A method for health management of civil aviation turboshaft engines

Abstract

The present application discloses a method for health management of a civil aviation turboshaft engine. On the one hand, the method has the capability of monitoring multiple types of parameters such as vibration, lubricating oil particles, rotation speed, temperature, etc., thereby improving the comprehensiveness of engine status monitoring. On the other hand, the method not only considers a single monitoring parameter, but also considers the correlation between the monitoring parameters, comprehensively considers the comprehensive weight of the health of a single engine performance and the comprehensive weight of the health of the engine mechanical structure, and comprehensively judges the health status of the engine based on multiple source information such as abnormal engine vibration, mechanical wear, remaining life, performance degradation, etc., thereby avoiding false alarms and missed alarms of actual performance deterioration caused by the correlation of multiple monitoring parameters. Thirdly, after judging that the engine health status is abnormal, the method only sends key data such as the characteristic parameters of the engine in the current period and the original data fragments to the ground receiving terminal through the satellite communication module, thereby reducing the expensive cost of satellite data resources and taking into account both timeliness and economy.

Description

Technical Field

[0001] The present application relates to the field of aviation engine technology, and in particular, to a health management method for a civil aviation turboshaft engine. Background Art

[0002] Aircraft engine health management refers to obtaining engine performance, vibration and other operating status parameters through onboard data monitoring devices, evaluating engine life consumption, performance degradation, vibration trends, etc. based on these data, timely discovering potential problems with the engine, predicting possible future faults and failures, providing support for engine use and maintenance decisions, reducing the use cost of aircraft engines during their life cycle, and improving the safety of the engine operation process.

[0003] The health status monitoring of mainstream civil aviation turboshaft engines on the market is generally achieved through the engine control unit. In order to achieve stable control of the engine, the control unit generally collects key engine operating parameters such as speed, pressure, and temperature. In addition to using the parameters collected by the control unit for control calculations and cockpit indications, these data are also recorded in the engine parameter recorder or in the flight parameter recorder through communication with the helicopter. After the helicopter returns to the ground, the post-flight flight parameter / engine parameter interpretation can determine whether the engine working status is stable, whether the status parameters such as lubricating oil, speed, torque, etc. are out of limit, etc., and perform necessary inspection and maintenance work according to the results and the maintenance manual.

[0004] In addition, some civil aviation turboshaft engines will also count the engine operating time through a control unit or a special historical recording device, and indicate it through cockpit displays or flight parameter records. Ground maintenance personnel can conduct necessary regular inspections and return to the factory for replacement based on this.

[0005] The current method of monitoring the engine health status by collecting data and interpreting it on the ground through the engine control system is a non-real-time engine health management method with incomplete parameter monitoring and diagnosis. Its main shortcomings are:

[0006] 1. Only some key engine control related parameters (speed, temperature, pressure, torque) are collected and recorded, and important health status parameters such as engine vibration level and mechanical wear are not monitored, especially the characteristic evaluation of these signals under airborne conditions;

[0007] 2. The diagnostic logic is simple. Generally, abnormal judgment is made by setting high and low thresholds of parameters. It does not have the ability to judge trends and conduct comprehensive diagnosis of multi-source data. The performance calculation only performs simple performance parameter boundary and matching detection. It does not consider the individual differences in performance and attenuation changes, which can easily lead to false alarms and missed alarms of actual performance deterioration.

[0008] 3. Poor timeliness. Except for the key parameters and warning information displayed in the cockpit, the changes in other parameters can only be obtained through ground parameter interpretation. The transmission of data to operators and OEM manufacturers relies on manual operation, and the data screening lacks comprehensiveness. Summary of the invention

[0009] The present application provides a civil aviation turboshaft engine health management method to solve the technical problems of existing engine health status monitoring methods, such as incomplete monitoring data types, easy false alarms and missed alarms, and poor data timeliness.

