mapping relationships, the gas generator speed limit and turbine inlet temperature limit of the engine under different operating conditions are converted into output torque limit values, and the maximum torque that the engine is allowed to output under different operating conditions is determined.

[0011] The engine's current measured output torque is obtained, and combined with the maximum allowable output torque under different operating conditions, the remaining torque of the engine under different operating conditions is calculated and then sent to the helicopter for display.

[0012] Furthermore, the process of converting the gas generator speed limit and turbine inlet temperature limit of the engine under different operating conditions into output torque limit values ​​based on the third and fourth mapping relationships, and determining the maximum allowable output torque of the engine under different operating conditions, includes the following:

[0013] Based on the turboshaft engine state definition table, determine the gas generator speed limit, turbine inlet temperature limit, and torque limit of the engine under different operating conditions;

[0014] For any operating state, the first output torque limit value is calculated based on the gas generator speed limit value and the third mapping relationship, the second output torque limit value is calculated based on the turbine inlet temperature limit value and the fourth mapping relationship, and the torque limit value in the state definition table is used as the third output torque limit value.

[0015] Based on the first output torque limit value, the second output torque limit value, and the third output torque limit value, the maximum torque that the turboshaft engine is allowed to output under this operating condition is determined.

[0016] Furthermore, the smallest of the first output torque limit value, the second output torque limit value, and the third output torque limit value is taken as the maximum allowable output torque value under this operating state.

[0017] Furthermore, the first mapping relationship is as follows:

[0018] MKP 1n = (A1×T0+A2×V+A3)×NG+(A4×T0+A5×V+A6)×P0+A7×T0+A8×V+A9;

[0019] The second mapping relationship is:

[0020] MKP 1t =(B1×T0+B2×V+B3)×T 45 + (B4×T0+B5×V+B6)×P0+B7×T0+B8×V+B9;

[0021] Among them, MKP 1n MKP represents the output torque of a turboshaft engine under different atmospheric conditions and different gas generator speeds. 1t This indicates the output torque of the turboshaft engine under different atmospheric conditions and different turbine inlet temperatures. T0 represents the ambient atmospheric temperature, V represents the flight Mach number, P0 represents the ambient atmospheric pressure, NG represents the gas generator speed, and T... 45 Indicates the turbine inlet temperature, A i and B i Let i represent the fitting parameters, i=1,2,…,9.

[0022] Furthermore, when obtaining the engine's output torque installation loss, the output torque installation loss data under different atmospheric conditions are first obtained, and then the fifth mapping relationship between the output torque installation loss and the ambient atmospheric temperature, ambient atmospheric pressure, and flight Mach number is obtained by fitting.

[0023] Furthermore, the fifth mapping relationship is as follows:

[0024] θ=(C1×T0+C2×P0)×V+C3×T0+C4×P0+C5;

[0025] Where θ represents the installed output torque loss, T0 represents the ambient atmospheric temperature, V represents the flight Mach number, P0 represents the ambient atmospheric pressure, and C i Let i represent the fitting parameters, i = 1, 2, ..., 5.

[0026] Furthermore, for multi-engine helicopters, after calculating the remaining torque of each engine for different operating states, for the same operating state, the engine with the smallest remaining torque among multiple engines is selected and sent to the helicopter for display.

[0027] In addition, the present invention also provides an operating status monitoring system for a turboshaft engine, comprising:

[0028] The bench test module is used to establish a first mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and gas generator speed under engine bench conditions, as well as a second mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and turbine inlet temperature.

[0029] The installation test module is used to obtain the engine's output torque installation loss, and combined with the first and second mapping relationships, to obtain the third mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and gas generator speed under engine installation conditions, as well as the fourth mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and turbine inlet temperature.

[0030] The maximum torque calculation module is used to convert the gas generator speed limit and turbine inlet temperature limit of the engine under different operating conditions into the output torque limit value based on the third mapping relationship and the fourth mapping relationship, and to determine the maximum torque that the engine can output under different operating conditions.

[0031] The remaining torque calculation module is used to obtain the current measured output torque of the engine, and combined with the maximum allowable output torque under different operating conditions, calculate the remaining torque of the engine for different operating conditions, and then send the remaining torque of the engine for different operating conditions to the helicopter for display.

