A full-state fault injection test system and method for an aviation turboshaft engine

Abstract

The present application discloses a full-state fault injection test system and method for an aviation turboshaft engine. The system includes a monitoring host computer, a dual-engine host computer, an electronic controller, a hydraulic dynamometer, a hydraulic dynamometer controller, etc. The hydraulic dynamometer controller also includes a mode conversion module for converting the hydraulic dynamometer between three control modes: torque, position, and speed in sequence during the engine's starting and stable operating stages, a state point that requires verification, and before full fault injection. The test system also includes an Np lead-lag module for performing lead-lag correction on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, so that a phase difference is generated between the Np signal involved in the control in the engine control system and the Np signal involved in the control by the hydraulic dynamometer. The present invention can fully verify the correctness of the design of the key signal fault countermeasures.

Description

Technical Field

[0001] The present application relates to the technical field of aviation turboshaft engines, and in particular, to a full-state fault injection test system and method for an aviation turboshaft engine. Background Art

[0002] Various faults in aircraft engine control systems can have varying degrees of impact on engine operation. Failures in critical signals, such as the gas generator speed (Ng) and power turbine speed (Np), can affect engine control and even jeopardize flight safety. Therefore, targeted and effective fault handling strategies for these critical signals are necessary to improve the reliability and safety of the engine and control system. Once the design of these critical fault countermeasures for the engine control system is complete, a series of system-level and aircraft-level tests are conducted to verify their effectiveness. Compared to turbofan and turboprop engines, turboshaft engine testing relies on dynamometers to provide loads, making aircraft-level verification of critical signal fault countermeasures for their control systems a challenging task for various turboshaft engine models. Currently, conventional fault injection testing methods for turboshaft engines only support verification of critical signal fault countermeasures at the aircraft level in low-level states (such as idling) due to safety concerns. The adequacy of this verification approach has been questioned by experts.

[0003] For aviation turboshaft engines, when a critical control signal failure occurs in the engine control system, such as a complete failure of the Ng signal, the engine control system no longer has complete control capabilities, which may affect the safe operation of the engine. Therefore, the typical fault countermeasure is to reduce the engine power and control the engine to a fixed low-power state to ensure safe engine operation. Specifically, when the turboshaft engine gas generator speed (Ng) signal fails completely, the typical fault countermeasure is to change the control system control target from Np to fuel flow, and reduce the engine fuel flow for a period of time after the failure occurs until the fuel flow is consistent with the set post-fault fuel flow, so that the faulty engine remains in the set safe operating state to ensure flight safety.

[0004] In order to verify the above-mentioned fault countermeasure design, in addition to conducting system-level functional logic verification, it is also necessary to conduct whole-machine-level fault injection verification to determine the matching of the control conversion process after the fault and the engine, as well as the operating stability of the engine when the converted control system adopts fuel flow control.

[0005] The conventional fault injection whole-machine test method for turboshaft engines can be described as follows: the power turbine output shaft of the engine is connected to the test bench hydraulic dynamometer, and a fault injection box is connected in series between the engine and the electronic controller to simulate a signal fault in order to achieve the purpose of fault injection verification. The test bench hydraulic dynamometer adopts a conventional torque mode, that is, the load of the hydraulic dynamometer is determined by the load rod (CLP) and remains unchanged before and after the fault. When using this existing method to perform fault injection whole-machine verification, since the load of the hydraulic dynamometer before and after the fault is manually controlled by the CLP, it is very easy for the engine power to not match the hydraulic dynamometer load during the rapid decline of the engine state after a fault occurs in the high-power state, resulting in the engine power turbine overspeed or the power turbine speed falling into the critical speed. Therefore, in order to avoid the above risks, the whole-machine level verification of such critical signal fault countermeasures using this method can only be carried out in the engine slow-running state. The specific test plan is shown in Figure 1 .

