Misfire diagnosis method, device, controller and aircraft for an aircraft engine

Abstract

The application provides a misfire diagnosis method, device, controller and airplane of an airplane engine. The method comprises the following steps: determining whether a misfire diagnosis activation condition is met according to real-time operation information of the airplane engine; obtaining a first exhaust temperature signal value of each cylinder of the airplane engine when it is determined that the misfire diagnosis activation condition is met according to the real-time operation information; and determining whether a misfire fault occurs in each cylinder of the airplane engine according to each first exhaust temperature signal value and a preset threshold. The application can realize misfire diagnosis of the airplane engine using a piston engine without upgrading the controller of the airplane engine, and an accurate misfire diagnosis result can be obtained.

Description

Technical Field

[0001] This invention relates to the field of aircraft fault detection technology, and in particular to a method, device, controller, and aircraft for diagnosing misfires in aircraft engines. Background Technology

[0002] Engine misfire refers to the incomplete or non-combustion of the air-fuel mixture in one or more cylinders of an engine due to problems with the ignition system, fuel supply system, or air intake system. In aircraft engines, misfire manifests as insufficient or no power output, commonly known as a misfire, accompanied by engine vibration, insufficient power, and weak acceleration. In-flight engine misfires are extremely serious problems, ranging from instability to flight accidents. Therefore, detecting misfires and responding appropriately can minimize engine damage.

[0003] However, due to the lack of requirements for misfire detection in previous domestic airworthiness regulations, current low-speed civil aircraft lack misfire detection capabilities. The engines of low-speed civil aircraft are typically piston engines, and misfire detection in traditional automotive piston engines is based on engine speed signals. This places very high demands on the controller's calculation frequency, requiring it to be on the order of 10ms. Current aircraft engine controllers cannot meet this requirement, making it impossible to use misfire diagnosis methods from automotive piston engines for aircraft engine misfire diagnosis. Therefore, it is necessary to develop and research new misfire diagnosis methods for aircraft piston engines. Summary of the Invention

[0004] This invention provides a method, apparatus, controller, and aircraft for diagnosing misfires in aircraft engines, in order to solve the problem that misfires cannot be diagnosed in aircraft piston engines.

[0005] In a first aspect, embodiments of the present invention provide a method for diagnosing misfires in an aircraft engine, comprising:

[0006] Determine whether the conditions for activating misfire diagnosis are met based on the real-time operating information of the aircraft engine.

[0007] When the real-time operation information determines that the misfire diagnosis activation condition is met, the first exhaust temperature signal value of each cylinder of the aircraft engine is acquired respectively.

[0008] Based on the first exhaust temperature signal value and the preset threshold, it is determined whether a misfire has occurred in each cylinder of the aircraft engine.

[0009] In one possible implementation, determining whether a misfire has occurred in each cylinder of the aircraft engine based on each of the first exhaust temperature signal values ​​and a preset threshold includes:

[0010] Within a first preset time period after the fire diagnosis activation condition is met, the exhaust temperature change gradient value of each cylinder of the aircraft engine is calculated based on each of the first exhaust temperature signal values.

[0011] The exhaust temperature gradient values ​​of each cylinder of the aircraft engine are compared with the preset threshold values, and the misfire failure of each cylinder of the aircraft engine is determined based on the comparison results.

[0012] In one possible implementation, the step of calculating the exhaust temperature change gradient value of each cylinder of the aircraft engine based on each of the first exhaust temperature signal values ​​within a first preset time period after the misfire diagnosis activation condition is met includes:

[0013] The system acquires multiple second exhaust temperature signal values ​​for each cylinder of the aircraft engine within a first preset time period after the misfire diagnosis activation condition is met.

[0014] Based on each of the first exhaust temperature signal values ​​and the corresponding multiple second exhaust temperature signal values, the exhaust temperature change gradient value of each cylinder of the aircraft engine is calculated.