[0032] In addition, the present invention also provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and the processor executes the steps of the method described above by calling the computer program stored in the memory.

[0033] In addition, the present invention provides a computer-readable storage medium for storing a computer program for monitoring the operating status of a turboshaft engine, wherein the computer program executes the steps of the method described above when run on a computer.

[0034] The present invention has the following beneficial effects:

[0035] The turboshaft engine operation status monitoring method of the present invention utilizes a third mapping relationship between the engine's output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and gas generator speed under the engine's installed conditions, as well as a fourth mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and turbine inlet temperature. This method converts the gas generator speed limit and turbine inlet temperature limit values ​​under different engine operating conditions into output torque limit values, and determines the maximum allowable output torque of the engine under different operating conditions. This allows for the calculation of the engine's remaining torque for different operating conditions. Because the gas generator speed and turbine inlet temperature are converted into output torque, and the remaining torque for different flight conditions is calculated, the number of parameters that the pilot needs to monitor is reduced, making the flight status judgment process simple and clear. Furthermore, the pilot can intuitively understand how much power the engine can still generate, providing an accurate reference for subsequent flight operations. In addition, by first fitting the mapping relationship based on a large amount of bench test data and then correcting the mapping relationship using the output torque installation loss, the mapping relationship under the actual installation and flight conditions of the engine is obtained, which is closer to the actual flight state and ensures the accuracy of the mapping relationship. Moreover, the cost and complexity of bench testing are less than those of installation testing, which helps to reduce the complexity and cost of testing.

[0036] In addition, the turboshaft engine operation status monitoring system of the present invention also has the above-mentioned advantages.

[0037] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0038] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0039] Figure 1 This is a flowchart illustrating a preferred embodiment of the turboshaft engine operation status monitoring method of this application;

[0040] Figure 2 yes Figure 1 A schematic diagram of the sub-process of step S3;

[0041] Figure 3 This is a schematic diagram of the module structure of a turboshaft engine operation status monitoring system according to another embodiment of this application. Detailed Implementation

[0042] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0043] Reference Figure 1 A preferred embodiment of this application provides a method for monitoring the operating status of a turboshaft engine, including the following:

[0044] Step S1: Under engine bench conditions, establish a first mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and gas generator speed, and a second mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and turbine inlet temperature.

[0045] Step S2: Obtain the engine's output torque installation loss, and combine the first and second mapping relationships to obtain the third mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and gas generator speed under engine installation conditions, as well as the fourth mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and turbine inlet temperature.

[0046] Step S3: Based on the third and fourth mapping relationships, convert the gas generator speed limit and turbine inlet temperature limit of the engine under different operating conditions into output torque limit values, and determine the maximum torque that the engine can output under different operating conditions;

[0047] Step S4: Obtain the current measured output torque of the engine, and calculate the remaining torque of the engine for different operating states in combination with the maximum allowable output torque under different operating states. Then, send the remaining torque of the engine for different operating states to the helicopter for display.

[0048] It is understood that the turboshaft engine operation status monitoring method of this embodiment utilizes the third mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and gas generator speed under engine installation conditions, as well as the fourth mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and turbine inlet temperature. This converts the gas generator speed limit and turbine inlet temperature limit values ​​under different engine operating conditions into output torque limit values, and determines the maximum allowable output torque of the engine under different operating conditions. Thus, the remaining torque of the engine corresponding to different operating conditions can be calculated. Since the gas generator speed and turbine inlet temperature are converted into output torque, and the remaining torque corresponding to different flight conditions is calculated, the number of parameters that the pilot needs to pay attention to is reduced, making the flight status judgment process simple and clear. Furthermore, the pilot can intuitively understand how much power the engine can still generate, providing an accurate reference for subsequent flight operations. In addition, by first fitting the mapping relationship based on a large amount of bench test data and then correcting the mapping relationship using the output torque installation loss, the mapping relationship under the actual installation and flight conditions of the engine is obtained, which is closer to the actual flight state and ensures the accuracy of the mapping relationship. Moreover, the cost and complexity of bench testing are less than those of installation testing, which helps to reduce the complexity and cost of testing.