[0006] The existing turboshaft engine fault injection test method cannot truly simulate the response of the engine after a fault in the helicopter's dual-engine state. When the engine is in a high state (such as takeoff state) and the fault is detected, the existing fault injection method is compared with the actual response of the helicopter in the dual-engine state. Figure 2 As shown in Figure 2, the existing fault injection method has two shortcomings when conducting engine high-state fault injection tests:

[0007] First, when using existing fault injection methods, the trend in the engine's power turbine speed (Np) after a fault significantly differs from the actual dual-engine installation, making it impossible to fully verify the engine's response under real-world conditions. Specifically, under actual installation conditions, after a critical failure in one engine, the other engine automatically enters emergency mode, increasing power output to maintain a constant Np speed for both engines (as shown by the solid curve in the figure above). However, when conducting fault injection verification on a test bench using existing methods, since it cannot simulate a dual-engine installation, after a critical failure in both engines, engine power and engine Np speed will continue to decrease (as shown by the dashed curve in the figure above).

[0008] Secondly, the continued decrease in the engine's power turbine speed Np can also cause the engine's Np speed to fall within the engine's power turbine's second-order critical speed. Slowly passing through or remaining at the critical speed can lead to increased vibration and other issues, impacting engine test safety. Considering this test safety, only by idling the engine before the fault can the engine's power state before and after the fault be minimized, thereby avoiding the risk of the power turbine speed (Np) entering the critical speed due to a mismatch between the hydraulic dynamometer load and the engine. Therefore, under existing methods, fault injection verification is typically performed in the engine's idling state. However, while using existing methods to perform engine fault injection tests in the idling state can ensure test safety and verify the correctness of some fault countermeasure designs, it is clearly insufficient for verifying the fault countermeasure designs.

[0009] Specifically, the fault countermeasure verification of the engine control system is usually divided into two parts: system-level verification and whole-machine-level verification. The system-level verification mainly verifies the fault handling logic of the control system after the fault, that is, whether the control system can correctly switch to the set post-fault control loop and related fault reporting logic after the fault. The whole-machine-level fault injection verification mainly verifies the following two aspects:

[0010] 1) The control system can smoothly control the engine to achieve control transition after the engine fails in different states, and the engine will not experience unacceptable characteristics such as overheating and surge during the process;

[0011] 2) After the control conversion is completed, whether the control system can control the engine after the fault to operate stably in the set working state.

[0012] Currently, conventional whole-machine fault injection testing methods only accomplish the verification objective 2) above. However, because the pre-fault and post-fault states are identical, with virtually no transition process, they fail to achieve the verification objective 1) above. The post-fault control transition process is the most dangerous aspect of an engine failure and a key focus of airworthiness regulations. Furthermore, in actual use, engines rarely operate at idle speed in the air. Therefore, performing whole-machine idle fault injection testing effectively compromises current test conditions and techniques, has relatively limited practical significance, and cannot fully verify the correctness of the engine control system fault countermeasure design. Summary of the Invention

[0013] On the one hand, the present application provides a full-state fault injection test system for an aviation turboshaft engine to solve the technical problem that the existing technology cannot fully verify the correctness of the design of the engine control system fault countermeasures.

[0014] The technical solutions adopted in this application are as follows:

[0015] A full-state fault injection test system for an aviation turboshaft engine includes a monitoring host computer, a dual-engine host computer, an electronic controller, a hydraulic dynamometer, a hydraulic dynamometer controller, and a fault injection box.

[0016] The hydraulic dynamometer controller further includes a mode conversion module for sequentially converting the hydraulic dynamometer between a torque control mode, a position control mode, and a speed control mode at a state point where the engine needs to be verified and before full fault injection is performed. In the torque control mode, the torque of the hydraulic dynamometer is kept constant; in the position control mode, the valve position of the hydraulic dynamometer is kept constant; and in the speed control mode, the speed of the hydraulic dynamometer is kept constant.

[0017] The test system also includes an Np lead-lag module, which is used to perform lead-lag correction on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, so that the Np signal participating in the control in the engine control system and the Np signal participating in the control of the hydraulic dynamometer produce a phase difference, thereby improving system stability during the fault injection process.

[0018] Furthermore, in the torque control mode, the load of the hydraulic dynamometer is set by the load rod CLP, and the load of the hydraulic dynamometer is kept consistent with the setting of the load rod CLP.

[0019] Furthermore, in the speed control mode, the load of the hydraulic dynamometer is controlled by the speed closed loop of the hydraulic dynamometer.

[0020] Furthermore, in the position control mode, the load of the hydraulic dynamometer is controlled by fixing the position of the water gate of the hydraulic dynamometer.