[0010] The technical solutions adopted in this application are as follows:

[0011] A method for health management of a civil aviation turboshaft engine comprises the following steps:

[0012] S1. The health monitoring unit receives the mechanical vibration charge signal collected by the vibration sensor and processes it to obtain the effective value Va of the mechanical vibration in the time domain and the characteristic value V of the gas turbine rotor in the frequency domain. ng , frequency domain eigenvalue V of the power turbine rotor np The total deviation Δ is calculated by comparing with the built-in vibration reference under different working conditions based on the engine working state f and frequency domain deviations, wherein the frequency domain deviations include a gas turbine rotor fundamental frequency margin deviation Δ fng , power turbine rotor fundamental frequency margin deviation Δ fnp , if the total deviation Δ f And the frequency domain deviation Δ fng , Δ fnp If the limit value set inside the health monitoring unit is exceeded, the vibration is judged to be in an abnormal state;

[0013] S2. The health monitoring unit receives the electrical signal generated by the magnetic field disturbance induction sensor configured on the lubricating oil return line, amplifies, converts and extracts the characteristics to obtain the number and size of different types of metal chip particles, where the different types of metal chip particles include ferromagnetic metal chip particles and non-ferromagnetic metal chip particles. If the number of ferromagnetic metal chip particles and the number of non-ferromagnetic metal chip particles within a specified time deviates from the ferromagnetic metal mechanical wear by a set threshold value Δ fe and non-ferromagnetic metal mechanical wear deviation Δ nfeWhen it is greater than the limit value set inside the health monitoring unit, it is judged that there is abnormal mechanical wear;

[0014] S3. The health monitoring unit receives the engine speed, temperature, torque and engine inlet pressure measured by the gas turbine speed sensor, the power turbine speed sensor, the engine temperature sensor and the engine inlet pressure sensor, processes them to obtain the standard conversion speed-temperature-power of the current state of the engine, and compares them with the built-in performance characteristic parameter model of the health monitoring unit to calculate the performance deviation, including the turbine front temperature margin deviation Δ T45 , power margin deviation Δ p , if the performance deviation Δ p and Δ T45 If it is greater than the limit value set inside the health monitoring unit, it is judged that the engine performance is out of limit;

[0015] S4. Determine the load factor of the engine blades and disks through the measured engine speed, temperature, and operating time, calculate the actual damage consumption and cycle consumption, and determine the actual remaining life deviation of the current process by comparing with the historical life record built into the health monitoring unit, including the actual cycle life remaining deviation Δ zc , Actual damage life residual deviation Δ zs ,If the actual remaining life deviation is greater than the limit value set inside the health monitoring unit, the life is judged to be abnormal;

[0016] S5, according to the total deviation Δ f And the frequency domain deviation Δ fng and Δ fnp , performance deviation Δ P and Δ T45 , actual remaining life deviation, mechanical wear deviation Δ fe and Δ nfe Determine the comprehensive weight of engine performance health and the comprehensive weight of engine mechanical structure health;

[0017] S6. If any deviation exceeds the limit value set inside the health monitoring unit, or any one of the engine performance health comprehensive weight and the engine mechanical structure health comprehensive weight exceeds the limit value built into the health monitoring unit, the engine health status is judged to be abnormal, and only the engine characteristic parameters of the current period and the original data fragments are sent to the ground receiving terminal through the satellite communication module, wherein the engine characteristic parameters include speed, temperature, power, total vibration, rotor fundamental frequency vibration, cumulative number of wear particles, cumulative working hours, remaining damage life and number of cycles.

[0018] Furthermore, the step S2 also includes the steps of:

[0019] The engine health monitoring unit also collects the resistance value R of the filter-type metal chip collection device set at the rear end of the lubricating oil wear chip sensor. c , used to determine whether there are actual metal shavings particles being collected;

[0020] In step S2, when it is determined that there is abnormal mechanical wear, the following necessary conditions must also be met: when the resistance value R monitored by the health monitoring unit is c When it exceeds the reasonable range.

[0021] Furthermore, step S6 specifically includes the steps of:

[0022] If the engine health status is judged to be normal, the health monitoring unit will store the collected data in the memory.

[0023] Furthermore, step S6 specifically includes the steps of:

[0024] When the conditions for wireless communication connection based on the ground base station are met, the internal storage data in the memory will be completely transmitted to the ground terminal through the wireless communication module built into the health monitoring unit.

[0025] Furthermore, the wireless communication module adopts a 4G or 5G communication module.

[0026] Furthermore, in step S1, the health monitoring unit receives the mechanical vibration charge signal collected by the vibration sensor and processes it to obtain the effective value Va of the mechanical vibration in the time domain, the characteristic value V of the gas turbine rotor in the frequency domain, and the ng , frequency domain eigenvalue V of the power turbine rotor np , specifically including the steps:

[0027] The health monitoring unit receives mechanical vibration charge signals collected by the accessory case high temperature vibration sensor located in the engine outer case and the turbine case high temperature vibration sensor located in the turbine case, converts them into analog signals after charge amplification, then obtains vibration acceleration signals through A / D conversion, and then obtains vibration speed signals through an internal data integrator;

[0028] Based on the above signal, the health monitoring unit obtains the time domain effective value Va of the vibration by RMS calculation according to the sampling frequency and the vibration acceleration value;

[0029] The gas turbine rotor frequency domain characteristic value V is obtained by combining the gas turbine speed sensor and the power turbine speed sensor to collect pulse-triggered signal cross-correlation calculation ng , frequency domain eigenvalue V of the power turbine rotor np .