[0049] In step S1, under engine bench conditions, the overall engine performance parameters under different atmospheric conditions are recorded. These parameters include gas generator speed, turbine inlet temperature, and output torque. Then, based on the overall engine performance parameter data under different atmospheric conditions, a first mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and gas generator speed, and a second mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and turbine inlet temperature are fitted. The first mapping relationship is as follows:

[0050] MKP 1n =f1(T0,P0,V,NG)=A1×T0+A2×V+A3)×NG+(A4×T0+A5×V+A6)×P0+A7×T0+A8×V+A9;

[0051] The second mapping relationship is:

[0052] MKP 1t = f2(T0,P0,V,T 45 ) = (B1×T0 + B2×V + B3)×T 45 + (B4×T0+B5×V+B6)×P0+B7×T0+B8×V+B9;

[0053] Among them, MKP 1nThis indicates the output torque of the turboshaft engine under different atmospheric conditions and different gas generator speeds under bench testing conditions. MKP 1t This represents the output torque of a turboshaft engine under different atmospheric conditions and turbine inlet temperatures under test conditions. T0 represents the ambient atmospheric temperature, V represents the flight Mach number, P0 represents the ambient atmospheric pressure, NG represents the gas generator speed, and T... 45 Indicates the turbine inlet temperature, A i and B i Let i represent the fitting parameters, i=1,2,…,9, which are obtained by fitting data. The specific parameter fitting process is existing technology and will not be elaborated here. For example, the least squares method can be used for fitting.

[0054] Optionally, engine performance parameters under different atmospheric conditions can be obtained through high-altitude performance tests on a test bench, or through test bench simulation using engine models. These different atmospheric conditions must correspond to the engine's flight envelope; for example, the ambient atmospheric temperature T0 typically ranges from -50°C to 55°C, the ambient atmospheric pressure P0 typically ranges from 0.04 MPa to 0.1 MPa, and the flight Mach number V typically ranges from 0 to 0.4.

[0055] In addition, in step S2, the output torque loss under different atmospheric conditions is recorded through flight tests. That is, the ratio between the output torque under installed conditions and the output torque under test conditions under the same atmospheric conditions can be expressed as MKP2 = θ × MKP1, where MKP1 represents the output torque under test conditions, MKP2 represents the output torque under installed conditions, and θ represents the output torque loss, typically ranging from 0.8 to 1.1. The output torque loss under different atmospheric conditions can be obtained through interpolation analysis based on test data from typical points, or through engine model simulation. Then, combining the first and second mapping relationships, a third mapping relationship can be obtained between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and gas generator speed under installed conditions, as well as a fourth mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and turbine inlet temperature. The third mapping relationship can be expressed as: MKP 2n =θ×MKP 1n =θ×f1(T0,P0,V,NG), the fourth mapping relation can be expressed as: MKP 2t =θ×MKP 1t =θ×f2(T0,P0,V,T 45 ), of which MKP 2nThis indicates the output torque of a turboshaft engine under different atmospheric conditions and different gas generator speeds, as specified in MKP. 2t This indicates the output torque of a turboshaft engine under different atmospheric conditions and different turbine inlet temperatures, provided the engine is installed.

[0056] It is understandable that this application first obtains the mapping relationship based on a large amount of bench test data, and then corrects the mapping relationship by using the output torque installation loss, thereby obtaining the mapping relationship under the actual installation and flight conditions of the engine, which is more in line with the actual flight state and ensures the accuracy of the mapping relationship. Moreover, the cost and complexity of bench testing are less than those of installation testing, which helps to reduce the complexity and cost of testing.

[0057] Optionally, when obtaining the engine's output torque installation loss, first acquire the output torque installation loss data under different atmospheric conditions, and then fit a fifth mapping relationship between the output torque installation loss and ambient atmospheric temperature, ambient atmospheric pressure, and flight Mach number. The fifth mapping relationship is as follows:

[0058] θ=(C1×T0+C2×P0)×V+C3×T0+C4×P0+C5;

[0059] Where θ represents the installed output torque loss, T0 represents the ambient atmospheric temperature, V represents the flight Mach number, P0 represents the ambient atmospheric pressure, and C i The fitting parameters are represented by i=1,2,…,5. The specific parameter fitting process is existing technology and will not be described in detail here.

[0060] It is understood that this application takes into account that the output torque installation loss is mainly related to atmospheric conditions. Therefore, after obtaining the output torque installation loss under different atmospheric conditions, the mapping relationship between the output torque installation loss and atmospheric conditions is obtained by data fitting, so as to quickly and accurately calculate the corresponding output torque installation loss under different atmospheric conditions, thereby improving the adaptability of the algorithm.

