An airborne turboprop engine dynamic balance method and system

Abstract

The present invention belongs to the technical field of power monitoring for airborne electronic equipment, and provides a dynamic balancing method and system for an airborne turboprop engine. Aiming at the problems existing in the traditional method, such as being only able to conduct ground tests, unable to make the engine reach the optimal rotational speed and aerodynamic influence during engine operation, and unable to give the predicted result of the engine vibration after balancing according to the vibration before engine trimming and the trimming scheme, an airborne dynamic balancing scheme is proposed. It can realize the detection of engine vibration in the air and the recording of vibration data, complete the calculation and trimming work on the ground, ensure that the vibration parameters are in a long-term and stable state of the engine, minimize the mechanical fatigue and damage caused by engine vibration to the greatest extent, and at the same time, be able to evaluate the vibration after engine balancing according to the engine vibration data and the actual trimming scheme, reducing the number of engine test runs.

Description

Technical Field

[0001] The present invention relates to the field of propeller engine dynamics, and particularly to a dynamic balance method and system for an airborne turboprop engine. Background Art

[0002] As an important component of an aircraft, a propeller engine provides the required propulsion force for the flight of the aircraft. At the same time, it is also a main vibration source of the aircraft. The mass imbalance and aerodynamic imbalance of its propeller blades are common causes of increased airframe vibration. In order to reduce aircraft vibration and ensure flight safety, it is necessary to regularly adjust the dynamic balance of the propeller system. Common propeller dynamic balance adjustments are mostly achieved by adjusting the screw weights of each blade to reduce the vibration to an acceptable level, thereby ensuring the comfort of crew and passengers. How to quickly and effectively obtain dynamic balance adjustment suggestions and reduce the number of dynamic balance adjustments has become an important research direction in the field of propeller engine research.

[0003] Currently, imported ground equipment such as Vibrex 2000 and ACES2020PL is mostly used in aviation. The traditional method has the following limitations: it can only conduct ground tests (after the aircraft lands, reinstall sensors and equipment such as Vibrex 2000 and ACES2020PL, start the engine and run it to the specified speed, and then, based on the collected data and combined with engine parameters, give a dynamic balance plan); since the engine is running on the ground, it is impossible to make the engine reach the optimal operating speed and be affected by aerodynamics, which increases the ground running time of the engine, reduces the engine life, and increases the ground maintenance time; these devices can only give a trimming plan and cannot give an estimated result of the engine vibration after trimming based on the vibration before trimming and the trimming plan of the engine, resulting in an increase in the number of test runs after trimming; it is impossible to estimate the residual vibration result caused by the difference between the actual trimming plan and the theoretical plan, which increases the risk of vibration exceeding the tolerance during actual trimming and may even cause more serious vibration hazards.

[0004] The existing "Modeling Algorithm for Aero-Propeller Dynamic Balancing and Trim" effectively solves the contradiction that the actual light point position of the propeller to be trimmed is inconsistent with the preset installable counterweight position on the hub in engineering practice by establishing a trim model that conforms to the characteristic data of the propeller to be trimmed, thus accelerating the balancing process. "Research on Helicopter Rotor Dynamic Balance Adjustment Analysis Based on Order Tracking" proposes a dynamic balance adjustment analysis method based on the principle of order tracking. This method uses the principle of order tracking to quickly analyze the vibration signals of the rotor system to obtain the dynamic balance value of the rotor, effectively overcoming problems such as frequency aliasing and energy leakage in traditional spectrum analysis methods when analyzing non-stationary signals. "Centroid Dynamic Correction Algorithm in Propeller Dynamic Balancing and Trim" proposes a new counterweight centroid dynamic correction algorithm, which can achieve good results of successful trimming at one time. None of the above methods solve the four main problems of traditional methods. Therefore, a highly reliable, high-precision, and easy-to-implement online dynamic balance method for propeller engine blades is needed. Summary of the Invention

[0005] In view of this, embodiments of the present disclosure provide a dynamic balance method for an airborne turboprop engine to solve the problem of residual vibration results caused by the inability to estimate the difference between the actual trimming scheme and the theoretical scheme in the prior art. The method includes:

[0006] The health monitoring unit of the airborne engine collects engine vibration data and stores the vibration data that meets the preset steady-state conditions in the memory of the health monitoring unit.

[0007] Collect blade data through the hardware / software of the airborne product, and determine the blade data that meets the preset steady-state conditions through calculation. The blade data includes data such as blade speed, vibration amplitude, and vibration phase.