[0021] On the other hand, the present application also provides a method for full-state fault injection testing of an aviation turboshaft engine, based on the system, comprising the following steps:

[0022] At the state point where the engine needs to be verified and before full fault injection, the hydraulic dynamometer is switched in sequence between torque control mode, position control mode, and speed control mode. In torque control mode, the torque of the hydraulic dynamometer is kept constant; in position control mode, the valve position of the hydraulic dynamometer is kept constant; and in speed control mode, the speed of the hydraulic dynamometer is kept constant.

[0023] During the state switching process, after the hydraulic dynamometer switches to the speed control mode and before full fault injection, when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, a lead-lag correction is performed on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer, so that a phase difference is generated between the Np signal participating in the control in the engine control system and the Np signal participating in the control of the hydraulic dynamometer, thereby improving the system stability during the fault injection process.

[0024] Furthermore, at the state point where the engine needs to be verified and before full fault injection, the hydraulic dynamometer is sequentially switched between the torque control mode, the position control mode, and the speed control mode, specifically including the steps of:

[0025] When the engine is starting and in stable operation, set the hydraulic dynamometer to torque control mode;

[0026] When the engine stays at the state point that needs to be verified, the hydraulic dynamometer is switched from the torque control mode to the position control mode;

[0027] Then, before full-state fault injection, the hydraulic dynamometer is switched from position control mode to speed control mode.

[0028] Furthermore, the Np lead-lag module is provided in a hydraulic dynamometer or an engine controller.

[0029] On the other hand, the present application also provides a full-state fault injection test device for an aviation turboshaft engine, comprising:

[0030] A mode switching module is used to switch the hydraulic dynamometer between torque control mode, position control mode, and speed control mode in sequence at the state point where the engine needs to be verified and before full fault injection. In the torque control mode, the torque of the hydraulic dynamometer is kept constant; in the position control mode, the valve position of the hydraulic dynamometer is kept constant; and in the speed control mode, the speed of the hydraulic dynamometer is kept constant;

[0031] The lead-lag correction module is used to perform lead-lag correction on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer during the state switching process, when the hydraulic dynamometer switches to the speed control mode and before full fault injection, when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, so as to produce a phase difference between the Np signal participating in the control in the engine control system and the Np signal participating in the control of the hydraulic dynamometer, thereby improving the system stability during the fault injection process.

[0032] On the other hand, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the steps of the full-state fault injection test method for the entire aviation turboshaft engine are implemented.

[0033] On the other hand, the present application also provides a storage medium, which includes a stored program, and when the program is running, controls the device where the storage medium is located to execute the steps of the aviation turboshaft engine full-state fault injection test method.

[0034] Compared with the existing technology, this application has the following beneficial effects:

[0035] 1. Compared with the conventional whole-machine fault injection method in the existing technology, which can only carry out the fault injection test in the slow-run state, this application can carry out the fault injection test in the full state of the engine and realize the smooth control transition after the engine failure, so as to fully verify whether the control system fault countermeasure design meets the design requirements;

[0036] 2. When a signal of an engine fails, the hydraulic dynamometer controls the engine speed and automatically reduces the engine load. This can more realistically simulate the situation where the power of the engine decreases while the power of the other engine increases in the OEI (One Engine Inoperative) state.

[0037] 3. Compared with the existing manual control of the load rod to control the hydraulic dynamometer load, the present application can automatically stabilize the engine Np speed within a certain range, reducing the risk of Np overspeed and entering the critical speed.

[0038] In addition to the above-described purposes, features and advantages, the present application has other purposes, features and advantages. The present application will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of this application. The exemplary embodiments and descriptions of this application are intended to explain this application and do not constitute an improper limitation on this application. In the accompanying drawings:

[0040] Figure 1 This is a schematic diagram of the principle of the existing aviation turboshaft engine fault injection test system;

[0041] Figure 2 This is a schematic diagram comparing the existing fault injection method with the actual twin-engine installed state response of the helicopter;

[0042] Figure 3 This is a schematic diagram of the principle of a full-state fault injection test system for an aviation turboshaft engine according to a preferred embodiment of the present application;

[0043] Figure 4 This is a flow chart of a method for full-state fault injection testing of an aviation turboshaft engine according to a preferred embodiment of the present application;