[0061] Furthermore, step S2 has already corrected the mapping relationship under test conditions using the output torque installation loss to obtain the mapping relationship under actual engine flight conditions. This accurately reflects the third mapping relationship between output torque and atmospheric conditions and gas generator speed, as well as the fourth mapping relationship between output torque and atmospheric conditions and turbine inlet temperature under actual flight conditions. Therefore, in step S3, based on the third and fourth mapping relationships, the gas generator speed limit and turbine inlet temperature limit values ​​of the engine under different operating conditions are converted into output torque limit values, and the maximum allowable output torque of the engine under different operating conditions is determined.

[0062] Among them, such as Figure 2As shown, the process of converting the gas generator speed limit and turbine inlet temperature limit of the engine under different operating conditions into output torque limit values ​​based on the third and fourth mapping relationships, and determining the maximum allowable output torque of the engine under different operating conditions, includes the following:

[0063] Step S31: Determine the gas generator speed limit, turbine inlet temperature limit, and torque limit of the engine under different operating conditions according to the turboshaft engine state definition table;

[0064] Step S32: For any operating state, calculate the first output torque limit value based on the gas generator speed limit value and the third mapping relationship, calculate the second output torque limit value based on the turbine inlet temperature limit value and the fourth mapping relationship, and use the torque limit value in the state definition table as the third output torque limit value.

[0065] Step S33: Based on the first output torque limit value, the second output torque limit value, and the third output torque limit value, determine the maximum torque that the turboshaft engine is allowed to output under this operating condition.

[0066] Specifically, based on the turboshaft engine state definition table (e.g., Table 1 in the background art), the gas generator speed limit, turbine inlet temperature limit, and torque limit values ​​for the engine under different operating states are first determined. The engine operating states include maximum continuous state, takeoff state, and emergency state. Since the air-slow state is the initial state before helicopter flight, and is the state with minimum torque and power, it is not necessary to calculate the difference between the current state and the air-slow state. Optionally, in other embodiments of the present invention, more operating states can be added, such as cruise state, continuous emergency state, 30-minute emergency state, 2.5-minute emergency state, 2-minute emergency state, and 30-second emergency state, etc., which can be determined according to the engine design requirements.

[0067] Next, for any operating state, such as the Maximum Continuous Rating (MCR), the gas generator speed limit value NG is used as the basis. MCR，max The first output torque limit value is calculated based on the third mapping relationship, and the calculation formula can be expressed as:

[0068] MKP 2，MCR，max1 =θ×f1(T0,P0,V,NG) MCR，max );

[0069] Among them, MKP 2，MCR，max1 This indicates the first output torque limit value.

[0070] Furthermore, based on the turbine inlet temperature limit value T 45，MCR，maxThe second output torque limit value is calculated based on the fourth mapping relationship, and the calculation formula can be expressed as:

[0071] MKP 2，MCR，max2 =θ×f2(T0,P0,V, T 45，MCR，max ),

[0072] Among them, MKP 2，MCR，max2 This indicates the second output torque limit value.

[0073] Additionally, the torque limit value MKP in the state definition table will be... MCR，max As the third output torque limit value MKP 2，MCR，max3 MKP 2，MCR，max3 =MKP MCR，max .

[0074] Then, the smallest value among the first, second, and third output torque limits is selected as the maximum allowable torque value in the maximum continuous state. This helps ensure the safety of the helicopter and can be expressed as:

[0075] MKP 2，MCR，max =min[MKP 2，MCR，max1 MKP 2，MCR，max2 MKP 2，MCR，max3 ] ，

[0076] Among them, MKP 2，MCR，max This indicates the maximum allowable torque value under maximum continuous conditions.

[0077] Furthermore, the same calculation process can be used to obtain the maximum allowable torque value for other operating states, such as the maximum allowable torque value MKP during takeoff. 2，TOR，max The maximum allowable torque value MKP in emergency conditions 2，OEI，max wait.

[0078] Understandably, this application reduces the parameters that pilots need to pay attention to by converting both the gas generator speed and the turbine inlet temperature into output torque. Pilots only need to focus on the output torque, making the process of judging flight status simpler and clearer.

