Automatic monitoring method and system for performance degradation of aviation turboshaft engine

Abstract

The invention belongs to the technical field of aviation turboshaft engines, and discloses an aviation turboshaft engine performance degradation automatic monitoring method and system.The method comprises the steps that the number of monitoring states and the height range corresponding to each monitoring state are determined; determining a conversion power value of each monitoring state; determining the power of the turboshaft engine; the conversion fuel gas generator rotating speed and the conversion power turbine inlet temperature corresponding to the conversion power value of each sortie monitoring state are determined; and the conversion fuel gas generator rotating speed corresponding to each monitoring state conversion power value and the change trend of the inlet temperature of the conversion power turbine along with sorties are determined, and the attenuation trend of the turboshaft engine is represented through the change trend. According to the method, reference performance is not needed, the change trend of the engine performance along with sorties can be monitored, the attenuation condition of the engine performance along with working time can be monitored, and extra maintenance workload does not need to be increased.

Description

Technical Field

[0001] The present invention belongs to the technical field of aviation turboshaft engines, and in particular relates to an automatic monitoring method and system for performance attenuation of aviation turboshaft engines. Background Art

[0002] Generally speaking, the performance of an aviation turboshaft engine will decline as the engine working time increases during use. The form of the decline in overall performance is that under a certain power state, as the engine working time increases, the gas generator speed gradually increases or the power turbine inlet temperature gradually increases. In severe cases of decline, the gas generator speed or the power turbine inlet temperature reaches the limit value, while the engine power does not reach the value specified in the maintenance manual.

[0003] Engine power directly affects the take-off weight and flight speed of the helicopter. Therefore, it is necessary to monitor the degradation of the overall engine performance to provide technical support for the next deployment of the helicopter.

[0004] The existing scheme generally performs a minimum guaranteed engine power check under a specified engine state, that is, obtains the flight altitude, engine inlet temperature, gas generator speed, power inlet temperature and engine power, and then compares the obtained engine power with the power corresponding to the same gas generator speed or power turbine inlet temperature under the same altitude and engine inlet temperature conditions in the benchmark performance table. If the obtained engine power minus the power in the benchmark performance table is greater than the set threshold, the check passes, otherwise it is necessary to perform the specified inspection or maintenance according to the user maintenance manual. The specified engine states usually include: 1) a certain gas generator speed or power turbine inlet temperature without the helicopter leaving the ground; 2) a certain stable level flight speed at a certain altitude of the helicopter.

[0005] The performance degradation monitoring of existing aviation turboshaft engines is mainly carried out through the engine's minimum guaranteed power inspection. However, this method can only determine whether the baseline performance requirements are met, and cannot monitor the engine's performance degradation. In addition, it is difficult to determine the baseline, and it will also increase additional work beyond the helicopter flight mission.

[0006] The existing performance degradation monitoring of aviation turboshaft engines has the following problems:

[0007] 1. Existing solutions all perform minimum guaranteed power checks, that is, checking whether the difference between the engine power and the power in the benchmark performance table is greater than a certain threshold, and cannot monitor the attenuation of engine performance over working time.

[0008] 2. The accuracy of the benchmark performance table is required to be high. The benchmark performance table is generally determined through the engine high-altitude test results and installed loss. However, installed loss is generally difficult to determine, and individual engines are dispersed, so the benchmark performance table is difficult to determine.

[0009] 3. The above engine conditions 1) and 2) require the helicopter pilot to perform tasks beyond the flight mission, increasing the maintenance workload. Summary of the invention

[0010] In view of the above problems, the present invention provides a method and system for automatically monitoring the performance degradation of an aviation turboshaft engine, which adopts the following technical solutions:

[0011] An automatic monitoring method for performance degradation of an aviation turboshaft engine, comprising:

[0012] According to the maximum flight altitude Hmax of the aircraft mission profile, determine the number of monitoring states and the altitude range corresponding to each monitoring state;

[0013] Determine the converted power value for each monitoring state;

[0014] Determine the turboshaft engine power based on the acquired steady-state data of the turboshaft engine parameters for each sortie;

[0015] Determine the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state according to the converted power value of each monitoring state, the steady-state data of the transmission parameters and the turboshaft engine power;

[0016] According to the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state of each flight, the changing trends of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state with the flight are determined, and the attenuation trend of the turboshaft engine is characterized by the changing trend.