[0015] In one possible implementation, calculating the exhaust temperature gradient value of each cylinder of the aircraft engine based on each of the first exhaust temperature signal values ​​and the corresponding plurality of second exhaust temperature signal values ​​includes:

[0016] according to Calculate the exhaust temperature gradient values ​​for each cylinder of an aircraft engine;

[0017] Among them, S i Let T be the exhaust temperature gradient value of the i-th cylinder of the aircraft engine, i = 1, 2, ..., n, where n is the number of cylinders in the aircraft engine, t0 is the moment when the misfire diagnosis activation condition is met, t1 is a preset time, which is the time elapsed after the first preset time period after the moment t0, and T is the exhaust temperature gradient value of the i-th cylinder of the aircraft engine. i1 T represents the exhaust temperature signal value of the i-th cylinder of the aircraft engine. i2 The second exhaust temperature signal value of the i-th cylinder of the aircraft engine at time t.

[0018] In one possible implementation, comparing the exhaust temperature gradient values ​​of each cylinder of the aircraft engine with the preset threshold, and determining whether a misfire has occurred in each cylinder of the aircraft engine based on the comparison results, includes:

[0019] The exhaust temperature gradient values ​​of each cylinder of the aircraft engine are compared with the preset threshold values ​​respectively;

[0020] If the exhaust temperature change gradient value of a certain cylinder of an aircraft engine is greater than the preset threshold, it is determined that a misfire fault has occurred in that cylinder of the aircraft engine.

[0021] If the exhaust temperature change gradient value of a certain cylinder of an aircraft engine is less than or equal to the preset threshold, it is determined that the cylinder of the aircraft engine has not experienced a misfire.

[0022] In one possible implementation, after determining that no misfire has occurred in the cylinder of the aircraft engine, the following is also included:

[0023] If, after a second preset time interval, the real-time operating information determines that the misfire diagnosis activation condition is still met, then the first exhaust temperature signal of the cylinder is reacquired based on the second time interval.

[0024] The exhaust temperature gradient value of the cylinder is re-acquired based on the first exhaust temperature signal and the second time period.

[0025] Based on the exhaust temperature change gradient value re-acquired by the cylinder and the preset threshold, it is re-determined whether the cylinder has experienced a misfire fault.

[0026] Secondly, embodiments of the present invention provide a misfire diagnostic device for an aircraft engine, comprising:

[0027] The first judgment module is used to determine whether the misfire diagnosis activation conditions are met based on the real-time operating information of the aircraft engine.

[0028] The acquisition module is used to acquire the first exhaust temperature signal value of each cylinder of the aircraft engine when the misfire diagnosis activation condition is met based on the real-time operation information.

[0029] The second judgment module is used to determine whether a misfire has occurred in each cylinder of the aircraft engine based on each of the first exhaust temperature signal values ​​and a preset threshold.

[0030] Thirdly, embodiments of the present invention provide a controller, including a memory and a processor, wherein the memory is used to store a computer program, and the processor is used to call and run the computer program stored in the memory to perform the steps of the method as described in the first aspect or any possible implementation thereof.

[0031] Fourthly, embodiments of the present invention provide an aircraft including the controller described in the third aspect above.

[0032] Fifthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in the first aspect or any possible implementation thereof.

[0033] This invention provides a method, apparatus, controller, and aircraft for misfire diagnosis of aircraft engines. Unlike traditional automotive piston engines that detect misfires using engine speed signals, this invention uses real-time operating information of the aircraft engine to determine whether misfire diagnosis activation conditions are met. When these conditions are met, the first exhaust temperature signal value of each cylinder of the aircraft engine is acquired. Based on the first exhaust temperature signal value of each cylinder and a preset threshold, it is determined whether a misfire fault has occurred in any cylinder of the aircraft engine. This allows for misfire diagnosis of piston-engine aircraft engines without upgrading the engine controller. Furthermore, because the exhaust temperature signal when a misfire occurs in a cylinder of the aircraft engine is significantly different from the exhaust temperature signal during normal combustion, accurate misfire diagnosis results can be obtained. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a flowchart illustrating the implementation of the misfire diagnosis method for aircraft engines provided in this embodiment of the invention.