[0079] Optionally, in other embodiments of this application, the largest of the first output torque limit value, the second output torque limit value, and the third output torque limit value can be selected as the maximum allowable output torque value in the maximum continuous state. This is beneficial to improving the performance of the helicopter, but it will affect the safety of the helicopter.

[0080] Additionally, in step S4, the current measured output torque MKP of the engine is acquired. rBy combining this with the maximum allowable output torque under different operating conditions, the remaining torque of the engine corresponding to different operating conditions can be calculated. For example, the remaining torque corresponding to the maximum continuous state can be calculated based on the following formula:

[0081] MKP MCR = MKP 2，MCR，max -MKP r，

[0082] Among them, MKP MCR This represents the remaining torque corresponding to the maximum continuous state in the current state;

[0083] The remaining torque for the corresponding takeoff state is calculated based on the following formula:

[0084] MKP TOR = MKP 2，TOR，max -MKP r，

[0085] Among them, MKP TOR This indicates the remaining torque corresponding to the takeoff state in the current state;

[0086] The remaining torque for the corresponding emergency state is calculated based on the following formula:

[0087] MKP OEI = MKP 2，OEI，max -MKP r，

[0088] Among them, MKP OEI This indicates the remaining torque corresponding to the emergency state in the current state.

[0089] Then, MKP MCR MKP TOR and MKP OEI The data is sent to the helicopter for display. It can directly display the remaining torque value, or show the ratio of the remaining torque to the limiting torque for different flight conditions, or display the difference between the remaining torque and the limiting torque for different flight conditions using a bar chart. Additionally, the output torque can also be converted to output power for display. The conversion formula is: Output Power = Output Torque × Output Speed ​​ / 9550.

[0090] Furthermore, since this application displays the remaining torque to the pilot, the pilot needs to judge the flight status based on the remaining torque. Therefore, the judgment logic has also changed compared to the prior art. Specifically, if MKP MCR MKP TOR MKP OEI If all are positive, the engine is determined to be between idle slow state and maximum continuous state; if MKP MCR If the value is 0, it indicates that the engine is in its maximum continuous state; if MKPMCR It is a negative number, and MKP TOR Zero or positive number, MKP OEI If the value is positive, the engine is determined to be in takeoff condition; if the value is negative, the engine is in takeoff condition. MCR It is a negative number, and MKP TOR Negative numbers, MKP OEI If the result is zero or a positive number, the engine is determined to be in an emergency state.

[0091] It is understood that this application calculates and displays the remaining torque of the engine for different flight conditions to the pilot, so that the pilot can accurately and intuitively understand how much torque the engine still has, that is, how much power it can still generate, and provides an accurate reference for subsequent flight operations.

[0092] Optionally, for multi-engine helicopters, after calculating the remaining torque of each engine corresponding to different operating states based on the above process, for the same operating state, the engine with the smallest remaining torque among multiple engines is selected and sent to the helicopter for display. Therefore, the operating state monitoring method of this application can be applied to both single-engine and multi-engine helicopters.

[0093] In addition, such as Figure 3 As shown, another embodiment of the present invention also provides a turboshaft engine operation status monitoring system, preferably employing the turboshaft engine operation status monitoring method described above, comprising:

[0094] The bench test module is used to establish a first mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and gas generator speed under engine bench conditions, as well as a second mapping relationship between output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and turbine inlet temperature.

[0095] The installation test module is used to obtain the engine's output torque installation loss, and combined with the first and second mapping relationships, to obtain the third mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and gas generator speed under engine installation conditions, as well as the fourth mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number and turbine inlet temperature.

[0096] The maximum torque calculation module is used to convert the gas generator speed limit and turbine inlet temperature limit of the engine under different operating conditions into the output torque limit value based on the third mapping relationship and the fourth mapping relationship, and to determine the maximum torque that the engine can output under different operating conditions.

[0097] The remaining torque calculation module is used to obtain the current measured output torque of the engine, and combined with the maximum allowable output torque under different operating conditions, calculate the remaining torque of the engine for different operating conditions, and then send the remaining torque of the engine for different operating conditions to the helicopter for display.

