A statistical method for the cumulative working hours of each stage of a turboprop engine

Abstract

The present invention provides a statistical method for the cumulative working time of each stage of a turboprop engine, including: obtaining flight data in real time after starting the engine, and extracting a plurality of associated data related to the engine working state; calculating the equivalent fuel value intervals of the engine under n working states based on the parameters related to the equivalent fuel value in the associated data; determining the working state of the engine at the current moment based on the equivalent fuel value intervals and the instantaneous actual fuel consumption in the associated data; statistically calculating the cumulative working time of the engine in the above working state, and determining whether the engine is in the ground working stage based on the parameters related to the engine working stage in the associated data, and calculating the actual working time of the engine; repeating the above steps to statistically calculate the actual working time of each working state of the engine until the engine stops. The statistical method of the present invention can accurately reflect the working conditions of the engine, thereby enabling better realization of the daily maintenance / repair of the engine.

Description

Technical Field

[0001] The present invention relates to the field of avionics and the technology of engine working time statistics, and specifically to a statistical method for the cumulative working time of each stage of a turboprop engine. Background Art

[0002] As the core power output component of an aircraft, an aeroengine can establish a flight file, achieve single-aircraft monitoring, and determine the single-aircraft life by mastering its cumulative working time. During flight, the flight data acquisition system needs to continuously record flight data to analyze the entire flight process, flight accidents, equipment failures, etc. through the flight data.

[0003] Currently, the cumulative working time of an aeroengine is statistically obtained through manual recording and querying, which has the problems of low work efficiency and deviation in statistical results.

[0004] Since the working time of an aeroengine is different in different flight stages, and the recorded flight data values are also different, and the flight data contains data related to the operating state of the aeroengine, if these associated data can be used to calculate the flight cumulative time, it can accurately reflect the working condition of the aeroengine, and thus can better achieve the daily maintenance / repair of the aeroengine. Summary of the Invention

[0005] The purpose of the present invention is to design a statistical method for the cumulative working time of each stage of a turboprop engine, which is based on flight data, designs an algorithm for the cumulative working time of the engine, accurately calculates and statistically obtains the cumulative working time of each stage of the turboprop engine, so as to achieve the purpose of monitoring the working state of the engine.

[0006] The technical solution for achieving the invention purpose is as follows: A statistical method for the cumulative working time of each stage of a turboprop engine, including the following steps:

[0007] S1. After the aircraft starts, obtain flight data in real time, and extract and analyze multiple associated data related to the engine operating state in the flight data;

[0008] S2. Based on the parameters related to the equivalent fuel value in the associated data, calculate the equivalent fuel value intervals in n operating states of the engine;

[0009] S3. Based on the equivalent fuel value interval and the instantaneous actual fuel consumption in the associated data, determine the operating state of the engine at the current moment;

[0010] S4. Statistically obtain the cumulative working time of the engine in the operating state in step S3, and based on the parameters related to the engine working stage in the associated data, determine whether the engine is in the ground working stage when the engine is in the operating state in step S3:

[0011] If in the ground working state, the cumulative working time multiplied by a is counted as the actual working time of the engine; if not in the ground working state, the cumulative working time multiplied by b is counted as the actual working time.

[0012] S5. Repeat steps S1 to S4, and count the actual working time of each working state of the engine until the engine stops.

[0013] The statistical method for the cumulative working time of each stage of the turboprop engine according to the present invention makes full use of the flight data associated with the engine working state to realize the statistics of the cumulative working time of n working states of the engine, so as to accurately reflect the working condition of the engine, and thus better realize the daily maintenance / repair of the turboprop engine.

[0014] In an embodiment of the present invention, the above equivalent fuel value related parameters include engine speed, engine throttle angle PAL, instantaneous fuel consumption G of the engine, atmospheric static pressure PH, Mach number, total atmospheric temperature t H , and total intake pressure P1 of the engine intake duct.

[0015] Further, the working states of the above engine include the working states corresponding to the ranges of the engine throttle angle PAL being 84 < PAL ≤ 100, 68 < PAL ≤ 84, 58 < PAL ≤ 68, 50 < PAL ≤ 58, 38 < PAL ≤ 50, 24 < PAL ≤ 38, 20 ≤ PAL ≤ 24, and 0 < PAL ≤ 6 respectively.