[0017] Further, according to the maximum flight altitude Hmax of the aircraft mission profile, determining the number of monitoring states and the altitude range corresponding to each monitoring state includes the following steps:

[0018] Obtain the maximum flight altitude Hmax of the aircraft mission profile. If the maximum flight altitude Hmax is greater than the set value, the maximum flight altitude Hmax is equally divided to obtain two monitoring states, wherein the altitude range corresponding to the first monitoring state is 0 to 0.5*Hmax, and the altitude range corresponding to the second monitoring state is 0.5*Hmax to Hmax;

[0019] If the maximum flight altitude Hmax is less than the set value, a monitoring state is determined, and the altitude range corresponding to the monitoring state is 0 to Hmax.

[0020] Further, determining the converted power value of each monitoring state includes the following steps:

[0021] The flight parameters of the aircraft mission profile are stored in data table A and data table B according to the altitude range, wherein data table A includes the flight parameters of all power points within the altitude range of 0 to 0.5*Hmax, and data table B includes the flight parameters of all power points within the altitude range of 0.5*Hmax to Hmax;

[0022] Calculate the converted power value of each power point in data table A and data table B respectively, and save the calculation results in data table A and data table B respectively;

[0023] The converted power values ​​in Data Table A and Data Table B are weighted averaged according to the ratio of the expected operating time within the first turnover period to the first turnover period time, and the monitored status converted power value PCV1 within the altitude range of 0 to 0.5*Hmax and the monitored status converted power value PCV2 within the altitude range of 0.5*Hmax to Hmax are determined.

[0024] Further, according to the acquired steady-state data of the turboshaft engine parameters of each sortie, the turboshaft engine power is determined, including the following steps:

[0025] Acquire the transmission parameter data of the turboshaft engine data recorder of a single flight, select the transmission parameter data that meet the steady-state data extraction rules in chronological order, perform arithmetic averaging on the transmission parameter data within the set time range, obtain a group of transmission parameter steady-state data, and store each group of transmission parameter steady-state data in data table C;

[0026] The turboshaft engine power is calculated based on the turboshaft engine torque and power turbine speed of the steady-state data in Data Table C, and the calculation results are saved in Data Table C.

[0027] Further, according to the converted power value of each monitoring state, the steady-state data of the power parameters and the turboshaft engine power, the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state are determined, including the following steps:

[0028] Convert the turboshaft engine power, gas generator speed and power turbine inlet temperature within the altitude range of 0 to 0.5*Hmax in data table C to the sea level standard day, and save the conversion results in data table D;

[0029] Convert the turboshaft engine power, gas generator speed and power turbine inlet temperature within the altitude range of 0.5*Hmax to Hmax in Data Table C to the standard day at an altitude of 0.5*Hmax, and save the conversion results in Data Table E;

[0030] The converted power values ​​and converted gas generator speed, converted power and converted power turbine inlet temperature of the sea level standard day in data table D are linearly fitted using the least square method, respectively, to obtain the first linear relationship between the converted gas generator speed and the converted power of the sea level standard day, and the second linear relationship between the converted power turbine inlet temperature and the converted power of the sea level standard day;

[0031] The converted power value and the converted gas generator speed, the converted power and the converted power turbine inlet temperature of the 0.5*Hmax standard day in Data Table E are linearly fitted using the least square method, respectively, to obtain the third linear relationship between the converted gas generator speed and the converted power of the 0.5*Hmax standard day, and the fourth linear relationship between the converted power turbine inlet temperature and the converted power of the 0.5*Hmax standard day;

[0032] Substitute the monitoring state converted power value PCV1 within the altitude range of 0 to 0.5*Hmax into the first linear relationship and the second linear relationship respectively, calculate the converted gas generator speed and the converted power turbine inlet temperature corresponding to the monitoring state converted power value PCV1 of each flight, and store the calculation results in the data table F;

[0033] Substitute the monitoring status converted power value PCV2 within the altitude range of 0.5*Hmax~Hmax into the third linear relationship and the fourth linear relationship respectively, calculate the converted gas generator speed and the converted power turbine inlet temperature corresponding to the monitoring status converted power value PCV2 of each flight, and store the calculation results in data table F.