[0008] Calculate the dynamic balance result based on the blade data that meets the preset steady-state conditions and the engine vibration factor, and display the dynamic balance recommended scheme.

[0009] After evaluating the actual balance scheme by using the influence coefficient method in reverse, estimate and display the engine residual vibration result.

[0010] Further, the health monitoring unit includes a data processing unit, a storage unit, a vibration acquisition unit, a speed acquisition unit, and a blade zero-phase acquisition unit.

[0011] Further, use the time-domain full-cycle synchronous averaging correlation method to determine the vibration amplitude and vibration phase, and determine the blade data that meets the preset steady-state conditions according to the engine steady-state determination conditions and the stability quality coefficient.

[0012] Further, use the influence coefficient method in combination with the blade data that meets the preset steady-state conditions to calculate the theoretical counterweight value, including:

[0013] Γ g = B1(Ω1) ips * C1(Ω1) g / ips

[0014] Γ deg = B1(Ω1) deg + C1(Ω1) deg + 180°

[0015] Wherein:

[0016] Γ g represents the theoretical counterweight mass;

[0017] Γ deg represents the theoretical counterweight phase angle;

[0018] B1(Ω1) ips represents the vibration amplitude at the rotational speed Ω1;

[0019] B1(Ω1) deg represents the vibration phase angle at the rotational speed Ω1;

[0020] C1(Ω1) g / ips represents the vibration amplitude influence coefficient at the rotational speed Ω1;

[0021] C1(Ω1) deg represents the vibration phase influence coefficient at the rotational speed Ω1.

[0022] Furthermore, the decomposition of the theoretical counterweight value includes:

[0023]

[0024]

[0025] Wherein:

[0026] X g represents the counterweight mass corresponding to the theoretical N# hole number;

[0027] Y g represents the counterweight mass corresponding to the theoretical N-1# hole number;

[0028] Γ g represents the theoretical counterweight mass;

[0029] Γ deg represents the theoretical counterweight phase angle;

[0030] α N-1 represents the phase angle corresponding to the N-1# hole number;

[0031] α NIndicates the phase angle corresponding to the N# hole number.

[0032] Furthermore, after the actual dynamic balance adjustment, the difference between the actual balancing scheme and the theoretical counterweight value is:

[0033]

[0034]

[0035] Wherein:

[0036] X g ' represents the mass of the counterweight installed at the actual N# hole number;

[0037] Y g ' represents the mass of the counterweight installed at the actual N-1# hole number;

[0038] α N-1 Indicates the phase angle corresponding to the N-1# hole number;

[0039] α N Indicates the phase angle corresponding to the N# hole number;

[0040] Γ g ' represents the reduced mass corresponding to the actual counterweights of N# and N-1#;

[0041] Γ deg ' represents the reduced phase angle corresponding to the actual counterweights of N# and N-1#.

[0042] Furthermore, the residual vibration value between the actual balancing scheme and the theoretical counterweight value is:

[0043]

[0044] Pred_X deg =α N -C1(Ω1) deg -180°

[0045]

[0046] Pred_Y deg =α N-1 -C1(Ω1) deg -180°

[0047]

[0048]

[0049] Wherein:

[0050] X g Represents the counterweight mass corresponding to the theoretical N# hole number;

[0051] Y g represents the counterweight mass corresponding to the theoretical N-1# hole number;

[0052] X g ' represents the counterweight mass installed at the actual N# hole number;

[0053] Y g ' represents the counterweight mass installed at the actual N-1# hole number;

[0054] C1(Ω1) g / ips represents the vibration amplitude influence coefficient at the rotational speed Ω1;

[0055] C1(Ω1) deg represents the vibration phase influence coefficient at the rotational speed Ω1;

[0056] α N-1 represents the phase angle corresponding to the N-1# hole number;

[0057] α N represents the phase angle corresponding to the N# hole number;

[0058] Pred_X g represents the residual vibration amplitude corresponding to the N# hole number;

[0059] Pred_X deg represents the residual vibration phase angle corresponding to the N# hole number;

[0060] Pred_Y g represents the residual vibration amplitude corresponding to the N-1# hole number;

[0061] Pred_Y deg represents the residual vibration phase angle corresponding to the N-1# hole number;

[0062] Pred g represents the combined residual vibration amplitude of N# and N-1#;

[0063] Pred deg represents the combined residual vibration phase angle of N# and N-1#.