[0016] Furthermore, in the above step S3, the judgment method for the working state of the engine is as follows:

[0017] When it is defined that the engine is in a certain working state, the engine throttle angle PAL is k < PAL ≤ p, and the equivalent fuel interval value [m, n] is calculated, where m corresponds to the equivalent fuel value when the engine throttle angle PAL = k, and n corresponds to the equivalent fuel value when the engine throttle angle PAL = p;

[0018] Compare the instantaneous actual fuel consumption in the associated data with the equivalent fuel interval value [m, n]. If the instantaneous actual fuel consumption is within the range of the equivalent fuel interval value [m, n], the engine is in the working state corresponding to the range of this equivalent fuel interval value [m, n] at this moment; if the instantaneous actual fuel consumption is not within the range of the equivalent fuel interval value [m, n], the engine is in other working states at this moment.

[0019] Furthermore, the calculation methods for the above equivalent fuel values m and n are as follows:

[0020] G 燃油1= [1200 - 0.5286(760 - 7.5P H ) - 1.5P H (δ 进气 · B - 1) - △G 燃油 ] · C1 (kg / h);

[0021] G 燃油2 = 15 · A · δ 进气 · B · P H · C2 (kg / h);

[0022] G 燃油 = G 最小值 (G 燃油1 、G 燃油2 both take the minimum value) - △ q起飞 ;

[0023] Among them, δ 进气 is the total pressure loss coefficient of the engine inlet; B is the ram coefficient; △G 燃油 is when t H > 35°C, △G 燃油 = 7.5(tH - 35); when t H ≤ 35°C, △G 燃油 = 0; C1, C2 and C3 are throttle angle coefficients corresponding to different throttle angles; A is the temperature coefficient; t H is the total atmospheric temperature; , P H is the atmospheric static pressure.

[0024] In an embodiment of the present invention, the above parameters related to the engine working stage include the left front wheel brake pressure, the left rear wheel brake pressure, the right front wheel brake pressure, and the right rear wheel brake pressure.

[0025] Further, the method for judging whether the engine is in the ground working stage is: if any two or more of the left front wheel brake pressure, the left rear wheel brake pressure, the right front wheel brake pressure, and the right rear wheel brake pressure are ≥ 14 MPa, it is judged that the engine is in the ground working stage.

[0026] Furthermore, in step S4, in the calculation of the actual working time of the engine, a = 20% and b = 100%.

[0027] Compared with the prior art, the beneficial effect of the present invention is: The statistical method for the cumulative working time of each stage of the turboprop engine of the present invention makes full use of the flight data associated with the working state of the turboprop engine to realize the statistics of the cumulative working time of n working states of the turboprop engine, so as to accurately reflect the working conditions of the turboprop engine, and thus better realize the daily maintenance / repair of the turboprop engine. Brief Description of the Drawings

[0028] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only for the present invention to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0029] Figure 1 It is a flowchart of a statistical method for the cumulative working time of each stage of a turboprop engine in the specific implementation manner. Specific Embodiment

[0030] The present invention will be further described below in conjunction with specific embodiments, and the advantages and features of the present invention will become clearer with the description. However, these embodiments are exemplary only and do not constitute any limitation to the scope of the present invention. Those skilled in the art should understand that without departing from the spirit and scope of the present invention, modifications or replacements can be made to the details and forms of the technical solutions of the present invention, but these modifications and replacements all fall within the protection scope of the present invention.

[0031] In the description of the present embodiment, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0032] In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first", "second", etc. may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0033] The present specific embodiment provides a statistical method for the cumulative working time of each stage of a turboprop engine, including the following steps:

[0034] S1. After the aircraft starts, obtain flight data in real time, and extract and analyze a plurality of associated data related to the engine operating state in the flight data.

[0035] Specifically, multiple associated data related to the engine operating state include equivalent fuel value related parameters, instantaneous actual fuel consumption, and engine operating stage related parameters. The equivalent fuel value related parameters include engine speed, engine throttle angle PAL, engine instantaneous fuel consumption G, atmospheric static pressure P H , Mach number, total atmospheric temperature t H , and total intake pressure P1 of the engine intake duct; the engine operating stage related parameters include left front wheel brake pressure, left rear wheel brake pressure, right front wheel brake pressure, and right rear wheel brake pressure.

[0036] S2. Based on the equivalent fuel value related parameters in the associated data, calculate the equivalent fuel value intervals under n engine operating states.