[0044] Figure 5 This is a schematic flow chart of the sub-steps of step S1 of the preferred embodiment of the present application;

[0045] Figure 6 This is a timing diagram of Np fault injection in the takeoff state in a preferred embodiment of the present application;

[0046] Figure 7 This is a schematic diagram of the lead-lag principle of the Np signal in a preferred embodiment of the present application;

[0047] Figure 8 This is a schematic diagram of the module of the intelligent adaptive sound insulation screen cleaning device according to the preferred embodiment of the present application;

[0048] Figure 9 This is a schematic block diagram of an electronic device according to a preferred embodiment of the present application;

[0049] Figure 10 It is a diagram of the internal structure of a computer device according to a preferred embodiment of the present application. DETAILED DESCRIPTION

[0050] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0051] Reference Figure 3 A preferred embodiment of the present application provides a full-state fault injection test system for an aviation turboshaft engine, comprising a monitoring host computer, a dual-engine host computer, an electronic controller, a hydraulic dynamometer, a hydraulic dynamometer controller, and a fault injection box. The hydraulic dynamometer controller further comprises a mode conversion module for sequentially converting the hydraulic dynamometer between a torque control mode, a position control mode, and a speed control mode at a state point where the engine needs to be verified and before performing full fault injection. In the torque control mode, the torque of the hydraulic dynamometer remains constant; in the position control mode, the valve position of the hydraulic dynamometer remains constant; and in the speed control mode, the speed of the hydraulic dynamometer remains constant.

[0052] The test system also includes an Np lead-lag module, which is used to perform lead-lag correction on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, so that the Np signal participating in the control in the engine control system and the Np signal participating in the control of the hydraulic dynamometer produce a phase difference, thereby improving system stability during the fault injection process.

[0053] Compared with the prior art, this embodiment has the following beneficial effects:

[0054] 1. Compared to conventional whole-machine fault injection methods in existing technologies that can only be performed in the idle state, this embodiment can perform fault injection tests in all engine states and achieve smooth control transition after an engine failure, thereby fully verifying whether the control system fault countermeasure design meets the design requirements;

[0055] 2. When a signal from an engine fails, this embodiment uses a hydraulic dynamometer to control the engine speed and automatically reduce the engine load. This can more realistically simulate the situation where the power of the engine decreases while the power of another engine increases in the OEI (One Engine Inoperative) state.

[0056] 3. Compared with the existing manual control of the load lever to control the hydraulic dynamometer load, this embodiment can automatically stabilize the engine Np speed within a certain range, reducing the risk of Np overspeed and entering the critical speed.

[0057] Specifically, in the torque control mode, the load of the hydraulic dynamometer is set by the load rod CLP, and the load of the hydraulic dynamometer is kept consistent with the setting of the load rod CLP.

[0058] Specifically, in the speed control mode, the load of the hydraulic dynamometer is controlled by the speed closed loop of the hydraulic dynamometer.

[0059] Specifically, in the position control mode, the load of the hydraulic dynamometer is controlled by fixing the position of the water gate of the hydraulic dynamometer.

[0060] like Figure 3 As shown, another preferred embodiment of the present application further provides a method for full-state fault injection testing of an entire aircraft turboshaft engine, based on the system, comprising the following steps:

[0061] S1. At the state point where the engine needs to be verified and before full fault injection, the hydraulic dynamometer is sequentially switched between torque control mode, position control mode, and speed control mode. In the torque control mode, the torque of the hydraulic dynamometer is kept constant; in the position control mode, the valve position of the hydraulic dynamometer is kept constant; and in the speed control mode, the speed of the hydraulic dynamometer is kept constant.

[0062] S2. During the state switching process, after the hydraulic dynamometer switches to the speed control mode and before full fault injection, when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, a lead-lag correction is performed on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer to create a phase difference between the Np signal involved in the control of the engine control system and the Np signal involved in the control of the hydraulic dynamometer, thereby improving system stability during the fault injection process.