[0030] Furthermore, in step S2, the number of ferromagnetic metal chip particles and the number of non-ferromagnetic metal chip particles within a specified time are determined in the following manner:

[0031] ; ;

[0032] Among them, M fe is the number of ferromagnetic metal chips, Tm is the number of ferromagnetic particles detected, α T is the equivalent conversion factor of each type of ferromagnetic particles, M T is the number of ferromagnetic particles of each type in the period, M nef is the number of non-ferromagnetic metal chips particles, T n is the number of non-ferromagnetic particle types detected, β T is the equivalent conversion factor of each type of non-ferromagnetic particles, N T is the number of each type of non-ferromagnetic particles in the period.

[0033] Furthermore, in step S5, the specific calculation formula of the engine performance health comprehensive weight is:

[0034] τ p =s1× +s2× +s3× +s4× ;

[0035] In the formula, s1, s2, s3, s4 are weight coefficients, Δ zc is the residual deviation of actual cycle life, Δ zs is the residual deviation of actual damage life.

[0036] Furthermore, in step S5, the specific calculation formula of the comprehensive weight of the engine mechanical structure health is:

[0037] τ m =k1×Δ f + k2×Δ fng + k3×Δ fnp + k4×Δ fe + k5×Δ nfe ;

[0038] In the formula, k1, k2, k 3、 k4 and k5 are weight coefficients.

[0039] Furthermore, in step S6, the satellite communication module adopts a Beidou satellite short message data communication module.

[0040] Compared with the prior art, this application has the following beneficial effects:

[0041] The present application provides a method for health management of a civil aviation turboshaft engine. On the one hand, the method uses a health monitoring unit as an airborne core and has multiple types of parameter monitoring such as vibration, lubricating oil particles, rotation speed, temperature, pressure, torque, etc., which improves the comprehensiveness of engine status monitoring and provides rich and comprehensive data support for accurately evaluating the health status of the engine. On the other hand, when performing engine abnormality evaluation and trend analysis, the present application not only considers a single monitoring parameter, but also comprehensively considers the comprehensive weight of a single engine performance health and the comprehensive weight of the health of the engine mechanical structure, that is, the correlation of each monitoring parameter is considered, and the engine health status is judged based on multiple source information such as engine vibration abnormality, mechanical wear, remaining life, performance degradation, etc., to avoid false alarms and missed alarms of actual performance deterioration caused by the association of multiple monitoring parameters. Thirdly, after judging that the engine health status is abnormal, the present application only sends key data such as the engine characteristic parameters and the original data fragments in the current period to the ground receiving terminal through the satellite communication module, thereby ensuring the transmission timeliness of the engine health evaluation data, facilitating the ground system to perform corresponding real-time processing and analysis and feedback and propose treatment measures, while reducing the transmission volume of satellite communication data, reducing the expensive cost of satellite data resources, and taking into account both timeliness and economy.

[0042] In addition to the above-described purposes, features and advantages, the present application also has other purposes, features and advantages. The present application will be further described in detail with reference to the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The drawings constituting a part of the present application are used to provide a further understanding of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0044] Figure 1 It is a flow chart of a civil aviation turboshaft engine health management method according to a preferred embodiment of the present application.

[0045] Figure 2 It is a schematic diagram of the composition of the civil turboshaft engine health management system of the preferred embodiment of the present application. DETAILED DESCRIPTION

[0046] The embodiments of the present application are described in detail below in conjunction with the accompanying drawings, but the present application can be implemented in a variety of different ways defined and covered below.