[0064] In addition, the present invention also provides an on-board turboprop engine dynamic balance system to solve the problem of the residual vibration result caused by the inability to estimate the difference between the actual trimming scheme and the theoretical scheme in the prior art. The system includes:

[0065] A vibration data acquisition module, which is used for the health monitoring unit of the on-board engine to collect engine vibration data and store the vibration data that meets the preset steady-state conditions in the memory of the health monitoring unit;

[0066] The blade data acquisition module is used to collect blade data through the hardware / software of the airborne product, and determine the blade data that meets the preset steady-state conditions through calculation. The blade data includes data such as blade rotation speed, vibration amplitude, and vibration phase.

[0067] The dynamic balance calculation module is used to calculate the dynamic balance result according to the blade data that meets the preset steady-state conditions and the engine vibration factor, and display the recommended dynamic balance solution.

[0068] The residual vibration calculation module is used to estimate and display the engine residual vibration result after evaluating the actual balance solution by using the influence coefficient method in reverse.

[0069] Compared with the prior art, the beneficial effects that at least one of the above technical solutions adopted in the embodiments of this specification can achieve at least include: The method of the present invention uses main devices such as a voltage regulator diode, a comparator, and a retriggerable monostable flip-flop to realize functions such as power supply monitoring and power-on reset of the airborne computer. That is, it can realize secondary and tertiary power supply fault detection, and also meet the power-on reset and power-off reset functions. When secondary and tertiary power supply faults occur, the automatic reset of the processor can be realized, avoiding the processor from collecting and processing incorrect data information and then causing incorrect output control in the case of secondary and tertiary power supply faults. The design of the present invention is simple, easy to implement, and has strong anti-interference ability. It can effectively detect secondary and tertiary power supply faults, and can realize the power-on and power-off reset functions. The present invention provides a record of the dynamic balance solution, which can evaluate the vibration after the engine is balanced according to the engine vibration data and the actual trimming solution, reduce the number of engine test runs, and at the same time reduce the risk of excessive vibration after dynamic balance. Description of the Drawings

[0070] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required to be used in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0071] Figure 1 It is a schematic diagram of the airborne dynamic balance hardware provided by the embodiments of the present invention;

[0072] Figure 2 It is a schematic diagram of the mounting holes provided by the embodiments of the present invention;

[0073] Figure 3 It is a flow chart of the dynamic balance calculation provided by the embodiments of the present invention;

[0074] Figure 4 It is a table of the corresponding relationship between hole numbers and angles provided by the embodiments of the present invention;

[0075] Figure 5It is a schematic diagram of actual counterweight calculation provided by an embodiment of the present invention;

[0076] Figure 6 It is a schematic diagram of actual counterweight effect provided by an embodiment of the present invention;

[0077] Figure 7 It is a dynamic balance effect evaluation / prediction diagram provided by an embodiment of the present invention;

[0078] Figure 8 It is a schematic diagram of the structure of a dynamic balance system for an airborne turboprop engine provided by an embodiment of the present invention.

[0079] Reference numerals in the figure: 800, system; 801, vibration data acquisition module; 802, blade data acquisition module; 803, dynamic balance calculation module; 804, residual vibration calculation module. Detailed implementation manners

[0080] The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0081] The following uses specific specific examples to illustrate the implementation manners of the present application. Those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The present application can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the protection scope of the present application.

[0082] A dynamic balance method for an airborne turboprop engine provided by the present invention includes:

[0083] Step S100: The health monitoring unit of the airborne engine collects engine vibration data and stores the vibration data that meets the preset steady-state conditions in the memory of the health monitoring unit;

[0084] Step S200: Collect blade data through the hardware / software of the airborne product, and determine the blade data that meets the preset steady-state conditions through calculation. The blade data includes data such as blade speed, vibration amplitude, and vibration phase;

[0085] Step S300: Calculate the dynamic balance result based on the blade data that meets the preset steady-state conditions and the engine vibration factor, and display the dynamic balance suggestion scheme;

[0086] Step S400: After evaluating the actual balance solution by inversely using the influence coefficient method, estimate and display the residual vibration results of the engine.