[0063] Specifically, if Figure 5 As shown, at the state point where the engine needs to be verified and before full fault injection, the hydraulic dynamometer is switched in sequence between the torque control mode, the position control mode, and the speed control mode, specifically including the following steps:

[0064] S11. When the engine is starting and in a stable operation stage, the hydraulic dynamometer is set to a torque control mode;

[0065] S12, when the engine stays at the state point that needs to be verified, switching the hydraulic dynamometer from the torque control mode to the position control mode;

[0066] S13. Then, before performing full-state fault injection, the hydraulic dynamometer is switched from the position control mode to the speed control mode.

[0067] Preferably, the Np lead-lag module is arranged in a hydraulic dynamometer or an engine controller. In this embodiment, the Np lead-lag module is arranged in the engine controller. Of course, the Np lead-lag module can also be arranged in a hydraulic dynamometer, which will not be elaborated here.

[0068] The working principle and technical advantages of this application are further described in detail below.

[0069] The design concept of this application is to simulate the actual response of a real twin-engine helicopter installation by injecting a complete fault into the test bench as closely as possible. In an actual twin-engine helicopter installation, if a critical engine failure occurs and the control system power is reduced, the helicopter's rotor speed will also decrease. At this time, the control system of the other engine will automatically increase its power or even enter emergency mode to provide higher power to meet the helicopter's needs and maintain rotor speed stability. In other words, the dual-engine power turbine speed is stable.

[0070] In order to achieve the above functions and ensure stable conversion between engine Np control and hydraulic dynamometer Np control, the solution of this application has made the following improvements based on the existing technology:

[0071] 1. To achieve constant engine Np speed after a fault, a method of switching the hydraulic dynamometer online to constant speed control mode during engine operation is adopted;

[0072] 2. To ensure stable switching between the Np control of the engine control system and the Np control of the hydraulic dynamometer, a three-mode switching method for the Np lead-lag module of the engine and the hydraulic dynamometer is adopted.

[0073] By adopting the above method, the present application can simulate the actual response of the engine in the dual-engine state after a fault and achieve smooth control transition after an engine fault. The engine high-state fault injection test process using the present application can be described as follows:

[0074] During the engine start-up and stable operation phase, the hydraulic dynamometer is set to the conventional torque control mode, that is, the load of the hydraulic dynamometer is kept consistent with the setting of the load bar (CLP). When the engine runs to the state point that needs to be verified (such as take-off state), before the key signal full fault injection is performed and the control conversion is about to occur, the hydraulic dynamometer is first set to the speed control mode through the mode conversion module. Figure 6 shown.

[0075] Depend on Figure 6 It can be seen that in the process of control conversion between the two control modes, there will inevitably be an unstable control state for a period of time (such as Figure 6 In this state, the engine Np control and the hydraulic dynamometer Np control work simultaneously, which can easily cause control instability or even divergence.

[0076] To solve the above problems and ensure that the above process can be smoothly converted, this application adopts the following methods to increase the stability of the conversion:

[0077] 1. Reduce Np disturbance introduced by mode switching

[0078] This application adopts a novel online three-mode adjustment method, using the fixed position mode of the hydraulic dynamometer as an intermediate state to achieve low-disturbance online mode switching of the engine operating state. Specifically, when the engine stays at a state point that needs to be verified, the hydraulic dynamometer is first switched from the torque control mode to the position control mode to ensure that the hydraulic dynamometer valve position is constant, minimizing the load changes introduced by the mode switching. Subsequently, before performing full fault injection, the hydraulic dynamometer control is finally adjusted to the speed control mode. Compared with directly switching the hydraulic dynamometer from the torque control mode to the speed control mode, this method can achieve lower switching disturbances in the mode switching.

[0079] 2. Increase the control stability margin in the unstable control stage

[0080] During the state switching process, it is inevitable that there will be a period of time when the engine control system and the hydraulic dynamometer simultaneously perform Np constant speed control (such as Figure 6 That is, during this period, two control systems act on the same rotor to perform constant speed control. Special design measures are required to prevent the coupling between the two systems from causing instability or even divergence in the Np speed regulation.

[0081] The control targets of the engine control system and the hydraulic dynamometer are both the engine power turbine rotor and the hydraulic dynamometer flywheel connected together, that is, the control targets of the two control systems are consistent, and the rotational inertia of the load is consistent, but the control variables of the two control systems are different: the control variable of the engine control system is the engine fuel supply, while the control variable of the hydraulic dynamometer is the opening of the hydraulic dynamometer water inlet and outlet valves. In order to avoid the two control systems from performing Np constant speed control coupling at the same time, the present application designs a suitable Np lead-lag link in the engine control system to make the phase of the Np signal of the engine control system and the hydraulic dynamometer control input different, thereby increasing the stability margin of the overall control. The principle of the added lead-lag link is as follows: Figure 7 shown.