[0034] Further, according to the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state of each flight, the change trend of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state with the flight is determined, including the following steps:

[0035] The converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value PCV1 of each flight monitoring state in the data table F, and the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value PCV2 of each flight monitoring state in the data table F are respectively generated into trend graphs according to the flight;

[0036] The trend chart is used to determine the changing trends of the converted gas generator speed NGCV1 and the converted power turbine inlet temperature T45CV1 corresponding to the monitored status converted power value PCV1 with the number of flights; the trend chart is used to determine the changing trends of the converted gas generator speed NGCV2 and the converted power turbine inlet temperature T45CV2 corresponding to the monitored status converted power value PCV2 with the number of flights.

[0037] Furthermore, the flight parameters in Data Table A and Data Table B include altitude, turboshaft engine inlet temperature, power, expected operating time percentage within the first overhaul period, and converted power value.

[0038] Furthermore, the steady-state data of the parameters in Data Table C include altitude, turboshaft engine inlet temperature, turboshaft engine inlet pressure, gas generator speed, power turbine speed, turboshaft engine torque, power turbine inlet temperature, turboshaft engine power and cumulative working time of the turboshaft engine.

[0039] Furthermore, both Data Table D and Data Table E include converted power values, converted gas generator speeds, and converted power turbine inlet temperatures.

[0040] The present invention also provides an aviation turboshaft engine performance attenuation automatic monitoring system, comprising:

[0041] The first calculation module is used to determine the number of monitoring states and the altitude range corresponding to each monitoring state according to the maximum flight altitude Hmax of the aircraft mission profile;

[0042] A second calculation module, used to determine the converted power value of each monitoring state;

[0043] A third calculation module is used to determine the turboshaft engine power according to the acquired steady-state data of the turboshaft engine parameters of each sortie;

[0044] The fourth calculation module is used to determine the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state according to the converted power value of each monitoring state, the steady-state data of the transmission parameters and the turboshaft engine power;

[0045] The data processing module is used to determine the changing trends of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state with the flight, based on the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state, and to characterize the attenuation trend of the turboshaft engine through the changing trend.

[0046] Furthermore, the second calculation module is specifically used for:

[0047] The flight parameters of the aircraft mission profile are stored in data table A and data table B according to the altitude range, wherein data table A includes the flight parameters of all power points within the altitude range of 0 to 0.5*Hmax, and data table B includes the flight parameters of all power points within the altitude range of 0.5*Hmax to Hmax;

[0048] Calculate the converted power value of each power point in data table A and data table B respectively, and save the calculation results in data table A and data table B respectively;

[0049] The converted power values ​​in Data Table A and Data Table B are weighted averaged according to the ratio of the expected operating time within the first turnover period to the first turnover period time, and the monitored status converted power value PCV1 within the altitude range of 0 to 0.5*Hmax and the monitored status converted power value PCV2 within the altitude range of 0.5*Hmax to Hmax are determined.

[0050] Beneficial effects of the present invention:

[0051] The present invention characterizes the attenuation trend of the turboshaft engine by monitoring the changing trends of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the state-converted power value within each altitude range with the number of sorties. No benchmark performance is required, and the changing trends of the engine performance with the number of sorties can be monitored, and the attenuation of the engine performance with working time can be monitored without adding additional maintenance workload.

[0052] Other features and advantages of the present invention will be described in the following description, and partly become obvious from the description, or be understood by implementing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0054] Figure 1 A schematic flow chart of a method for automatically monitoring performance degradation of an aviation turboshaft engine according to an embodiment of the present invention is shown;

[0055] Figure 2 A schematic structural diagram of an automatic monitoring system for performance degradation of an aviation turboshaft engine according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0057] It should be noted that the terms "first", "second", etc. in this application are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable under appropriate circumstances, so as to describe the embodiments of the present application described here.

[0058] The present invention provides an automatic monitoring method and system for performance degradation of an aviation turboshaft engine, which does not require a benchmark performance and can monitor the changing trend of engine performance with each flight without increasing additional maintenance workload.