[0036] Figure 2 This is a logical schematic diagram of the misfire diagnosis method for aircraft engines provided in an embodiment of the present invention;

[0037] Figure 3 This is a schematic diagram illustrating the integration of the exhaust temperature signal value provided in an embodiment of the present invention;

[0038] Figure 4 This is a schematic diagram of the structure of the misfire diagnosis device for an aircraft engine provided in an embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of the controller provided in an embodiment of the present invention. Detailed Implementation

[0040] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0041] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0042] See Figure 1 The flowchart illustrating the implementation of the misfire diagnosis method for aircraft engines provided in this embodiment of the invention is described in detail below:

[0043] In step 101, it is determined whether the conditions for activating the misfire diagnosis are met based on the real-time operating information of the aircraft engine.

[0044] The real-time operating information of the aircraft engine can include engine speed, engine load, engine coolant temperature, engine intake air temperature, engine system voltage, and relevant fault information from the exhaust temperature sensors on the generator. The activation conditions for misfire diagnosis are that engine speed, engine load, engine coolant temperature, engine intake air temperature, and engine system voltage are within a certain range, and the exhaust temperature sensors on the generator are free of relevant faults. Generally, the misfire diagnosis activation conditions are met if the engine speed is greater than 900 rpm, the engine load is at a medium-low load, the engine coolant temperature is greater than 80°C, the engine intake air temperature is between -40°C and 130°C, the engine system voltage is between 11V and 16V, and the exhaust temperature sensors on the generator are free of relevant faults.

[0045] Since the real-time operating information of the aircraft engine involved in the misfire diagnosis activation conditions may affect the reliability of the misfire diagnosis results, this embodiment first determines whether the misfire diagnosis activation conditions are met, and then performs subsequent misfire diagnosis when it is determined that the misfire diagnosis activation conditions are met, which can improve the reliability of the misfire diagnosis results of the aircraft engine.

[0046] In step 102, when the misfire diagnosis activation conditions are met based on real-time operating information, the first exhaust temperature signal value of each cylinder of the aircraft engine is acquired.

[0047] Combination Figure 2 In this embodiment, the misfire diagnosis process of the aircraft engine is divided into two parts: one part is the determination of the activation conditions for misfire diagnosis, and the other part is the determination of misfire diagnosis.

[0048] The process of determining the activation conditions for fire diagnosis can eliminate factors that affect the reliability of fire diagnosis results, thus helping to improve the reliability of fire diagnosis results.

[0049] Based on this, when performing misfire diagnosis, considering the differences between aircraft piston engines and automotive piston engines, in order to ensure the exhaust temperature safety and closed-loop operation of aircraft piston engines, an exhaust temperature sensor is usually installed at the exhaust port of each cylinder. Furthermore, when a misfire occurs in a cylinder, the exhaust temperature signal corresponding to that cylinder is significantly different from the exhaust temperature signal corresponding to a cylinder in normal combustion; specifically, the exhaust temperature signal value of the cylinder experiencing a misfire will decrease.

[0050] Therefore, misfire diagnosis can be performed individually for each cylinder of an aircraft engine. Specifically, the existing exhaust temperature sensors in each cylinder can be used to acquire exhaust temperature signals, thereby enabling the diagnosis of misfire faults in that cylinder.

[0051] It should be noted that the fire fault diagnosis in this embodiment refers to the diagnosis of continuous fire faults, without considering the diagnosis of single fires with a small fire rate.

[0052] In step 103, based on the first exhaust temperature signal values ​​and preset thresholds, it is determined whether a misfire has occurred in each cylinder of the aircraft engine.

[0053] When a misfire occurs in a cylinder, the exhaust temperature signal for that cylinder will decrease compared to the exhaust temperature signal for a cylinder in normal combustion. Therefore, a preset threshold can be determined through calibration tests. When the misfire diagnosis activation conditions are met, the exhaust temperature signal of each cylinder (i.e., the first exhaust temperature signal) and the preset threshold can be used to determine whether a misfire has occurred in any cylinder of the aircraft engine.