[0082] Figure 7 In the formula ( ), ΔNp is the difference between the Np speed control target value and the current Np speed actual feedback value; k is a constant, τ1 and τ2 are the lead correction coefficient and the lag correction coefficient respectively, and s is the integral operator. By adding a lead-lag correction link in the engine control system and not setting a lead-lag link in the hydraulic dynamometer, a phase difference can be generated between the Np signal involved in the control in the engine control system and the Np signal involved in the control in the hydraulic dynamometer (one in front and one behind in the time domain), thereby avoiding the phenomenon of unstable control caused by the two control systems responding to the change in speed at the same time and increasing the stability margin of the system.

[0083] Full-flight bench testing has been completed. Fault injection tests for critical faults, such as Ng and Np, were conducted at engine idle and takeoff conditions with Ngc at 85%, 90%, and 95%, respectively. Verification results demonstrate the rationality and feasibility of the new test method, fully simulating the real-world conditions of an engine failure under various conditions. The test risks are manageable, meeting the requirements for full-flight fault injection verification.

[0084] It can be seen that this application solves the test safety problem of the turboshaft engine under large states (such as take-off state), realizes the full-state verification of the key fault countermeasures at the whole machine level, and can fully verify the correctness of the design of the key signal fault countermeasures.

[0085] like Figure 8 As shown, the present application also provides a full-state fault injection test device for an aviation turboshaft engine, comprising:

[0086] A mode switching module is used to switch the hydraulic dynamometer between torque control mode, position control mode, and speed control mode in sequence at the state point where the engine needs to be verified and before full fault injection. In the torque control mode, the torque of the hydraulic dynamometer is kept constant; in the position control mode, the valve position of the hydraulic dynamometer is kept constant; and in the speed control mode, the speed of the hydraulic dynamometer is kept constant;

[0087] The lead-lag correction module is used to perform lead-lag correction on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer during the state switching process, when the hydraulic dynamometer switches to the speed control mode and before full fault injection, when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, so as to produce a phase difference between the Np signal participating in the control in the engine control system and the Np signal participating in the control of the hydraulic dynamometer, thereby improving the system stability during the fault injection process.

[0088] like Figure 9 As shown, a preferred embodiment of the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the steps of the full-state fault injection test method for the entire aviation turboshaft engine in the above-mentioned embodiment are implemented.

[0089] like Figure 10 As shown, the preferred embodiment of the present application further provides a computer device, which can be a terminal or a liveness detection server, and its internal structure diagram can be as shown in FIG. Figure 10 As shown. The computer device includes a processor, a memory and a network interface connected via a system bus. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with other external computer devices via a network connection. When the computer program is executed by the processor, the steps of the above-mentioned aviation turboshaft engine full-state fault injection test method are implemented.

[0090] Those skilled in the art will understand that Figure 10 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0091] A preferred embodiment of the present application also provides a storage medium, which includes a stored program. When the program is running, the device where the storage medium is located is controlled to execute the steps of the full-state fault injection test method for the entire aviation turboshaft engine in the above embodiment.

[0092] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0093] If the functions described in the method of this embodiment are implemented in the form of a software functional unit and sold or used as an independent product, they can be stored in a storage medium readable by one or more computing devices. Based on this understanding, the part of the embodiment of the present application that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for enabling a computing device (which can be a personal computer, server, mobile computing device or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program code.

[0094] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code. The scheme in the embodiment of the present application can be implemented in various computer languages, for example, object-oriented programming language Java and literal translation scripting language JavaScript, etc.

[0095] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0096] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0097] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0098] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0099] Obviously, those skilled in the art may make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if such changes and modifications of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such changes and modifications.