[0037] Specifically, the operating states of the above engine include the operating states corresponding to the engine throttle angle PAL in the ranges of 84 < PAL ≤ 100, 68 < PAL ≤ 84, 58 < PAL ≤ 68, 50 < PAL ≤ 58, 38 < PAL ≤ 50, 24 < PAL ≤ 38, 20 ≤ PAL ≤ 24, and 0 < PAL ≤ 6 respectively. Among them, 84 < PAL ≤ 100 corresponds to the engine takeoff state; 68 < PAL ≤ 84 corresponds to the engine rated state; 58 < PAL ≤ 68 corresponds to the 0.85 rated state of the aircraft; 50 < PAL ≤ 58 corresponds to the 0.7 rated state of the engine; 38 < PAL ≤ 50 corresponds to the 0.6 rated state of the engine; 24 < PAL ≤ 38 corresponds to the 0.4 rated state of the engine; 20 ≤ PAL ≤ 24 corresponds to the 0.2 rated state of the engine; 0 < PAL ≤ 6 corresponds to the engine idle state.

[0038] Specifically, the method for judging the engine operating state is: when defining that the engine is in a certain operating state, the engine throttle angle PAL is k < PAL ≤ p, and calculate the equivalent fuel interval value [m, n], where m corresponds to the equivalent fuel value when the engine throttle angle PAL = k, and n corresponds to the equivalent fuel value when the engine throttle angle PAL = p;

[0039] Compare the instantaneous actual fuel consumption in the associated data with the equivalent fuel interval value [m, n]. If the instantaneous actual fuel consumption is within the range of the equivalent fuel interval value [m, n], then the engine is in the operating state corresponding to the range of this equivalent fuel interval value [m, n] at this moment; if the instantaneous actual fuel consumption is not within the range of the equivalent fuel interval value [m, n], then the engine is in other operating states at this moment.

[0040] The calculation methods for the above equivalent fuel values m and n are:

[0041] G 燃油1= [1200 - 0.5286(760 - 7.5P H ) - 1.5P H (δ 进气 · B - 1) - △G 燃油 ] · C1 (kg / h);

[0042] G 燃油2 = 15 · A · δ 进气 · B · P H · C2 (kg / h);

[0043] G 燃油 = G 最小值 (G 燃油1 、G 燃油2 take the minimum of the two) - △ q起飞 ;

[0044] Among them, δ 进气 is the total pressure loss coefficient of the engine intake duct; B is the ram coefficient; △G 燃油 is when t H > 35°C, △G 燃油 = 7.5(t H - 35); when t H ≤ 35°C, △G 燃油 = 0; C1, C2, and C3 are throttle angle coefficients corresponding to different throttle angles; A is the temperature coefficient; t H is the total atmospheric temperature; , P H is the atmospheric static pressure.

[0045] S3. Based on the equivalent fuel value range and the instantaneous actual fuel consumption in the associated data, determine the working state of the engine at the current moment.

[0046] Specifically, taking the engine throttle angle PAL in the range of 68 < PAL ≤ 84 as an example, through the data extracted in step S1, calculate the equivalent fuel values when the engine throttle angle PAL is 68° and 84° at the current moment (i.e., m and n mentioned in step S2); compare the instantaneous actual fuel consumption extracted at the current moment with the calculated equivalent fuel values when PAL is 68° and 84°. When the instantaneous actual fuel consumption is between the two values, it is determined that the engine is in the rated state corresponding to 68 < PAL ≤ 84 at the current moment, and this moment is included in the cumulative working time of the rated state statistics; when the instantaneous actual fuel consumption is outside the two values, it is determined that the engine is in other working states at the current moment, and this moment is included in the cumulative working time of the other working state statistics.

[0047] S4. Statistically calculate the cumulative working time of the engine in the working state in step S3, and based on the relevant parameters of the engine working stage in the associated data, determine whether the engine is in the ground working stage when the engine is in the working state in step S3:

[0048] If it is in the ground working state, record a × cumulative working time as the actual working time of the engine; if it is not in the ground working state, record b × cumulative working time as the actual working time.

[0049] Specifically, the method for determining whether the engine is in the ground working stage is as follows: if the pressure values of any two or more of the left front wheel brake pressure, left rear wheel brake pressure, right front wheel brake pressure, and right rear wheel brake pressure are ≥ 14 MPa, it is determined that the engine is in the ground working stage.

[0050] Preferably, since the consumption of the engine is different in the ground working stage and other working stages, in this embodiment, a = 20% and b = 100% in the calculation of the actual working time of the engine, that is, if the engine is in the ground working stage, the actual working time of the engine is statistically calculated as 20% of the cumulative working time; if the engine is in other stages, the actual working time of the engine is statistically calculated as 100% of the cumulative working time.

[0051] S5. Repeat steps S1 to S4 to statistically calculate the actual working time of each working state of the engine until the engine stops.

[0052] Through the method of the present invention, after statistically calculating the actual working time of 8 working states of the engine, it is reflected in an EXCEL table. The EXCEL table includes associated data related to the engine working state, flight parameter recording duration, cumulative working time of each working stage of the engine, and total cumulative working time of the engine. The flow of the statistical method for the cumulative working time of each stage of the turboprop engine is as Figure 1 shown.