[0054] Unlike traditional automotive piston engines that detect misfires using engine speed signals, this invention uses real-time operating information from the aircraft engine to determine if misfire diagnosis activation conditions are met. When these conditions are met, the first exhaust temperature signal value of each cylinder of the aircraft engine is acquired. Based on this first exhaust temperature signal value and a preset threshold, it is determined whether a misfire has occurred in any cylinder of the aircraft engine. This allows for misfire diagnosis of piston-engine aircraft engines without upgrading the engine controller. Furthermore, because the exhaust temperature signal when a misfire occurs in a cylinder of the aircraft engine is significantly different from the exhaust temperature signal during normal combustion, accurate misfire diagnosis results can be obtained.

[0055] As an embodiment of the present invention, step 103 above may include:

[0056] Within a first preset time period after the misfire diagnosis activation conditions are met, the exhaust temperature change gradient value of each cylinder of the aircraft engine is calculated based on each first exhaust temperature signal value.

[0057] The exhaust temperature gradient values ​​of each cylinder of the aircraft engine are compared with preset thresholds, and the comparison results are used to determine whether a misfire has occurred in each cylinder of the aircraft engine.

[0058] In this embodiment, to ensure the accuracy of the misfire diagnosis results, a preset exhaust temperature change gradient value can be determined as a preset threshold through calibration tests. Within a first preset time period after the misfire diagnosis activation conditions are met, the exhaust temperature change gradient value of each cylinder of the aircraft engine is calculated based on each first exhaust temperature signal value. The exhaust temperature change gradient values ​​of each cylinder of the aircraft engine are compared with the preset exhaust temperature change gradient value, and the comparison results are used to determine whether a misfire fault has occurred in any cylinder of the aircraft engine.

[0059] Specifically, if the exhaust temperature gradient value of a certain cylinder is small, that is, the exhaust temperature gradient value of that cylinder is less than or equal to the preset exhaust temperature gradient value, it can be determined that the cylinder has not misfired. If the exhaust temperature gradient value of a certain cylinder is large, that is, the exhaust temperature gradient value of that cylinder is greater than the preset exhaust temperature gradient value, it can be determined that the cylinder has misfired.

[0060] In another embodiment of the present invention, if the accuracy requirement for the misfire diagnosis result is not high, a preset exhaust temperature signal value can be determined by calibration test as a preset threshold. When the first exhaust temperature signal value of a certain cylinder is greater than the preset exhaust temperature signal value, it is determined that the cylinder has not experienced a misfire fault. When the first exhaust temperature signal value of a certain cylinder is less than or equal to the preset exhaust temperature signal value, it is determined that the cylinder has experienced a misfire fault.

[0061] In this embodiment, when a misfire fault is determined in a certain cylinder, the misfire flag of that cylinder can be set to a true value. When a misfire fault is determined in a certain cylinder, the misfire flag of that cylinder can be set to a false value. This allows the misfire status of each cylinder of the aircraft engine to be obtained.

[0062] Optionally, within a first preset time period after the misfire diagnosis activation conditions are met, calculating the exhaust temperature change gradient value of each cylinder of the aircraft engine based on each first exhaust temperature signal value may include:

[0063] The system acquires multiple second exhaust temperature signal values ​​for each cylinder of the aircraft engine within a first preset time period after the misfire diagnosis activation conditions are met.

[0064] Based on each first exhaust temperature signal value and the corresponding multiple second exhaust temperature signal values, the exhaust temperature gradient value of each cylinder of the aircraft engine is calculated.

[0065] Optional, can be based on Calculate the exhaust temperature gradient values ​​for each cylinder of an aircraft engine.

[0066] Among them, S i Let T be the exhaust temperature gradient value of the i-th cylinder of the aircraft engine, i = 1, 2, ..., n, where n is the number of cylinders in the aircraft engine. Let t0 be the moment when the misfire diagnosis activation condition is met, and t1 be a preset time, which is the time elapsed after the first preset time interval following t0. i1 T represents the exhaust temperature signal value of the i-th cylinder of the aircraft engine. i2 The second exhaust temperature signal value of the i-th cylinder of the aircraft engine at time t.