Claims

1. A full-state fault injection test system for an aircraft turboshaft engine, comprising a monitoring host computer, a dual-engine host computer, an electronic controller, a hydraulic dynamometer, a hydraulic dynamometer controller, and a fault injection box, characterized in that: The hydraulic dynamometer controller further includes a mode conversion module for sequentially converting the hydraulic dynamometer between a torque control mode, a position control mode, and a speed control mode at a state point where the engine needs to be verified and before full fault injection is performed. In the torque control mode, the torque of the hydraulic dynamometer is kept constant; in the position control mode, the valve position of the hydraulic dynamometer is kept constant; and in the speed control mode, the speed of the hydraulic dynamometer is kept constant. The test system also includes an Np lead-lag module, which is used to perform lead-lag correction on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, so that the Np signal participating in the control in the engine control system and the Np signal participating in the control of the hydraulic dynamometer produce a phase difference, thereby improving system stability during the fault injection process.

2. The aircraft turboshaft engine complete machine full-state fault injection test system according to claim 1, characterized in that: In the torque control mode, the load of the hydraulic dynamometer is set by the load rod CLP, and the load of the hydraulic dynamometer is kept consistent with the setting of the load rod CLP.

3. The aircraft turboshaft engine full-state fault injection test system according to claim 1, characterized in that: In the speed control mode, the load of the hydraulic dynamometer is controlled by the hydraulic dynamometer speed closed loop.

4. The aircraft turboshaft engine full-state fault injection test system according to claim 1, characterized in that: In the position control mode, the load of the hydraulic dynamometer is controlled by fixing the position of the water gate of the hydraulic dynamometer.

5. The aircraft turboshaft engine complete machine full-state fault injection test system according to claim 1, characterized in that: The Np lead-lag module is arranged in a hydraulic dynamometer or an engine controller.

6. A method for full-state fault injection testing of an aircraft turboshaft engine, based on the system according to any one of claims 1 to 5, characterized in that: Including steps: At the state point where the engine needs to be verified and before full fault injection, the hydraulic dynamometer is switched in sequence between torque control mode, position control mode, and speed control mode. In torque control mode, the torque of the hydraulic dynamometer is kept constant; in position control mode, the valve position of the hydraulic dynamometer is kept constant; and in speed control mode, the speed of the hydraulic dynamometer is kept constant. During the state switching process, after the hydraulic dynamometer switches to the speed control mode and before full fault injection, when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control, a lead-lag correction is performed on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer, so that a phase difference is generated between the Np signal participating in the control in the engine control system and the Np signal participating in the control of the hydraulic dynamometer, thereby improving the system stability during the fault injection process.

7. The method for full-state fault injection testing of an aircraft turboshaft engine according to claim 6, characterized in that: The process of switching the hydraulic dynamometer between the torque control mode, the position control mode, and the speed control mode in sequence during the engine starting and stable operation phase, the predetermined state, and before full fault injection is performed specifically includes the following steps: When the engine is starting and in stable operation, set the hydraulic dynamometer to torque control mode; When the engine stays at the state point that needs to be verified, the hydraulic dynamometer is switched from the torque control mode to the position control mode; Then, before full-state fault injection, the hydraulic dynamometer is switched from position control mode to speed control mode.

8. A full-state fault injection test device for an aviation turboshaft engine, characterized in that: include: A mode switching module is used to switch the hydraulic dynamometer between torque control mode, position control mode, and speed control mode in sequence at the state point where the engine needs to be verified and before full fault injection. In the torque control mode, the torque of the hydraulic dynamometer is kept constant; in the position control mode, the valve position of the hydraulic dynamometer is kept constant; and in the speed control mode, the speed of the hydraulic dynamometer is kept constant; The lead-lag correction module is used to perform lead-lag correction on the Np signal of the engine control system or the Np signal of the hydraulic dynamometer during the state switching process, when the electronic controller and the hydraulic dynamometer simultaneously perform Np constant speed control after the hydraulic dynamometer switches to the speed control mode and before full fault injection. This creates a phase difference between the Np signal involved in the control in the engine control system and the Np signal involved in the control of the hydraulic dynamometer, thereby improving system stability during the fault injection process.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the steps of the full-state fault injection test method for an aviation turboshaft engine as described in any one of claims 6 to 7 are implemented.

10. A storage medium comprising a stored program, characterized in that: When the program is running, the device where the storage medium is located is controlled to execute the steps of the full-state fault injection test method for an aviation turboshaft engine as described in any one of claims 6 to 7.

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