[0087] Specifically, for a certain domestic turboprop engine, an on-board engine health monitoring unit is added as needed. As Figure 1 shown, the on-board engine health monitoring unit is a newly added device improved on the basis of the existing turboprop engine electronic system. The speed and phase signals use the output of the propeller controller to the speed and zero-phase signals of the remote propeller controller. The communication interface is connected to the engine interface controller to obtain the propeller operation parameters of the propeller controller, the engine operation parameters of the engine control, and send the engine health monitoring parameters to the aircraft OMS system. The vibration signal is newly added to the system. The vibration sensor is connected to the propeller body and connected to the engine health monitoring unit through a cable. The internal parameters of the engine health monitoring unit are updated through the maintenance interface and data is downloaded, etc. The aircraft supplies power to the engine health monitoring unit. The on-board engine health monitoring unit includes data processing function, storage function, vibration acquisition function, speed acquisition function, and blade zero-phase acquisition function.

[0088] The engine health monitoring unit calculates the vibration amplitude and vibration phase by using the "time-domain full-cycle synchronous averaging correlation method", and sends the engine vibration amplitude data to the aircraft OMS system in real time, and stores multiple sets of speed, amplitude, and phase data that meet the steady-state conditions inside the engine health monitoring unit.

[0089] Furthermore, the engine health monitoring unit stores the influence coefficients corresponding to this series of engines and the positions of the threaded holes of the dynamic balance adjustment disc according to the characteristics of the turboprop engine. The positions of the threaded holes are as Figure 2 shown. The dispersion angle of the screw holes is as Figure 3 shown. Ground maintenance personnel check the engine vibration situation during flight according to the OMS system, and combine with the use of the maintenance manual to decide whether engine dynamic balance is required. When the maintenance personnel choose to perform dynamic balance, the engine health monitoring unit calculates the theoretical value of the dynamic balance adjustment by using the stored engine dynamic balance influence coefficients according to the speed, vibration, and phase data of the engine collected during flight in the air that meet the engine steady-state conditions, and the entire dynamic balance process is as Figure 4 shown.

[0090] Combined with Figure 5 , decompose the theoretical dynamic balance value to the actual balance hole positions, specifically as follows:

[0091] The weight vector Γ g ∠Γ deg is decomposed by holes N and N - 1, and the following formula can be obtained:

[0092] X g cos(αN ) + Y g cos(α N-1 ) = Γ g cos(Γ deg )

[0093] X g sin(α N ) + Y g sin(α N-1 ) = Γ g sin(Γ deg )

[0094] α N-1 < Γ deg < α N (1)

[0096] In formula (1), Γ g represents the theoretical counterweight mass;

[0097] Γ deg represents the theoretical counterweight phase angle;

[0098] B1(Ω1) ips represents the vibration amplitude at rotational speed Ω1;

[0099] B1(Ω1) deg represents the vibration phase angle at rotational speed Ω1;

[0100] C1(Ω1) g / ips represents the vibration amplitude influence coefficient at rotational speed Ω1;

[0101] C1(Ω1) deg represents the vibration phase influence coefficient at rotational speed Ω1.

[0102] Solve for X g and Y g in the system of equations:

[0103]

[0104]

[0105] In formula (2), where:

[0106] X g represents the counterweight mass corresponding to the theoretical N# hole number;

[0107] Y g represents the counterweight mass corresponding to the theoretical N - 1# hole number;

[0108] Γ g represents the theoretical counterweight mass;

[0109] Γ deg represents the theoretical counterweight phase angle;

[0110] α N-1 represents the phase angle corresponding to the N - 1# hole number;

[0111] α N represents the phase angle corresponding to the N# hole number.

[0112] There are differences between the actual dynamic balance adjustment and the theoretical counterweight. The differences between this balancing scheme and the theoretical counterweight are as follows Figure 6 , and the calculation of the actual displayed counterweight effect is as follows:

[0113]

[0114]

[0115] In formula (3), where:

[0116] X g ' represents the mass of the counterweight installed at the actual N# hole number;

[0117] Y g ' represents the mass of the counterweight installed at the actual N - 1# hole number;

[0118] α N-1 represents the phase angle corresponding to the N - 1# hole number;

[0119] α N represents the phase angle corresponding to the N# hole number;

[0120] Γ g ' represents the reduced mass corresponding to the actual counterweights of N# and N - 1#;

[0121] Γ deg ' represents the reduced phase angle corresponding to the actual counterweights of N# and N - 1#.

[0122] It can be respectively compared and shown that: Γ g ∠Γ deg , Γ g ′∠Γ deg ′.