[0059] like Figure 1 As shown, a method for automatically monitoring the performance degradation of an aviation turboshaft engine comprises the following steps:

[0060] S1. According to the maximum flight altitude Hmax of the aircraft mission profile, determine the number of monitoring states and the altitude range corresponding to each monitoring state, as follows:

[0061] Get the maximum flight height Hmax of the aircraft mission profile. If the maximum flight height Hmax is greater than the set value, divide the maximum flight height Hmax equally to obtain two monitoring states, where the height range corresponding to the first monitoring state is 0 to 0.5*Hmax, and the height range corresponding to the second monitoring state is 0.5*Hmax to Hmax. If the maximum flight height Hmax is less than the set value, determine a monitoring state, and the height range corresponding to the monitoring state is 0 to Hmax.

[0062] For example, the maximum flight altitude of a helicopter is generally around 6000m, so below 3000m is determined as the first monitoring state, and above 3000m is determined as the second monitoring state. If the maximum flight altitude does not exceed 3000m, just select one monitoring state.

[0063] S2. Determine the converted power value of each monitoring state, including the following steps:

[0064] S21. The flight parameters of the aircraft mission profile are stored in data table A and data table B according to the altitude range, wherein data table A includes the flight parameters of all power points within the altitude range of 0 to 0.5*Hmax, and data table B includes the flight parameters of all power points within the altitude range of 0.5*Hmax to Hmax.

[0065] For example, the formats of Data Table A and Data Table B are shown in Table 1. The flight parameters in Data Table A and Data Table B include altitude, turboshaft engine inlet temperature, power, expected operating time percentage within the first overhaul period, and converted power value.

[0066] Table 1

[0067]

[0068] S22, respectively calculate the converted power value of each power point in data table A and data table B, and save the calculation results in data table A and data table B respectively. The conversion formulas are shown in Formula 1 and Formula

[0069] Formula 2.

[0070]

[0071] Where P01 is the converted power value converted to the standard day at sea level, P is the turboshaft engine power, P0 is the standard atmospheric pressure at the corresponding altitude, and T0 is the turboshaft engine inlet temperature.

[0072]

[0073] Wherein, P02 is the converted power value converted to the standard day at 0.5*Hmax altitude, P is the turboshaft engine power, P0 is the standard atmospheric pressure at the corresponding altitude, P1 is the standard atmospheric pressure at 0.5*Hmax altitude, T0 is the engine inlet temperature, and T1 is the standard atmospheric temperature at 0.5*Hmax altitude.

[0074] S23. Take the weighted average of the converted power values ​​in Data Table A and Data Table B according to the ratio of the expected operating time within the first turnover period to the first turnover period time, and determine the converted power value PCV1 of the monitoring state within the height range of 0 to 0.5*Hmax and the converted power value PCV2 of the monitoring state within the height range of 0.5*Hmax to Hmax. The specific calculation is as shown in Formula 3 and Formula 4.

[0075]

[0076] Wherein, PCV1 is the power value converted from the monitoring state within the altitude range of 0 to 0.5*Hmax, n is the number of power points in data table A, Ai is the converted power value of the i-th power point in data table A, Xi is the ratio of the expected operating time within the first overhaul period to the first overhaul period time of the i-th power point in data table A, and num is the number of turboshaft engines of a single aircraft.

[0077]

[0078] Wherein, PCV2 is the power value converted from the monitoring state within the altitude range (0.5*Hmax~Hmax), m is the number of power points in data table B, Bj is the converted power value of the j-th power point in data table B, Xj is the ratio of the expected operating time within the first overhaul period to the first overhaul period time of the j-th power point in data table B, and num is the number of turboshaft engines of a single aircraft.

[0079] S3. Determine the turboshaft engine power according to the acquired steady-state data of the turboshaft engine of each sortie, as follows:

[0080] S31. Obtain the transmission parameter data of a single turboshaft engine data recorder, filter the transmission parameter data that meet the steady-state data extraction rules in chronological order, perform arithmetic averaging on the transmission parameter data within a set time range, obtain a group of transmission parameter steady-state data, and store each group of transmission parameter steady-state data in data table C.