[0047] like Figure 1 As shown, the preferred embodiment of the present application provides a method for health management of a civil aviation turboshaft engine, comprising the following steps:

[0048] S1. The health monitoring unit receives the mechanical vibration charge signal collected by the vibration sensor and processes it to obtain the effective value Va of the mechanical vibration in the time domain and the characteristic value V of the gas turbine rotor in the frequency domain. ng , frequency domain eigenvalue V of the power turbine rotor np The total deviation Δ is calculated by comparing with the built-in vibration reference under different working conditions based on the engine working state f and frequency domain deviations, wherein the frequency domain deviations include a gas turbine rotor fundamental frequency margin deviation Δ fng , power turbine rotor fundamental frequency margin deviation Δ fnp , if the total deviation Δ f And the frequency domain deviation Δ fng , Δ fnp If the limit value set inside the health monitoring unit is exceeded, the vibration is judged to be in an abnormal state;

[0049] S2. The health monitoring unit receives the electrical signal generated by the magnetic field disturbance induction sensor configured on the lubricating oil return line, amplifies, converts and extracts the characteristics to obtain the number and size of different types of metal chip particles, where the different types of metal chip particles include ferromagnetic metal chip particles and non-ferromagnetic metal chip particles. If the number of ferromagnetic metal chip particles and the number of non-ferromagnetic metal chip particles within a specified time deviates from the ferromagnetic metal mechanical wear by a set threshold value Δ fe and non-ferromagnetic metal mechanical wear deviation Δ nfe When it is greater than the limit value set inside the health monitoring unit, it is judged that there is abnormal mechanical wear;

[0050] S3. The health monitoring unit receives the engine speed, temperature, torque and engine inlet pressure measured by the gas turbine speed sensor, the power turbine speed sensor, the engine temperature sensor and the engine inlet pressure sensor, processes them to obtain the standard conversion speed-temperature-power of the current state of the engine, and compares them with the built-in performance characteristic parameter model of the health monitoring unit to calculate the performance deviation, including the turbine front temperature margin deviation Δ T45 , power margin deviation Δ p , if the performance deviation Δ p and Δ T45 If it is greater than the limit value set inside the health monitoring unit, it is judged that the engine performance is out of limit;

[0051] S4. Determine the load factor of the engine blades and disks through the measured engine speed, temperature, and operating time, calculate the actual damage consumption and cycle consumption, and determine the actual remaining life deviation of the current process by comparing with the historical life record built into the health monitoring unit, including the actual cycle life remaining deviation Δ zc , Actual damage life residual deviation Δ zs,If the actual remaining life deviation is greater than the limit value set inside the health monitoring unit, the life is judged to be abnormal;

[0052] S5, according to the total deviation Δ f And the frequency domain deviation Δ fng and Δ fnp , performance deviation Δ P and Δ T45 , actual remaining life deviation, mechanical wear deviation Δ fe and Δ nfe Determine the comprehensive weight of engine performance health and the comprehensive weight of engine mechanical structure health;

[0053] S6. If any deviation exceeds the limit value set inside the health monitoring unit, or any one of the engine performance health comprehensive weight and the engine mechanical structure health comprehensive weight exceeds the limit value built into the health monitoring unit, the engine health status is judged to be abnormal, and only the engine characteristic parameters and the original data fragments of the current period are sent to the ground receiving terminal through the satellite communication module, wherein the engine characteristic parameters include speed, temperature, power, total vibration, rotor fundamental frequency vibration, cumulative number of wear particles, cumulative working hours, remaining damage life and number of cycles.

[0054] This embodiment also provides a civil turboshaft engine health management system, the structure of which is as follows: Figure 2 The system includes a health monitoring unit, a high-temperature piezoelectric acceleration vibration sensor, an oil wear chip sensor, a speed sensor, a torque sensor, a temperature sensor, a low-noise shielded cable, a data antenna, a ground terminal and other components.

[0055] Compared with the prior art, this embodiment has the following beneficial effects:

[0056] The present embodiment provides a method for health management of civil aviation turboshaft engines. On the one hand, the method uses a health monitoring unit as the airborne core and has the ability to monitor multiple types of parameters such as vibration, lubricating oil particles, rotation speed, temperature, pressure, torque, etc., thereby improving the comprehensiveness of engine status monitoring and providing rich and comprehensive data support for accurately evaluating the health status of the engine. On the other hand, although a single parameter is not abnormal and is still within the operating range, in fact, when multiple parameters change, the actual performance deterioration of the engine far exceeds the abnormal result transmitted by a single measured parameter. Therefore, taking this into consideration, the present embodiment, when performing engine abnormality evaluation and trend analysis, not only considers a single monitoring parameter, but also comprehensively considers the comprehensive weight of a single engine performance health and the comprehensive weight of the engine mechanical structure health. That is, it considers the correlation between the monitoring parameters and comprehensively performs based on multiple source information such as engine vibration abnormalities, mechanical wear, remaining life, and performance degradation. Engine health status judgment improves the accuracy of engine health trend assessment and avoids false alarms and missed alarms of actual performance deterioration caused by the association of multiple monitoring parameters; thirdly, due to the capabilities of high-altitude airborne satellite communication devices and the expensive cost of satellite data resources, a large amount of engine data transmission needs are difficult to bear. Therefore, after judging that the engine health status is abnormal, this embodiment only sends key data such as the engine characteristic parameters and the original data fragments in the current period to the ground receiving terminal through the satellite communication module. In this way, the most valuable data fragments can be sent to the ground for further analysis using limited data bandwidth resources, providing real-time guidance for the use of the engine, ensuring the timeliness of the transmission of engine health assessment data, and facilitating the ground system to perform corresponding real-time processing and analysis and feedback and propose processing measures. At the same time, it reduces the transmission volume of satellite communication data, reduces the expensive cost of satellite data resources, and takes into account both timeliness and economy.

[0057] In another preferred embodiment of the present application, the step S2 further includes the steps of:

[0058] The engine health monitoring unit also collects the resistance value R of the filter-type metal chip collection device set at the rear end of the lubricating oil wear chip sensor. c , used to determine whether there are actual metal shavings particles being collected;

[0059] In step S2, when it is determined that there is abnormal mechanical wear, the following necessary conditions must also be met: when the resistance value R monitored by the health monitoring unit is c When it exceeds the reasonable range.

[0060] When the friction pairs such as engine bearings and transmission gears are abnormally worn due to internal damage, foreign matter intrusion, etc., the metal chips generated by the wear will enter the engine's oil return line along with the lubricating oil. In this embodiment, based on the number and size of different types of metal chip particles obtained by amplifying, converting and feature extracting the electrical signal generated by the magnetic field disturbance induction type wear chip sensor, a filter-type metal chip collection device with resistance detection is further provided at the rear end of the wear chip sensor. The resistance value R c Feedback characterizes the total amount of metal chips accumulated in the lubricating oil circuit, which is an effective supplement to mechanical wear diagnosis and monitoring. This method can obtain accurate quantitative parameters of mechanical wear particles and can also measure the resistance value R c The effectiveness judgment eliminates false alarm interference caused by factors such as cable jitter and electromagnetic disturbance, and improves the accuracy of abnormal mechanical wear judgment.

[0061] In another preferred embodiment of the present application, step S6 specifically further includes the steps of:

[0062] If the engine health status is judged to be normal, the health monitoring unit will store the collected data in the memory, so that the ground terminal can download the complete engine health status data for further analysis and processing to provide support for maintenance decisions.

[0063] In another preferred embodiment of the present application, in step S1, the health monitoring unit receives the mechanical vibration charge signal collected by the vibration sensor and processes it to obtain the time domain effective value Va of the mechanical vibration and the frequency domain characteristic value V of the gas turbine rotor. ng , frequency domain eigenvalue V of the power turbine rotor np , specifically including the steps:

[0064] S11, the health monitoring unit receives mechanical vibration charge signals collected by the accessory casing high temperature vibration sensor located in the outer casing of the engine and the turbine casing high temperature vibration sensor located in the turbine casing, converts them into analog signals after charge amplification, then obtains vibration acceleration signals through A / D conversion, and then obtains vibration speed signals through an internal data integrator;

[0065] S12. Based on the above signal, the health monitoring unit obtains the time domain effective value Va of the vibration by RMS calculation according to the sampling frequency and the vibration acceleration value;

[0066] S13, by combining the gas turbine speed sensor and the power turbine speed sensor to collect pulse-triggered signal cross-correlation calculation to obtain the gas turbine rotor frequency domain characteristic value V ng , frequency domain eigenvalue V of the power turbine rotor np .

[0067] After obtaining the effective value Va in the time domain and the characteristic value V in the frequency domain of the gas turbine rotorng , frequency domain eigenvalue V of the power turbine rotor np After that, the total deviation Δ can be calculated by comparing with the built-in vibration reference characteristics under different working conditions based on the engine working state (see Table 1, obtained based on the factory test vibration measurement data of the engine, and the reference value is calculated by interpolation table lookup) f And the frequency domain deviation Δ fng and Δ fnp .