[0053] The statistical method for the cumulative working time of each stage of the turboprop engine of the present invention makes full use of the flight data associated with the engine working state to realize the statistical calculation of the cumulative working time of n working states of the engine, so as to accurately reflect the working conditions of the engine, and thus better realize the daily maintenance / repair of the turboprop engine.

[0054] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0055] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A statistical method for the cumulative working time of each stage of a turboprop engine, characterized in that, It includes the following steps: S1. After the aircraft starts, obtain flight data in real time, extract and analyze multiple associated data related to the engine working state in the flight data; S2. Based on the parameters related to the equivalent fuel value in the associated data, calculate the equivalent fuel value intervals under n working states of the engine, including: when the engine is in a certain working state, define the engine throttle angle PAL as k < PAL ≤ p, and calculate the equivalent fuel interval value [m, n], where m corresponds to the equivalent fuel value when the engine throttle angle PAL = k, and n corresponds to the equivalent fuel value when the engine throttle angle PAL = p; S3. Based on the equivalent fuel value interval and the instantaneous actual fuel consumption in the associated data, judge the working state of the engine at the current moment, including: compare the instantaneous actual fuel consumption in the associated data with the equivalent fuel interval value [m, n]. If the instantaneous actual fuel consumption is within the range of the equivalent fuel interval value [m, n], then the engine is in the working state corresponding to the range of this equivalent fuel interval value [m, n] at this moment; if the instantaneous actual fuel consumption is not within the range of the equivalent fuel interval value [m, n], then the engine is in other working states at this moment; S4. Statistically calculate the cumulative working time of the engine in the working state in step S3, and based on the parameters related to the engine working stage in the associated data, judge whether the engine is in the ground working stage when the engine is in the working state in step S3: If it is in the ground working state, record a × cumulative working time into the actual working time of the engine; if it is not in the ground working state, record b × cumulative working time into the actual working time, where a = 20% and b = 100%; S5. Repeat steps S1 to S4, and statistically calculate the actual working time of each working state of the engine until the engine stops.

2. The statistical method for the cumulative working time of each stage of a turboprop engine according to claim 1, wherein: The parameters related to the equivalent fuel value include engine speed, engine throttle angle PAL, instantaneous engine fuel consumption G, atmospheric static pressure PH, Mach number, total atmospheric temperature t H , and total intake pressure P1 of the engine intake port.

3. The statistical method for the cumulative working time of each stage of a turboprop engine according to claim 2, characterized in that: The working states of the engine include the working states corresponding to the engine throttle angle PAL in the ranges of 84 < PAL ≤ 100, 68 < PAL ≤ 84, 58 < PAL ≤ 68, 50 < PAL ≤ 58, 38 < PAL ≤ 50, 24 < PAL ≤ 38, 20 ≤ PAL ≤ 24, and 0 < PAL ≤ 6 respectively.

4. The statistical method for the cumulative working time of each stage of a turboprop engine according to claim 1, wherein The calculation methods of the equivalent fuel values m and n are as follows: G 燃油1 = [1200 - 0.5286(760 - 7.5P H ) - 1.5P H (δ 进气 ·B - 1) - △G 燃油 ·C1 (kg / h); G 燃油2 = 15·A·δ 进气 ·B·P H ·C2 (kg / h); G 燃油 = G 最小值 (G 燃油1 , G 燃油2 Take the minimum of the two) - △ q起飞 ; Among them, δ 进气 is the total pressure loss coefficient of the engine intake duct; B is the ram coefficient; △G 燃油 is when t H > 35°C, △G 燃油 = 7.5(t H - 35); when t H ≤ 35°C, △G 燃油 = 0; C1, C2 and C3 are throttle angle coefficients corresponding to different throttle angles; A is the temperature coefficient; t H is the total atmospheric temperature, P H is the atmospheric static pressure; .

5. The statistical method for the cumulative working time of each stage of a turboprop engine according to claim 1, characterized in that: The parameters related to the engine working stage include the left front wheel brake pressure, the left rear wheel brake pressure, the right front wheel brake pressure, and the right rear wheel brake pressure.

6. The statistical method for the cumulative working time of each stage of a turboprop engine according to claim 5, wherein, The method for judging whether the engine is in the ground working stage is: if any 2 or more of the left front wheel brake pressure, the left rear wheel brake pressure, the right front wheel brake pressure, and the right rear wheel brake pressure are ≥ 14 MPa, then judge that the engine is in the ground working stage.

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