[0081] For example, the steady-state data extraction rules are shown in Table 2. The steady-state data extraction rules include: anti-icing bleed air and helicopter bleed air are closed, gas generator converted speed>90%, duration ≥15s, torque standard deviation<0.5%, gas generator converted speed standard deviation<0.5%, power turbine inlet temperature standard deviation<0.5%, power turbine speed standard deviation<0.5%, pressure altitude standard deviation<10m, flight speed standard deviation<10km / h, turboshaft engine inlet temperature standard deviation<2°C.

[0082] For example, the format of data table C is shown in Table 3. The steady-state data of the parameters in data table C include altitude, turboshaft engine inlet temperature, turboshaft engine inlet pressure, gas generator speed, power turbine speed, turboshaft engine torque, power turbine inlet temperature, turboshaft engine power and turboshaft engine cumulative working time.

[0083] Table 2

[0084]

[0085] Table 3

[0086]

[0087] S32. Calculate the turboshaft engine power according to the turboshaft engine torque and power turbine speed of the steady-state data in data table C, and save the calculation result in data table C. The specific calculation of the turboshaft engine power is shown in formula 5.

[0088] P=MKP*Np / 9549 Formula 5

[0089] Wherein, P is the turboshaft engine power, unit is kW; MKP is the turboshaft engine torque, unit is Nm; Np is the power turbine speed, unit is r / min.

[0090] S4, according to the converted power value of each monitoring state, the steady-state data of the transmission parameters and the turboshaft engine power, determining the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state of each sortie, including the following steps:

[0091] S41. Convert the turboshaft engine power, gas generator speed and power turbine inlet temperature within the altitude range of 0 to 0.5*Hmax in data table C to the sea level standard day. The conversion method is shown in formula 6 to formula 8, and save the conversion results in data table D.

[0092]

[0093] Where PC1 is the converted power value converted to the standard day at sea level, P is the turboshaft engine power, P0 is the turboshaft engine inlet pressure, and T0 is the turboshaft engine inlet temperature.

[0094]

[0095] Where NGC1 is the converted gas generator speed converted to a sea level standard day, NG is the gas generator speed, and T0 is the turboshaft engine inlet temperature.

[0096]

[0097] Where T45C1 is the converted power turbine inlet temperature converted to a standard day at sea level, T45 is the power turbine inlet temperature, and T0 is the turboshaft engine inlet temperature.

[0098] S42. Convert the turboshaft engine power, gas generator speed and power turbine inlet temperature within the altitude range of 0.5*Hmax to Hmax in Data Table C to the standard day at an altitude of 0.5*Hmax. The conversion method is shown in Formula 9 to Formula 11, and save the conversion results in Data Table E.

[0099]

[0100] Wherein, PC2 is the converted power value converted to 0.5*Hmax altitude standard day, P is the turboshaft engine power, P0 is the turboshaft engine inlet pressure, T0 is the turboshaft engine inlet temperature, P1 is the 0.5*Hmax altitude standard atmospheric pressure, and T1 is the 0.5*Hmax altitude standard atmospheric temperature.

[0101]

[0102] Where NGC2 is the converted gas generator speed converted to 0.5*Hmax altitude standard day, NG is the gas generator speed, and T0 is the turboshaft engine inlet temperature.

[0103]

[0104] Wherein, T45C2 is the converted power turbine inlet temperature converted to 0.5*Hmax altitude standard day, T45 is the power turbine inlet temperature, and T0 is the turboshaft engine inlet temperature.

[0105] For example, the formats of Data Table D and Data Table E are shown in Table 4. Both Data Table D and Data Table E include the converted power value, the converted gas generator speed and the converted power turbine inlet temperature.

[0106] Table 4

[0107] Serial number Converted power value Converted gas generator speed Converted power turbine inlet temperature … … … …

[0108] S43. The converted power value and converted gas generator speed, converted power and converted power turbine inlet temperature of the sea level standard day in data table D are linearly fitted using the least squares method, respectively, to obtain the first linear relationship between the converted gas generator speed and the converted power of the sea level standard day (Formula 12), and the second linear relationship between the converted power turbine inlet temperature and the converted power of the sea level standard day (Formula 13).