[0067] In this embodiment, the moment when the misfire diagnosis activation condition is met based on the real-time operating information of the aircraft engine can be recorded as t0. At this time, the initial exhaust temperature signal value of each cylinder of the aircraft engine is recorded, such as the first exhaust temperature signal value T. 11 T 21 T 31 T 41 T 51 T 61 Then, starting from time t0, the difference between the initial exhaust temperature signal value of each cylinder and the exhaust temperature signal value after time t0 (i.e., the second exhaust temperature signal value) is integrated and continuously calibrated for a time δt (i.e., the first preset time period) to obtain each integral value, which is the exhaust temperature change gradient value of each cylinder, such as S1, S2, S3, S4, S5, and S6.

[0068] Specifically, if the exhaust temperature signal value of a certain cylinder changes significantly, it will result in a large exhaust temperature gradient value. If the exhaust temperature signal value of a certain cylinder does not change much, it will result in a small exhaust temperature gradient value. Therefore, based on the exhaust temperature gradient values ​​of each cylinder, it is possible to effectively distinguish between cases where a misfire has occurred and cases where no misfire has occurred. Cylinders with exhaust temperature gradient values ​​greater than a preset threshold (i.e., a preset exhaust temperature gradient value) are reported as having a misfire, while cylinders with exhaust temperature gradient values ​​less than or equal to the preset threshold (i.e., a preset exhaust temperature gradient value) are reported as not having a misfire.

[0069] It should be noted that, in this embodiment, when performing misfire diagnosis on an aircraft engine, misfire diagnosis can be performed on each cylinder independently based on the exhaust temperature change gradient value of each cylinder, without relying on the performance of other cylinders.

[0070] like Figure 3As shown, the vertical axis T represents the exhaust temperature signal value, and the horizontal axis t represents time. During the time period from 0 to t0, when no misfire occurs, the integral is performed over T0-T1. Here, T0 is the exhaust temperature signal value at time 0, and T1 represents the exhaust temperature signal values ​​from time 0 up to time t0. The resulting integral value will fluctuate due to impurity fluctuations, but will not exceed a preset threshold. If a misfire occurs at time t0, the exhaust temperature signal value will decrease due to incomplete or unburned combustion. In this case, the integral from time t0 to time t1, although not continuously decreasing, generally fluctuates downwards, reaching the exhaust temperature signal value T2 at time t1. Therefore, the corresponding integral value will continuously increase, eventually exceeding the preset threshold, thus eliminating the possibility of impurity fluctuations. Therefore, by calculating the integral value, the exhaust temperature change gradient value of each cylinder can be obtained. This allows for the accumulation of small values ​​to identify regular misfire-induced exhaust temperature signal anomalies, while also eliminating the influence of impurity fluctuations on misfire diagnosis, enhancing the robustness and reliability of misfire diagnosis.

[0071] Optionally, after determining that no misfire has occurred in the cylinder of the aircraft engine, the following may also be included:

[0072] If, after a second preset time interval, the real-time operating information determines that the misfire diagnosis activation conditions are still met, then the first exhaust temperature signal of the cylinder is reacquired based on the second time interval.

[0073] The exhaust temperature gradient value of the cylinder is re-acquired based on the first exhaust temperature signal and the second time period.

[0074] Based on the exhaust temperature change gradient value re-acquired by the cylinder and the preset threshold, it is re-determined whether the cylinder has misfired.

[0075] The second preset time period corresponds to the frequency of fire diagnosis.

[0076] For example, assuming the second preset time period is 30ms, if for a certain cylinder, the misfire diagnosis activation condition is met at time t0, and it is determined that no misfire fault has occurred at time t0+δt=t1, and the misfire diagnosis activation condition is still met during the time period from t1 to t1+30ms, then the exhaust temperature signal value at time t0+30ms can be obtained as the new first exhaust temperature signal value. Based on the new first exhaust temperature signal value, the integral value of the time period from t0+30ms to t1+30ms is obtained as the new exhaust temperature change gradient value. The new exhaust temperature change gradient value is compared with a preset threshold, and then the misfire fault of the cylinder is re-determined. Here, 30ms is merely an example of the second preset time period and does not limit the duration of the second preset time period. Those skilled in the art can determine the duration corresponding to the second preset time period according to the required misfire diagnosis frequency.