[0123] Due to the differences between the actual balancing scheme and the theoretical scheme, combined with Figure 7 , the residual vibration is:

[0124]

[0125] Pred_X deg =α N -C1(Ω1) deg -180°

[0126]

[0127] Pred_Y deg = α N-1 - C1(Ω1) deg - 180° (4)

[0128]

[0129]

[0130] In Formulas (4) and (5), where:

[0131] X g represents the counterweight mass corresponding to the theoretical N# hole number;

[0132] Y g represents the counterweight mass corresponding to the theoretical N - 1# hole number;

[0133] X g ' represents the installed counterweight mass at the actual N# hole number;

[0134] Y g ' represents the installed counterweight mass at the actual N - 1# hole number;

[0135] C1(Ω1) g / ips represents the vibration amplitude influence coefficient at the rotational speed Ω1;

[0136] C1(Ω1) deg represents the vibration phase influence coefficient at the rotational speed Ω1;

[0137] α N-1 represents the phase angle corresponding to the N - 1# hole number;

[0138] α N represents the phase angle corresponding to the N# hole number;

[0139] Pred_X g represents the residual vibration amplitude corresponding to the N# hole number;

[0140] Pred_X deg represents the residual vibration phase angle corresponding to the N# hole number;

[0141] Pred_Y g represents the residual vibration amplitude corresponding to the N - 1# hole number;

[0142] Pred_Y deg represents the residual vibration phase angle corresponding to the N - 1# hole number;

[0143] Pred gIndicates the combined residual vibration amplitude of N# and N-1#;

[0144] Pred deg Indicates the combined residual vibration phase angle of N# and N-1#.

[0145] The engine health monitoring unit displays the predicted engine residual vibration to the ground maintenance personnel. The ground maintenance personnel determine whether the residual vibration meets the requirements of the maintenance manual. If it meets the requirements, the actual trimming scheme is executed according to the requirements. If it does not meet the requirements, a new dynamic balance scheme is selected.

[0146] Based on the same inventive concept, an airborne turboprop engine dynamic balance system is also provided in an embodiment of the present invention, as described in the following embodiments. Since the principle of solving problems of an airborne turboprop engine dynamic balance system is similar to that of an airborne turboprop engine dynamic balance method, the implementation of an airborne turboprop engine dynamic balance system can refer to the implementation of an airborne turboprop engine dynamic balance method, and the repeated parts will not be described again. As used below, the term "unit" or "module" can be a combination of software and / or hardware that can achieve a predetermined function. Although the system described in the following embodiments is preferably implemented in software, the implementation of hardware, or a combination of software and hardware is also possible and contemplated.

[0147] As Figure 8 shown, it is a schematic diagram of the structure 800 of an airborne turboprop engine dynamic balance system according to an embodiment of the present invention, including:

[0148] A vibration data acquisition module 801, configured to acquire engine vibration data by a health monitoring unit of an airborne engine, and save the vibration data that meets a preset steady-state condition in a memory of the health monitoring unit;

[0149] A blade data acquisition module 802, configured to acquire blade data through hardware / software of an airborne product, and determine blade data that meets a preset steady-state condition through calculation, where the blade data includes data of blade rotation speed, vibration amplitude, and vibration phase;

[0150] A dynamic balance calculation module 803, configured to calculate a dynamic balance result according to the blade data that meets a preset steady-state condition and an engine vibration factor, and display a recommended dynamic balance scheme;

[0151] A residual vibration calculation module 804, configured to estimate and display an engine residual vibration result after evaluating an actual balance scheme by using the influence coefficient method in reverse.

[0152] The embodiments of the present invention achieve the following technical effects:

[0153] The present invention provides an on-line dynamic balancing method and system for the propeller blades of a propeller engine. Aiming at the problems existing in the traditional method, such as being only able to conduct ground tests, unable to make the engine reach the optimal rotational speed and aerodynamic influence during engine operation, and unable to give the predicted result of the engine vibration after balancing according to the vibration before engine balancing and the balancing scheme, an airborne dynamic balancing scheme is proposed. It can realize the detection of engine vibration in the air and the recording of vibration data, complete the calculation and balancing work on the ground, ensure that the vibration parameters are in a long-term and stable state of the engine, minimize the mechanical fatigue and damage caused by engine vibration to the greatest extent, and at the same time, be able to evaluate the vibration after engine balancing according to the engine vibration data and the actual balancing scheme, reducing the number of engine test runs.