[0098] It is understood that the turboshaft engine operation status monitoring system of this embodiment utilizes the third mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and gas generator speed under engine installation conditions, as well as the fourth mapping relationship between the output torque and ambient atmospheric temperature, ambient atmospheric pressure, flight Mach number, and turbine inlet temperature. This converts the gas generator speed limit and turbine inlet temperature limit values ​​of the engine under different operating conditions into output torque limit values, and determines the maximum allowable output torque of the engine under different operating conditions. Thus, the remaining torque of the engine corresponding to different operating conditions can be calculated. Since the gas generator speed and turbine inlet temperature are converted into output torque and the remaining torque corresponding to different flight conditions is calculated, the number of parameters that the pilot needs to pay attention to is reduced, making the flight status judgment process simple and clear. Furthermore, the pilot can intuitively understand how much power the engine can still output, providing an accurate reference for subsequent flight operations. In addition, by first fitting the mapping relationship based on a large amount of bench test data and then correcting the mapping relationship using the output torque installation loss, the mapping relationship under the actual installation and flight conditions of the engine is obtained, which is closer to the actual flight state and ensures the accuracy of the mapping relationship. Moreover, the cost and complexity of bench testing are less than those of installation testing, which helps to reduce the complexity and cost of testing.

[0099] In addition, another embodiment of the present invention provides an electronic device including a processor and a memory, wherein the memory stores a computer program, and the processor executes the steps of the method described above by calling the computer program stored in the memory.

[0100] In addition, another embodiment of the present invention provides a computer-readable storage medium for storing a computer program for monitoring the operating status of a turboshaft engine, wherein the computer program executes the steps of the method described above when run on a computer.

[0101] Common computer-readable storage media include: floppy disks, flexible disks, hard disks, magnetic tapes, any other magnetic media, CD-ROMs, any other optical media, punch cards, paper tape, any other physical media with perforated patterns, random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), flash erasable programmable read-only memory (FLASH-EPROM), any other memory chips or cartridges, or any other media readable by a computer. Instructions may further be transmitted or received by a transmission medium. The term transmission medium can include any tangible or intangible medium used to store, encode, or carry instructions for execution by a machine, and includes digital or analog carrier communication signals or intangible media that facilitate communication of such instructions. Transmission media include coaxial cables, copper wires, and optical fibers, which contain conductors for transmitting a bus of computer data signals.

[0102] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The solutions in the embodiments of this application can be implemented in various computer languages, such as the object-oriented programming language Java and the interpreted scripting language JavaScript.

[0103] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0104] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0105] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0106] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0107] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

[0108] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method of monitoring the operating state of a turboshaft engine, characterized in that, The method comprises the following steps: constructing a first mapping relationship between output torque and environmental atmospheric temperature, environmental atmospheric pressure, flight Mach number and gas generator rotating speed, and a second mapping relationship between output torque and environmental atmospheric temperature, environmental atmospheric pressure, flight Mach number and turbine front temperature under engine bench conditions; obtaining output torque installation loss of the engine, and combining the first mapping relationship and the second mapping relationship to obtain a third mapping relationship between output torque and environmental atmospheric temperature, environmental atmospheric pressure, flight Mach number and gas generator rotating speed, and a fourth mapping relationship between output torque and environmental atmospheric temperature, environmental atmospheric pressure, flight Mach number and turbine front temperature under engine installation conditions; based on the third mapping relationship and the fourth mapping relationship, converting the gas generator rotating speed limit value and the turbine front temperature limit value of the engine under different operating states into output torque limit values respectively, and determining the maximum torque allowed to be output by the engine under different operating states; obtaining the current measured output torque of the engine, and combining the maximum torque allowed to be output under different operating states to calculate the residual torque of the engine corresponding to different operating states, and sending the residual torque of the engine corresponding to different operating states to the helicopter for display.

2. The operating state monitoring method of a turboshaft engine according to claim 1, characterized in that, The process of converting the gas generator rotating speed limit value and the turbine front temperature limit value of the engine under different operating states into output torque limit values respectively based on the third mapping relationship and the fourth mapping relationship, and determining the maximum torque allowed to be output by the engine under different operating states comprises the following steps: determining the gas generator rotating speed limit value, the turbine front temperature limit value and the torque limit value of the engine under different operating states according to a turboshaft engine state definition table; for any operating state, calculating a first output torque limit value based on the gas generator rotating speed limit value and the third mapping relationship, calculating a second output torque limit value based on the turbine front temperature limit value and the fourth mapping relationship, and taking the torque limit value in the state definition table as a third output torque limit value; determining the maximum torque allowed to be output by the turboshaft engine under the operating state based on the first output torque limit value, the second output torque limit value and the third output torque limit value.