[0077] In this embodiment, for cylinders that have not experienced a misfire, there is no need to re-determine whether a misfire has occurred at fixed first preset time intervals, allowing for flexible setting of the frequency of aircraft engine misfire diagnosis.

[0078] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0079] The following are device embodiments of the present invention. For details not described in detail, please refer to the corresponding method embodiments described above.

[0080] Figure 4 A schematic diagram of the misfire diagnostic device for an aircraft engine provided in an embodiment of the present invention is shown. For ease of explanation, only the parts relevant to the embodiment of the present invention are shown, and are described in detail below:

[0081] like Figure 4 As shown, the misfire diagnostic device for an aircraft engine includes: a first judgment module 41, an acquisition module 42, and a second judgment module 43.

[0082] The first judgment module 41 is used to determine whether the misfire diagnosis activation conditions are met based on the real-time operating information of the aircraft engine.

[0083] The acquisition module 42 is used to acquire the first exhaust temperature signal value of each cylinder of the aircraft engine when the misfire diagnosis activation condition is met based on real-time operation information.

[0084] The second judgment module 43 is used to determine whether each cylinder of the aircraft engine has a misfire fault based on each first exhaust temperature signal value and a preset threshold.

[0085] Unlike traditional automotive piston engines that detect misfires using engine speed signals, this invention uses real-time operating information from the aircraft engine to determine if misfire diagnosis activation conditions are met. When these conditions are met, the first exhaust temperature signal value of each cylinder of the aircraft engine is acquired. Based on this first exhaust temperature signal value and a preset threshold, it is determined whether a misfire has occurred in any cylinder of the aircraft engine. This allows for misfire diagnosis of piston-engine aircraft engines without upgrading the engine controller. Furthermore, because the exhaust temperature signal when a misfire occurs in a cylinder of the aircraft engine is significantly different from the exhaust temperature signal during normal combustion, accurate misfire diagnosis results can be obtained.

[0086] In one possible implementation, the second judgment module 43 can be used to calculate the exhaust temperature change gradient value of each cylinder of the aircraft engine based on each first exhaust temperature signal value within a first preset time period after the misfire diagnosis activation condition is met; compare the exhaust temperature change gradient value of each cylinder of the aircraft engine with a preset threshold respectively, and determine whether a misfire fault has occurred in each cylinder of the aircraft engine based on the comparison result.

[0087] In one possible implementation, the second judgment module 43 can be used to acquire multiple second exhaust temperature signal values ​​of each cylinder of the aircraft engine within a first preset time period after the misfire diagnosis activation condition is met; and calculate the exhaust temperature change gradient value of each cylinder of the aircraft engine based on each first exhaust temperature signal value and the corresponding multiple second exhaust temperature signal values.

[0088] In one possible implementation, the second judgment module 43 can be used to determine based on... Calculate the exhaust temperature gradient values ​​for each cylinder of an aircraft engine.

[0089] Among them, S i Let T be the exhaust temperature gradient value of the i-th cylinder of the aircraft engine, i = 1, 2, ..., n, where n is the number of cylinders in the aircraft engine. Let t0 be the moment when the misfire diagnosis activation condition is met, and t1 be a preset time, which is the time elapsed after the first preset time interval following t0. i1 T represents the exhaust temperature signal value of the i-th cylinder of the aircraft engine. i2 The value of the second exhaust temperature signal of the i-th cylinder of the aircraft engine at time t.

[0090] In one possible implementation, the second judgment module 43 can be used to compare the exhaust temperature change gradient value of each cylinder of the aircraft engine with a preset threshold; if the exhaust temperature change gradient value of a certain cylinder of the aircraft engine is greater than the preset threshold, it is determined that the cylinder of the aircraft engine has a misfire fault; if the exhaust temperature change gradient value of a certain cylinder of the aircraft engine is less than or equal to the preset threshold, it is determined that the cylinder of the aircraft engine has not a misfire fault.