[0068] Table 1: Vibration reference characteristics

[0069] ;

[0070] When diagnosing abnormal engine vibration, this embodiment analyzes and processes vibration data from two high-temperature vibration sensor measuring points at the front and rear of the engine accessory casing and the turbine casing, determines and compares the total vibration velocity level of the two measuring points and the engine rotor frequency harmonic component level, determines whether the vibration is in an abnormal state, and performs weighted calculation on characteristic parameters calculated from the two signal sources of the abnormal vibration, thereby improving the confidence level of the abnormal alarm and facilitating the positioning of rotating parts that may have abnormalities based on the operating frequencies of typical rotating parts such as helicopter transmissions, engine accessory rotors, and bearings.

[0071] In another preferred embodiment of the present application, in step S2, the number of ferromagnetic metal chip particles and the number of non-ferromagnetic metal chip particles within a specified time, such as a specified time Td=2h, are determined in the following manner:

[0072] ;

[0073] Among them, M fe is the number of ferromagnetic metal chips, Tm is the number of ferromagnetic particles detected, α T is the equivalent conversion factor of each type of ferromagnetic particles, M T is the number of ferromagnetic particles of each type in the period, M nef is the number of non-ferromagnetic metal chips particles, T n is the number of non-ferromagnetic particle types detected, β T is the equivalent conversion factor of each type of non-ferromagnetic particles, N T is the number of each type of non-ferromagnetic particles in the period.

[0074] This embodiment obtains the number of different types of metal chip particles by calculating the number of ferromagnetic metal chip particles and the number of non-ferromagnetic metal chip particles within a specified time, such as a specified time Td=2h, thereby providing detailed and reliable basic data for subsequent accurate evaluation of the mechanical wear of the engine.

[0075] In another preferred embodiment of the present application, in step S5, the specific calculation formula of the engine performance health comprehensive weight is:

[0076] τ p =s1× +s2× +s3× +s4× ;

[0077] In the formula, s1, s2, s3, s4 are weight coefficients, Δ zc is the residual deviation of actual cycle life, Δ zs is the residual deviation of actual damage life.

[0078] In this embodiment, when calculating the comprehensive weight of engine performance health, the performance deviation Δ P and Δ T45 , Actual cycle life residual deviation Δ zc , Actual damage life residual deviation Δ zs These are all parameters closely related to the health of engine performance. This application assigns different weight coefficients to these parameters closely related to the health of engine performance according to their importance and then obtains the comprehensive weight of engine performance health τ p , so that even if there is no abnormality in a single measured data, the actual performance deterioration trend of the engine can still be accurately evaluated.

[0079] In another preferred embodiment of the present application, in step S5, the specific calculation formula of the comprehensive weight of the engine mechanical structure health is:

[0080] τ m =k1×Δ f + k2×Δ fng + k3×Δ fnp + k4×Δ fe + k5×Δ nfe ;

[0081] In the formula, k1, k2, k 3、 k4 and k5 are weight coefficients.

[0082] In this embodiment, when calculating the comprehensive weight of the engine mechanical structure health, the total deviation Δ f And the frequency domain deviation Δ fng and Δ fnp , Mechanical wear deviation Δ fe and Δ nfeThese are all parameters closely related to the health of the engine mechanical structure. This application assigns different weight coefficients to these parameters closely related to the health of the engine mechanical structure according to their importance and then obtains the comprehensive weight τ of the engine mechanical structure health. m , so that even if there is no abnormality in a single measured data, the actual deterioration trend of the engine's mechanical structure can still be accurately assessed.

[0083] Specifically, in step S3, the performance deviation Δ is calculated by comparing with the built-in performance characteristic parameter model of the health monitoring unit. p and Δ T45 When compared with the built-in performance characteristic parameter model shown in Table 2, the performance deviation Δ p and Δ T45。 Whether the engine performance is out of limit is determined based on whether the performance deviation exceeds a set threshold, wherein the performance characteristic parameter model is determined based on actual performance parameters of the engine delivered from the factory or by interpolation.

[0084] Table 2: Performance characteristic parameter model

[0085] ;

[0086] In another preferred embodiment of the present application, step S6 specifically further includes the steps of:

[0087] When the conditions for wireless communication connection based on the ground base station are met, the internal storage data in the memory is completely transmitted to the ground terminal through the wireless communication module built into the health monitoring unit. The wireless communication module adopts a 4G or 5G communication module, or it can be other suitable wireless communication modules. Technical personnel in this field can make corresponding choices according to their needs, which will not be repeated here. For example, when the wireless communication module adopts a 5G communication module, when the conditions for 5G communication connection are met, the internal storage data can be completely and quickly transmitted to the ground terminal through the built-in 5G communication module.