[0109] NGC1=k1*PC1+b1 Formula 12 Wherein k1 and b1 are fitting coefficients.

[0110] T45C1=k2*PC1+b2 Formula 13 Wherein k2 and b2 are fitting coefficients.

[0111] S44. The converted power value and converted gas generator speed, converted power and converted power turbine inlet temperature of the 0.5*Hmax altitude standard day in Data Table E are linearly fitted using the least squares method, and the third linear relationship between the converted gas generator speed and the converted power of the 0.5*Hmax altitude standard day (Formula 14) and the fourth linear relationship between the converted power turbine inlet temperature and the converted power of the 0.5*Hmax altitude standard day (Formula 15) are obtained.

[0112] NGC2=k3*PC2+b3 Formula 14 Wherein k3 and b3 are fitting coefficients.

[0113] T45C2=k4*PC2+b4 Formula 15 Wherein k4 and b4 are fitting coefficients.

[0114] S45. Substitute the monitoring status converted power value PCV1 within the altitude range of 0 to 0.5*Hmax into the first linear relationship and the second linear relationship respectively, calculate the converted gas generator speed and the converted power turbine inlet temperature corresponding to the monitoring status converted power value PCV1 of each flight, and store the calculation results in data table F. The format of data table F is shown in Table 5.

[0115] S46. Substitute the monitoring status converted power value PCV2 within the altitude range of 0.5*Hmax~Hmax into the third linear relationship and the fourth linear relationship respectively, calculate the converted gas generator speed and the converted power turbine inlet temperature corresponding to the monitoring status converted power value PCV2 of each flight, and store the calculation results in data table F. The format of data table F is shown in Table 5.

[0116] Table 5

[0117]

[0118] S5. According to the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state of each flight, determining the change trend of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state with the flight, and characterizing the attenuation trend of the turboshaft engine through the change trend, including the following steps:

[0119] S51. Generate trend graphs by flight for the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value PCV1 of each flight monitoring status in data table F, and the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value PCV2 of each flight monitoring status in data table F.

[0120] S52. Determine the changing trends of the converted gas generator speed NGCV1 and the converted power turbine inlet temperature T45CV1 corresponding to the monitoring status converted power value PCV1 with the number of flights through the trend chart; determine the changing trends of the converted gas generator speed NGCV2 and the converted power turbine inlet temperature T45CV2 corresponding to the monitoring status converted power value PCV2 with the number of flights through the trend chart.

[0121] The automatic monitoring method for performance degradation of an aviation turboshaft engine according to an embodiment of the present invention can achieve automatic monitoring of performance degradation, and the pilot or maintenance personnel can see the trend of engine performance degradation after the flight.

[0122] Based on the above-mentioned automatic monitoring method for performance attenuation of aviation turboshaft engines, Figure 2 As shown, the present invention also provides an automatic monitoring system for performance degradation of an aviation turboshaft engine, comprising a first calculation module, a second calculation module, a third calculation module, a fourth calculation module and a data processing module.

[0123] Among them, the first calculation module is used to determine the number of monitoring states and the altitude range corresponding to each monitoring state according to the maximum flight altitude Hmax of the aircraft mission profile; the second calculation module is used to determine the converted power value of each monitoring state.

[0124] The third calculation module is used to determine the turboshaft engine power based on the acquired steady-state data of the engine parameters of each turboshaft engine sortie; the fourth calculation module is used to determine the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state based on the converted power value of each monitoring state, the steady-state data of the engine parameters and the turboshaft engine power.

[0125] The data processing module is used to determine the changing trends of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state with the flight, based on the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state, and to characterize the attenuation trend of the turboshaft engine through the changing trend.

[0126] The method and system for automatically monitoring the performance degradation of an aviation turboshaft engine according to an embodiment of the present invention have been verified and have been used in a certain engine health management system. The present invention does not require a baseline performance and can monitor the changing trend of engine performance with each flight; there is no need to increase additional maintenance workload.