[0091] In one possible implementation, the second judgment module 43 can also be used to: if, after a second preset time interval, it is determined from real-time operating information that the misfire diagnosis activation condition is still met, then reacquire the first exhaust temperature signal of the cylinder based on the second time interval; reacquire the exhaust temperature change gradient value of the cylinder based on the reacquired first exhaust temperature signal of the cylinder and the second time interval; and re-determine whether the cylinder has experienced a misfire fault based on the reacquired exhaust temperature change gradient value of the cylinder and a preset threshold.

[0092] Figure 5 This is a schematic diagram of the controller provided in an embodiment of the present invention. Figure 5 As shown, the controller 5 in this embodiment includes a processor 50, a memory 51, and a computer program 52 stored in the memory 51 and executable on the processor 50. When the processor 50 executes the computer program 52, it implements the steps in the aforementioned embodiments of the misfire diagnosis methods for various aircraft engines, for example... Figure 1 Steps 101 to 103 are shown. Alternatively, when processor 50 executes computer program 52, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 4 The functions of modules / units 41 to 43 shown.

[0093] For example, computer program 52 can be divided into one or more modules / units, one or more of which are stored in memory 51 and executed by processor 50 to complete the present invention. One or more modules / units can be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 52 in controller 5. For example, computer program 52 can be divided into... Figure 4 Modules / units 41 to 43 are shown.

[0094] Controller 5 may be a controller for an aircraft engine. Controller 5 may include, but is not limited to, a processor 50 and a memory 51. Those skilled in the art will understand that... Figure 5 This is merely an example of controller 5 and does not constitute a limitation on controller 5. It may include more or fewer components than shown, or combine certain components, or different components. For example, the controller may also include input / output devices, network access devices, buses, etc.

[0095] The processor 50 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0096] The memory 51 can be an internal storage unit of the controller 5, such as the hard disk or RAM of the controller 5. The memory 51 can also be an external storage device of the controller 5, such as a plug-in hard disk, SmartMedia Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the controller 5. Furthermore, the memory 51 can include both internal and external storage units of the controller 5. The memory 51 is used to store computer programs and other programs and data required by the controller. The memory 51 can also be used to temporarily store data that has been output or will be output.

[0097] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0098] As another embodiment of the present invention, the present invention may also include an aircraft that includes a controller as described in any of the above embodiments, and has the same beneficial effects as the controllers described above, which will not be repeated here.

[0099] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0100] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0101] In the embodiments provided by this invention, it should be understood that the disclosed devices / controllers and methods can be implemented in other ways. For example, the device / controller embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0102] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0103] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0104] If integrated modules / units are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various aircraft engine misfire diagnosis method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0105] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for diagnosing misfires in aircraft engines, characterized in that, include: The real-time operating information of the aircraft engine is used to determine whether the misfire diagnosis activation conditions are met. The misfire diagnosis activation conditions include that the engine speed, engine load, engine coolant temperature, engine intake air temperature, and engine system voltage are within a certain range, and that the exhaust temperature sensor on the generator has no related faults. When the real-time operation information determines that the misfire diagnosis activation condition is met, the first exhaust temperature signal value of each cylinder of the aircraft engine is acquired respectively. Based on each of the first exhaust temperature signal values, the exhaust temperature change gradient value of each cylinder of the aircraft engine is calculated by integration. The exhaust temperature change gradient value of each cylinder of the aircraft engine is then compared with a preset threshold to determine whether a misfire fault has occurred in each cylinder of the aircraft engine.

2. The misfire diagnosis method for an aircraft engine according to claim 1, characterized in that, The step of determining whether a misfire has occurred in each cylinder of the aircraft engine based on each of the first exhaust temperature signal values ​​and a preset threshold includes: Within a first preset time period after the fire diagnosis activation condition is met, the exhaust temperature change gradient value of each cylinder of the aircraft engine is calculated based on each of the first exhaust temperature signal values. The exhaust temperature gradient values ​​of each cylinder of the aircraft engine are compared with the preset threshold values, and the misfire failure of each cylinder of the aircraft engine is determined based on the comparison results.