[0088] In another preferred embodiment of the present application, in step S6, the satellite communication module adopts a Beidou satellite communication module, which is safe and reliable.

[0089] If any of the above health status judgment criteria is judged to be abnormal, or any of the performance health comprehensive weight and mechanical structure health comprehensive weight exceeds the limit set inside the EMU, the engine health status is judged to be abnormal, and the current period engine characteristic parameters including speed, temperature, power, total vibration, rotor fundamental frequency vibration, cumulative number of wear particles, cumulative working hours, engine fault word and original data fragments and other key parameter data as well as engine vibration, performance, lubricating oil particles, life limit status word, and total deviation Δ fAnd frequency domain deviation, mechanical wear deviation Δ fe and Δ nfe , performance deviation Δ p and Δ T45 , Actual cycle life residual deviation Δ zc , the actual damage life residual deviation Δ zs Diagnostic information such as the engine status and the speed of the engine are sent to the ground through the satellite communication module. Due to the high cost of satellite data resources and the limited capacity of high-altitude airborne satellite communication devices, the large amount of engine data transmission demand is difficult to bear. This method can use limited data bandwidth resources to send the most valuable data fragments to the ground for further analysis, providing real-time guidance for the use of the engine, taking into account both timeliness and economy.

[0090] The parts not described in detail in this application are all known technologies to those skilled in the art. Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not limiting. Although this application is described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of this application can be modified or replaced by equivalents without departing from the purpose and scope of the technical solutions of this application, which should be included in the scope of the claims of this application.

Claims

1. A method for health management of a civil aviation turboshaft engine, characterized in that: The following steps are involved: S1. The health monitoring unit receives the mechanical vibration charge signal collected by the vibration sensor and processes it to obtain the effective value Va of the mechanical vibration in the time domain and the characteristic value V of the gas turbine rotor in the frequency domain. ng , frequency domain eigenvalue V of the power turbine rotor np The total deviation Δ is calculated by comparing with the built-in vibration reference under different working conditions based on the engine working state f and frequency domain deviations, wherein the frequency domain deviations include a gas turbine rotor fundamental frequency margin deviation Δ fng , power turbine rotor fundamental frequency margin deviation Δ fnp , if the total deviation Δ f And the frequency domain deviation Δ fng , Δ fnp If the limit value set inside the health monitoring unit is exceeded, the vibration is judged to be in an abnormal state; S2. The health monitoring unit receives the electrical signal generated by the magnetic field disturbance induction sensor configured in the lubricating oil return line, amplifies, converts and extracts the characteristics to obtain the number and size of different types of metal chip particles, where the different types of metal chip particles include ferromagnetic metal chip particles and non-ferromagnetic metal chip particles. If the ferromagnetic metal mechanical wear deviation Δ between the number of ferromagnetic metal chip particles and the set threshold within a specified time is fe , Non-ferromagnetic metal mechanical wear deviation Δ between the number of non-ferromagnetic metal chip particles and the set threshold nfe When it is greater than the limit value set inside the health monitoring unit, it is judged that there is abnormal mechanical wear; S3. The health monitoring unit receives the engine speed, temperature, torque and engine inlet pressure measured by the gas turbine speed sensor, the power turbine speed sensor, the engine temperature sensor and the engine inlet pressure sensor, processes them to obtain the standard conversion speed-temperature-power of the current state of the engine, and compares them with the built-in performance characteristic parameter model of the health monitoring unit to calculate the performance deviation, including the turbine front temperature margin deviation Δ T45 , power margin deviation Δ p , if the performance deviation Δ p and Δ T45 If it is greater than the limit value set inside the health monitoring unit, it is judged that the engine performance is out of limit; S4. Determine the load factor of the engine blades and disks through the measured engine speed, temperature, and operating time, calculate the actual damage consumption and cycle consumption, and determine the actual remaining life deviation of the current process by comparing with the historical life record built into the health monitoring unit, including the actual cycle life remaining deviation Δ zc , Actual damage life residual deviation Δ zs ,If the actual remaining life deviation is greater than the limit value set inside the health monitoring unit, the life is judged to be abnormal; S5, according to the total deviation Δ f And the frequency domain deviation Δ fng and Δ fnp , performance deviation Δ P and Δ T45 , actual remaining life deviation, mechanical wear deviation Δ fe and Δ nfe Determine the comprehensive weight of engine performance health and the comprehensive weight of engine mechanical structure health; S6. If any deviation exceeds the limit value set inside the health monitoring unit, or any one of the engine performance health comprehensive weight and the engine mechanical structure health comprehensive weight exceeds the limit value built into the health monitoring unit, the engine health status is judged to be abnormal, and only the engine characteristic parameters of the current period and the original data fragments are sent to the ground receiving terminal through the satellite communication module, wherein the engine characteristic parameters include speed, temperature, power, total vibration, rotor fundamental frequency vibration, cumulative number of wear particles, cumulative working hours, remaining damage life and number of cycles.