[0127] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent substitutions for some of the technical features therein; and these modifications or substitutions do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for automatically monitoring the performance degradation of an aviation turboshaft engine, characterized in that: include: According to the maximum flight altitude Hmax of the aircraft mission profile, determine the number of monitoring states and the altitude range corresponding to each monitoring state; Determine the converted power value for each monitoring state; Determine the turboshaft engine power based on the acquired steady-state data of the turboshaft engine parameters for each sortie; Determine the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state according to the converted power value of each monitoring state, the steady-state data of the transmission parameters and the turboshaft engine power; According to the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state of each flight, the changing trends of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state with the flight are determined, and the attenuation trend of the turboshaft engine is characterized by the changing trend.

2. The method for automatically monitoring the performance degradation of an aviation turboshaft engine according to claim 1, characterized in that: According to the maximum flight altitude Hmax of the aircraft mission profile, determining the number of monitoring states and the altitude range corresponding to each monitoring state includes the following steps: Obtain the maximum flight altitude Hmax of the aircraft mission profile. If the maximum flight altitude Hmax is greater than the set value, the maximum flight altitude Hmax is equally divided to obtain two monitoring states, wherein the altitude range corresponding to the first monitoring state is 0 to 0.5*Hmax, and the altitude range corresponding to the second monitoring state is 0.5*Hmax to Hmax; If the maximum flight altitude Hmax is less than the set value, a monitoring state is determined, and the altitude range corresponding to the monitoring state is 0 to Hmax.

3. The method for automatically monitoring the performance degradation of an aviation turboshaft engine according to claim 1, characterized in that: Determining the converted power value of each monitoring state includes the following steps: The flight parameters of the aircraft mission profile are stored in data table A and data table B according to the altitude range, wherein data table A includes the flight parameters of all power points within the altitude range of 0 to 0.5*Hmax, and data table B includes the flight parameters of all power points within the altitude range of 0.5*Hmax to Hmax; Calculate the converted power value of each power point in data table A and data table B respectively, and save the calculation results in data table A and data table B respectively; The converted power values ​​in Data Table A and Data Table B are weighted averaged according to the ratio of the expected operating time within the first turnover period to the first turnover period time, and the monitored status converted power value PCV1 within the altitude range of 0 to 0.5*Hmax and the monitored status converted power value PCV2 within the altitude range of 0.5*Hmax to Hmax are determined.

4. The method for automatically monitoring the performance degradation of an aviation turboshaft engine according to claim 3, characterized in that: Determining the turboshaft engine power according to the acquired steady-state data of the turboshaft engine of each sortie includes the following steps: Acquire the transmission parameter data of the turboshaft engine data recorder of a single flight, select the transmission parameter data that meet the steady-state data extraction rules in chronological order, perform arithmetic averaging on the transmission parameter data within the set time range, obtain a group of transmission parameter steady-state data, and store each group of transmission parameter steady-state data in data table C; The turboshaft engine power is calculated based on the turboshaft engine torque and power turbine speed of the steady-state data in Data Table C, and the calculation results are saved in Data Table C.

5. The method for automatically monitoring the performance degradation of an aviation turboshaft engine according to claim 4, characterized in that: According to the converted power value of each monitoring state, the steady-state data of the power parameters and the turboshaft engine power, the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state are determined, including the following steps: Convert the turboshaft engine power, gas generator speed and power turbine inlet temperature within the altitude range of 0 to 0.5*Hmax in data table C to the sea level standard day, and save the conversion results in data table D; Convert the turboshaft engine power, gas generator speed and power turbine inlet temperature within the altitude range of 0.5*Hmax to Hmax in Data Table C to the standard day at an altitude of 0.5*Hmax, and save the conversion results in Data Table E; The converted power values ​​and converted gas generator speed, converted power and converted power turbine inlet temperature of the sea level standard day in data table D are linearly fitted using the least square method, respectively, to obtain the first linear relationship between the converted gas generator speed and the converted power of the sea level standard day, and the second linear relationship between the converted power turbine inlet temperature and the converted power of the sea level standard day; The converted power value and the converted gas generator speed, the converted power and the converted power turbine inlet temperature of the 0.5*Hmax standard day in Data Table E are linearly fitted using the least square method, respectively, to obtain the third linear relationship between the converted gas generator speed and the converted power of the 0.5*Hmax standard day, and the fourth linear relationship between the converted power turbine inlet temperature and the converted power of the 0.5*Hmax standard day; Substitute the monitoring state converted power value PCV1 within the altitude range of 0 to 0.5*Hmax into the first linear relationship and the second linear relationship respectively, calculate the converted gas generator speed and the converted power turbine inlet temperature corresponding to the monitoring state converted power value PCV1 of each flight, and store the calculation results in the data table F; Substitute the monitoring status converted power value PCV2 within the altitude range of 0.5*Hmax~Hmax into the third linear relationship and the fourth linear relationship respectively, calculate the converted gas generator speed and the converted power turbine inlet temperature corresponding to the monitoring status converted power value PCV2 of each flight, and store the calculation results in data table F.