[0154] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, various changes and modifications can be made to the embodiments of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. An on-board turboprop engine dynamic balancing method, characterized in that, including: The health monitoring unit of the airborne engine collects engine vibration data and stores the vibration data that meets the preset steady-state conditions in the memory of the health monitoring unit; Collect blade data through the hardware / software of the airborne product, and determine the blade data that meets the preset steady-state conditions through calculation. The blade data includes data such as blade speed, vibration amplitude, and vibration phase; Calculate the dynamic balance result according to the blade data and engine vibration factor that meet the preset steady-state conditions, and display the dynamic balance recommended solution; After evaluating the actual balance solution by using the influence coefficient method in reverse, estimate and display the engine residual vibration result; Use the influence coefficient method in combination with the blade data that meets the preset steady-state conditions to calculate the theoretical counterweight value, including: Wherein: represents the theoretical counterweight mass; represents the theoretical counterweight phase angle; represents at the rotational speed the vibration amplitude; represents at the rotational speed the vibration phase angle; represents at the rotational speed the vibration amplitude influence coefficient; represents at the rotational speed the vibration phase influence coefficient; Decompose the theoretical counterweight value, including: Wherein: Represents the counterweight mass corresponding to the theoretical N# hole number; Represents the counterweight mass corresponding to the theoretical N-1# hole number; Represents the theoretical counterweight mass; Represents the theoretical counterweight phase angle; Represents the phase angle corresponding to the N-1# hole number; Represents the phase angle corresponding to the N# hole number; After performing the actual dynamic balance adjustment, the difference between the actual trimming solution and the theoretical counterweight value is: Wherein: Represents the actual counterweight mass installed at the N# hole number; Represents the actual counterweight mass installed at the N-1# hole number; Represents the phase angle corresponding to the N-1# hole number; Represents the phase angle corresponding to the N# hole number; Represents the reduced mass corresponding to the actual counterweights of N# and N-1#; Represents the reduced phase angle corresponding to the actual counterweights of N# and N-1#; The residual vibration value between the actual trimming solution and the theoretical counterweight value is: Wherein: Represents the counterweight mass corresponding to the theoretical N# hole number; Represents the counterweight mass corresponding to the theoretical N-1# hole number; Represents the installed counterweight mass of the actual N# hole number; Represents the installed counterweight mass of the actual N-1# hole number; Represents at the rotational speed The vibration amplitude influence coefficient; Represents at the rotational speed The vibration phase influence coefficient; Represents the phase angle corresponding to the N-1# hole number; Represents the phase angle corresponding to the N# hole number; Represents the residual vibration amplitude corresponding to the N# hole number; Represents the residual vibration phase angle corresponding to the N# hole number; Represents the residual vibration amplitude corresponding to the N-1# hole number; Represents the residual vibration phase angle corresponding to the N-1# hole number; Represents the combined residual vibration amplitude of N# and N-1#; Represents the combined residual vibration phase angle of N# and N-1#.

2. The dynamic balancing method of an airborne turboprop engine according to claim 1, characterized in that The health monitoring unit includes a data processing unit, a storage unit, a vibration acquisition unit, a speed acquisition unit, and a blade zero-phase acquisition unit.

3. A dynamic balancing method for an airborne turboprop engine according to claim 1, characterized in that Use the time-domain full-cycle synchronous averaging correlation method to determine the vibration amplitude and vibration phase, and determine the blade data that meets the preset steady-state conditions according to the engine steady-state determination conditions and the stability quality coefficient.

4. A dynamic balancing method for an airborne turboprop engine according to claim 1, characterized in that The health monitoring unit displays the residual vibration value to the ground maintenance personnel. The ground maintenance personnel judge whether the residual vibration meets the requirements of the maintenance manual. If it meets, execute the actual trimming solution according to the requirements; if not, reselect the dynamic balance solution.

5. An airborne turboprop engine dynamic balance system for implementing an airborne turboprop engine dynamic balance method as described in any one of claims 1-4, characterized in that, The airborne turboprop engine dynamic balance system includes: A vibration data acquisition module for the health monitoring unit of the airborne engine to collect engine vibration data and store the vibration data that meets the preset steady-state conditions in the memory of the health monitoring unit; A blade data acquisition module for collecting blade data through the hardware / software of the airborne product and determining the blade data that meets the preset steady-state conditions through calculation. The blade data includes data such as blade speed, vibration amplitude, and vibration phase; A dynamic balance calculation module for calculating the dynamic balance result according to the blade data and engine vibration factor that meet the preset steady-state conditions and displaying the dynamic balance recommended solution; A residual vibration calculation module for estimating and displaying the engine residual vibration result after evaluating the actual balance solution by using the influence coefficient method in reverse.

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