2. A civil aviation turboshaft engine health management method according to claim 1, characterized in that: The step S2 also includes the following steps: The health monitoring unit also collects the resistance value R of the filter-type metal chip collection device set at the rear end of the lubricating oil wear chip sensor. c , used to determine whether there are actual metal shavings particles being collected; In step S2, when it is determined that there is abnormal mechanical wear, the following necessary conditions must also be met: when the resistance value R monitored by the health monitoring unit is c When it exceeds the reasonable range.

3. A method for health management of a civil aviation turboshaft engine according to claim 2, characterized in that: Step S6 specifically also includes the steps of: If the engine health status is judged to be normal, the health monitoring unit will store the collected data in the memory.

4. A method for health management of a civil aviation turboshaft engine according to claim 3, characterized in that: Step S6 specifically also includes the steps of: When the conditions for wireless communication connection based on the ground base station are met, the internal storage data in the memory will be completely transmitted to the ground terminal through the wireless communication module built into the health monitoring unit.

5. A method for health management of a civil aviation turboshaft engine according to claim 4, characterized in that: The wireless communication module adopts a 4G or 5G communication module.

6. A method for health management of a civil aviation turboshaft engine according to claim 4, characterized in that: In step S1, the health monitoring unit receives the mechanical vibration charge signal collected by the vibration sensor and processes it to obtain the effective value Va of the mechanical vibration in the time domain and the characteristic value V of the gas turbine rotor in the frequency domain. ng , frequency domain eigenvalue V of the power turbine rotor np , specifically including the steps: The health monitoring unit receives mechanical vibration charge signals collected by the accessory case high temperature vibration sensor located in the engine outer case and the turbine case high temperature vibration sensor located in the turbine case, respectively, converts them into analog signals after charge amplification, then obtains vibration acceleration signals through A / D conversion, and then obtains vibration speed signals through an internal data integrator; Based on the above signal, the health monitoring unit obtains the time domain effective value Va of the vibration by RMS calculation according to the sampling frequency and the vibration acceleration value; The gas turbine rotor frequency domain characteristic value V is obtained by combining the pulse trigger signals collected by the gas turbine speed sensor and the power turbine speed sensor to perform cross-correlation calculation ng , frequency domain eigenvalue V of the power turbine rotor np .

7. A method for health management of a civil aviation turboshaft engine according to claim 2, characterized in that: In step S2, the number of ferromagnetic metal chip particles and the number of non-ferromagnetic metal chip particles within a specified time are determined in the following manner: Among them, M fe is the number of ferromagnetic metal chips, Tm is the number of ferromagnetic particles detected, α T is the equivalent conversion factor of each type of ferromagnetic particles, M T M is the number of each type of ferromagnetic particles in a set time period. nef is the number of non-ferromagnetic metal chips, T n is the number of non-ferromagnetic particle types detected, β T is the equivalent conversion factor of each type of non-ferromagnetic particles, N T It is the number of each type of non-ferromagnetic particles within a set time period.

8. A method for health management of a civil aviation turboshaft engine according to claim 1, characterized in that: In step S5, the specific calculation formula of the engine performance health comprehensive weight is: t p =s1×Δ P +s2×D T45 +s3×D zc +s4×D zs ; In the formula, s1, s2, s3, s4 are weight coefficients, Δ zc is the residual deviation of actual cycle life, Δ zs is the residual deviation of actual damage life.

9. A method for health management of a civil aviation turboshaft engine according to claim 1, characterized in that: In step S5, the specific calculation formula of the comprehensive weight of the engine mechanical structure health is: t m =k1×Δ f +k2×D fng +k3×D fnp +k4×D fe +k5×D nfe ; In the formula, k1, k2, k3, k4, and k5 are weight coefficients.

10. A method for health management of a civil aviation turboshaft engine according to claim 1, characterized in that: In step S6, the satellite communication module adopts a Beidou satellite short message data communication module.

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