3. The operating state monitoring method of a turboshaft engine according to claim 2, characterized in that, taking the minimum of the first output torque limit value, the second output torque limit value and the third output torque limit value as the maximum torque allowed to be output under the operating state.

4. The operating state monitoring method of a turboshaft engine according to claim 1, characterized in that, The first mapping relationship is: MKP 1n = (A1 x T0 + A2 x V + A3) x NG + (A4 x T0 + A5 x V + A6) x P0 + A7 x T0 + A8 x V + A9; The second mapping relationship is: MKP 1t = (B1 x T0 + B2 x V + B3) x T 45 + (B4 x T0 + B5 x V + B6) x P0 + B7 x T0 + B8 x V + B9; where MKP 1n represents the output torque of the turboshaft engine under different atmospheric conditions and different gas generator speeds, MKP 1t represents the output torque of the turboshaft engine under different atmospheric conditions and different turbine inlet temperatures, T0represents the ambient atmospheric temperature, V represents the flight Mach number, P0represents the ambient atmospheric pressure, NGrepresents the gas generator speed, T 45 represents the turbine inlet temperature, A i and B i represent fitting parameters, i = 1, 2, …, 9.

5. The operating state monitoring method of a turboshaft engine according to claim 1, characterized in that, When obtaining the output torque installation loss of the engine, first, obtain the output torque installation loss data under different atmospheric conditions, and then fit the fifth mapping relationship between the output torque installation loss and the environmental atmospheric temperature, the environmental atmospheric pressure and the flight Mach number.

6. The operating state monitoring method of a turboshaft engine according to claim 5, characterized in that, The fifth mapping relationship is: θ= (C1×T0+C2×P0) ×V+C3×T0+C4×P0+C5; where θ represents the output torque installation loss, To represents the ambient atmospheric temperature, V represents the flight Mach number, Po represents the ambient atmospheric pressure, C i represent fitting parameters, i = 1, 2, …, 5.

7. The operating state monitoring method of a turboshaft engine according to claim 1, characterized in that, For a multi-engine helicopter, after calculating the residual torque of each engine corresponding to different operating states, for the same operating state, the minimum residual torque of multiple engines is selected and sent to the helicopter for display.

8. A system for monitoring the operating state of a turboshaft engine, characterized in that The method comprises the following steps: The test bench module is configured to construct a first mapping relationship between the output torque and the ambient atmospheric temperature, the ambient atmospheric pressure, the flight Mach number and the gas generator rotating speed, and a second mapping relationship between the output torque and the ambient atmospheric temperature, the ambient atmospheric pressure, the flight Mach number and the turbine pre-temperature under the engine test bench condition. The installed test module is configured to obtain the output torque installed loss of the engine, and obtain a third mapping relationship between the output torque and the ambient atmospheric temperature, the ambient atmospheric pressure, the flight Mach number and the gas generator rotating speed, and a fourth mapping relationship between the output torque and the ambient atmospheric temperature, the ambient atmospheric pressure, the flight Mach number and the turbine pre-temperature under the engine installed condition, in combination with the first mapping relationship and the second mapping relationship. The maximum torque calculation module is configured to convert the gas generator rotating speed limit value and the turbine pre-temperature limit value of the engine under different operating states into the output torque limit value respectively based on the third mapping relationship and the fourth mapping relationship, and determine the maximum torque allowed to be output by the engine under different operating states. The residual torque calculation module is configured to obtain the measured output torque of the engine, and calculate the residual torque of the engine corresponding to different operating states in combination with the maximum torque allowed to be output under different operating states, and send the residual torque of the engine corresponding to different operating states to the helicopter for display.

9. An electronic device, comprising: The computer program is configured to execute the steps of the method according to any one of claims 1-7 when the computer program runs on the computer.

10. A computer readable storage medium for storing a computer program for monitoring the operating state of a turboshaft engine, characterized in that, The computer program is configured to execute the steps of the method according to any one of claims 1-7 when the computer program runs on the computer.

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