6. The method for automatically monitoring the performance degradation of an aviation turboshaft engine according to claim 5, characterized in that: According to the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state of each flight, determining the change trend of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state with the flight, including the following steps: The converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value PCV1 of each flight monitoring state in the data table F, and the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value PCV2 of each flight monitoring state in the data table F are respectively generated into trend graphs according to the flight; The trend chart is used to determine the changing trends of the converted gas generator speed NGCV1 and the converted power turbine inlet temperature T45CV1 corresponding to the monitored status converted power value PCV1 with the number of flights; the trend chart is used to determine the changing trends of the converted gas generator speed NGCV2 and the converted power turbine inlet temperature T45CV2 corresponding to the monitored status converted power value PCV2 with the number of flights.

7. The method for automatically monitoring the performance degradation of an aviation turboshaft engine according to any one of claims 3 to 6, characterized in that: The flight parameters in Data Table A and Data Table B include altitude, turboshaft engine inlet temperature, power, expected operating time percentage during the first overhaul period and converted power value.

8. The method for automatically monitoring the performance degradation of an aviation turboshaft engine according to any one of claims 4 to 6, characterized in that: The steady-state data of the engine parameters in Data Table C include altitude, turboshaft engine inlet temperature, turboshaft engine inlet pressure, gas generator speed, power turbine speed, turboshaft engine torque, power turbine inlet temperature, turboshaft engine power and cumulative working time of the turboshaft engine.

9. The method for automatically monitoring the performance degradation of an aviation turboshaft engine according to claim 5, characterized in that: Data Table D and Data Table E both include the converted power value, converted gas generator speed and converted power turbine inlet temperature.

10. An automatic monitoring system for performance degradation of an aviation turboshaft engine, characterized in that: include: The first calculation module is used to determine the number of monitoring states and the altitude range corresponding to each monitoring state according to the maximum flight altitude Hmax of the aircraft mission profile; A second calculation module, used to determine the converted power value of each monitoring state; A third calculation module is used to determine the turboshaft engine power according to the acquired steady-state data of the turboshaft engine parameters of each sortie; The fourth calculation module is used to determine the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state according to the converted power value of each monitoring state, the steady-state data of the transmission parameters and the turboshaft engine power; The data processing module is used to determine the changing trends of the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state with the flight, based on the converted gas generator speed and the converted power turbine inlet temperature corresponding to the converted power value of each monitoring state, and to characterize the attenuation trend of the turboshaft engine through the changing trend.

11. The automatic monitoring system for performance degradation of an aviation turboshaft engine according to claim 10, characterized in that: The second calculation module is specifically used for: The flight parameters of the aircraft mission profile are stored in data table A and data table B according to the altitude range, wherein data table A includes the flight parameters of all power points within the altitude range of 0 to 0.5*Hmax, and data table B includes the flight parameters of all power points within the altitude range of 0.5*Hmax to Hmax; Calculate the converted power value of each power point in data table A and data table B respectively, and save the calculation results in data table A and data table B respectively; The converted power values ​​in Data Table A and Data Table B are weighted averaged according to the ratio of the expected operating time within the first turnover period to the first turnover period time, and the monitored status converted power value PCV1 within the altitude range of 0 to 0.5*Hmax and the monitored status converted power value PCV2 within the altitude range of 0.5*Hmax to Hmax are determined.

Images