3. The misfire diagnosis method for aircraft engines according to claim 2, characterized in that, Within a first preset time period after the misfire diagnosis activation condition is met, the calculation of the exhaust temperature change gradient value of each cylinder of the aircraft engine based on each of the first exhaust temperature signal values ​​includes: Real-time acquisition of multiple second exhaust temperature signal values ​​of each cylinder of the aircraft engine within a first preset time period after the misfire diagnosis activation condition is met; Based on each of the first exhaust temperature signal values ​​and the corresponding multiple second exhaust temperature signal values, the exhaust temperature change gradient value of each cylinder of the aircraft engine is calculated.

4. The misfire diagnosis method for an aircraft engine according to claim 3, characterized in that, The step of calculating the exhaust temperature gradient value of each cylinder of the aircraft engine based on each of the first exhaust temperature signal values ​​and the corresponding plurality of second exhaust temperature signal values ​​includes: according to Calculate the exhaust temperature gradient values ​​for each cylinder of the aircraft engine; in, For aircraft engines The exhaust temperature gradient value of each cylinder, , This refers to the number of cylinders in an aircraft engine. The timing for meeting the fire diagnosis activation conditions. The preset time is the time specified in the original text. The time elapsed after the first preset time period following the time specified in the original text For aircraft engines The first exhaust temperature signal value of each cylinder For aircraft engines Each cylinder at any time The second row temperature signal value at that time.

5. The misfire diagnosis method for an aircraft engine according to any one of claims 2-4, characterized in that, The step of comparing the exhaust temperature gradient values ​​of each cylinder of the aircraft engine with the preset threshold, and determining whether a misfire has occurred in each cylinder of the aircraft engine based on the comparison results, includes: The exhaust temperature gradient values ​​of each cylinder of the aircraft engine are compared with the preset threshold values ​​respectively; If the exhaust temperature change gradient value of a certain cylinder of an aircraft engine is greater than the preset threshold, it is determined that a misfire fault has occurred in that cylinder of the aircraft engine. If the exhaust temperature change gradient value of a certain cylinder of an aircraft engine is less than or equal to the preset threshold, it is determined that the cylinder of the aircraft engine has not experienced a misfire.

6. The misfire diagnosis method for an aircraft engine according to claim 5, characterized in that, After determining that the aircraft engine cylinder has not experienced a misfire, the following steps are also included: If, after a second preset time interval, the real-time operating information determines that the misfire diagnosis activation condition is still met, then the first exhaust temperature signal of the cylinder is reacquired based on the second preset time interval. The exhaust temperature gradient value of the cylinder is re-acquired based on the first exhaust temperature signal re-acquired by the cylinder and the second preset time period. Based on the exhaust temperature change gradient value re-acquired by the cylinder and the preset threshold, it is re-determined whether the cylinder has experienced a misfire fault.

7. A misfire diagnostic device for an aircraft engine, characterized in that, include: The first judgment module is used to determine whether the misfire diagnosis activation conditions are met based on the real-time operating information of the aircraft engine. The misfire diagnosis activation conditions include that the engine speed, engine load, engine water temperature, engine intake air temperature, and engine system voltage are within a certain range, and that the exhaust temperature sensor on the generator has no related faults. The acquisition module is used to acquire the first exhaust temperature signal value of each cylinder of the aircraft engine when the misfire diagnosis activation condition is met based on the real-time operation information. The second judgment module is used to integrate the first exhaust temperature signal values ​​to calculate the exhaust temperature change gradient value of each cylinder of the aircraft engine, compare the exhaust temperature change gradient value of each cylinder of the aircraft engine with a preset threshold, and determine whether a misfire fault has occurred in each cylinder of the aircraft engine.

8. A controller, characterized in that, It includes a memory and a processor, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to perform the method as described in any one of claims 1 to 6.

9. An aircraft, characterized in that, Includes the controller as described in claim 8.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 6 above.

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