An automatic monitoring method and system for performance degradation of aero-turboshaft engines

Abstract

This invention belongs to the field of aero-engine turboshaft technology and discloses an automatic monitoring method and system for the performance degradation of aero-engine turboshaft engines. The method includes: determining the number of monitoring states and the altitude range corresponding to each monitoring state; determining the converted power value for each monitoring state; determining the turboshaft engine power; determining the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value for each monitoring state; determining the variation trend of the converted gas generator speed and converted turbine inlet temperature with the number of sorties for each monitoring state, and characterizing the degradation trend of the turboshaft engine through these trends. This invention does not require baseline performance, can monitor the engine performance variation trend with the number of sorties, and can monitor the performance degradation of the engine over operating time, without adding extra maintenance workload.

Description

Technical Field

[0001] This invention belongs to the field of aviation turboshaft engine technology, and specifically relates to an automatic monitoring method and system for performance degradation of aviation turboshaft engines. Background Technology

[0002] Generally, the overall performance of an aircraft turboshaft engine degrades as the engine operating time increases. This performance degradation manifests as follows: at a certain power level, as the engine operating time increases, the gas generator speed gradually increases or the turbine inlet temperature gradually rises. In severe cases, the gas generator speed or turbine inlet temperature reaches its limit, while the engine power fails to meet the values ​​specified in the user manual.

[0003] Engine power directly affects a helicopter's takeoff weight and flight speed. Therefore, it is essential to monitor the overall performance degradation of the engine to provide technical support for the helicopter's next sortie.

[0004] The existing approach typically involves performing a minimum guaranteed engine power check under specified engine conditions. This involves acquiring flight altitude, engine inlet temperature, gas generator speed, turbine inlet temperature, and engine power. The acquired engine power is then compared to the power corresponding to the same gas generator speed or turbine inlet temperature at the same altitude and engine inlet temperature in a benchmark performance table. If the difference between the acquired engine power and the power in the benchmark performance table is greater than a set threshold, the check passes; otherwise, the required checks or maintenance are performed according to the user manual. Specified engine conditions typically include: 1) a specific gas generator speed or turbine inlet temperature while the helicopter is on the ground; 2) a specific stable level flight speed at a specific altitude.

[0005] The current monitoring of performance degradation of aircraft turboshaft engines is mainly carried out through the engine minimum guaranteed power check. However, this method can only determine whether the baseline performance requirements are met, but cannot monitor the performance degradation of the engine. In addition, it is difficult to determine the baseline, and it will also add extra work beyond helicopter flight missions.

[0006] Existing performance degradation monitoring methods for aero-turboshaft engines have the following problems:

[0007] 1. Existing solutions all perform minimum guaranteed power checks, which means checking whether the difference between the engine's power and the power in the benchmark performance table is greater than a certain threshold. They cannot monitor the degradation of engine performance over operating time.

[0008] 2. The accuracy requirements of the benchmark performance table are high. The benchmark performance table is generally determined by the results of engine high-altitude test and installation loss. However, the installation loss is generally difficult to determine, and individual engines are dispersed. Therefore, the benchmark performance table is difficult to determine.

[0009] 3. The engine conditions described above (1) and (2) require helicopter pilots to perform tasks outside of flight missions, increasing the workload of maintenance. Summary of the Invention

[0010] To address the above problems, this invention provides an automatic monitoring method and system for performance degradation of aero-turboshaft engines, employing the following technical solution:

[0011] An automatic monitoring method for performance degradation of an aero-turboshaft engine includes:

[0012] Based on 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 status;

[0014] The power of the turboshaft engine is determined based on the steady-state data of the engine parameters of each sortie.

[0015] Based on the converted power value, steady-state data of engine parameters and turboshaft engine power for each monitoring status, determine the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value for each monitoring status of each sortie.

[0016] Based on the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value for each sortie and each monitoring status, the variation trend of the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value for each monitoring status with the sortie is determined, and the degradation trend of the turboshaft engine is characterized by the variation trend.

[0017] Furthermore, based on the maximum flight altitude Hmax of the aircraft mission profile, the number of monitoring states and the altitude range corresponding to each monitoring state are determined, including 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, divide the maximum flight altitude Hmax equally to obtain two monitoring states. 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, the converted power value for each monitoring state is determined, including the following steps:

[0021] The flight parameters of the mission profile of the aircraft are stored in data table A and data table B according to the altitude range. 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 for 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 and averaged according to the ratio of the expected running time within the first overhaul period to the first overhaul period time, respectively, to determine the converted power value PCV1 for the monitoring status within the height range of 0 to 0.5*Hmax and the converted power value PCV2 for the monitoring status within the height range of 0.5*Hmax to Hmax.

[0024] Furthermore, based on the obtained steady-state data of the turboshaft engine parameters for each sortie, the power of the turboshaft engine is determined, including the following steps:

[0025] Acquire the engine parameter data from the data recorder of a single turboshaft engine sortie, filter the engine parameter data that meet the steady-state data extraction rules in chronological order, and perform an arithmetic average of the engine parameter data within a set time range to obtain a set of engine parameter steady-state data, and store each set of engine parameter steady-state data in data table C.

[0026] Based on the turboshaft engine torque and power turbine speed from the steady-state data in Data Table C, calculate the turboshaft engine power and save the calculation results in Data Table C.

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

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

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

[0030] For the converted power values, converted gas generator speed, converted power, and converted power turbine inlet temperature in the data table D, the least squares method is used to perform linear fitting, and the first linear relationship between the converted gas generator speed and the converted power and the converted power and the converted power turbine inlet temperature and the converted power ...

[0031] For the converted power value, converted gas generator speed, converted power, and converted power turbine inlet temperature of 0.5*Hmax standard days in data table E, the least squares method is used to perform linear fitting, and the third linear relationship between the converted gas generator speed and converted power of 0.5*Hmax standard days and the fourth linear relationship between the converted power turbine inlet temperature and converted power of 0.5*Hmax standard days are obtained respectively.

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

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

[0034] Furthermore, based on the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value for each flight and each monitoring status, the variation trends of the converted gas generator speed and converted turbine inlet temperature with the flight for each monitoring status are determined, including the following steps:

[0035] For each flight, the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value PCV1 of the monitoring status in data table F, and the converted gas generator speed and power turbine inlet temperature corresponding to the converted power value PCV2 of the monitoring status in each flight, respectively generate trend charts by flight.

[0036] The trend charts were used to determine the variation 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 charts were also used to determine the variation 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 Tables A and B include altitude, turboshaft engine inlet temperature, power, percentage of expected operating time during the first overturn period, and converted power value.

[0038] Furthermore, the steady-state data of the engine parameters in 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 operating time.

[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] This invention also provides an automatic monitoring system for performance degradation of aero-turboshaft engines, comprising:

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

[0042] The second calculation module is used to determine the converted power value for each monitoring status;

[0043] The third calculation module is used to determine the power of the turboshaft engine based on the steady-state data of the engine parameters of each turboshaft engine acquired in each sortie.

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

[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 for each monitoring state, based on the converted power value for each sortie and each monitoring state. The changing trends are used to characterize the attenuation trend of the turboshaft engine.

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

[0047] The flight parameters of the mission profile of the aircraft are stored in data table A and data table B according to the altitude range. 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 for 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 and averaged according to the ratio of the expected running time within the first overhaul period to the first overhaul period time, respectively, to determine the converted power value PCV1 for the monitoring status within the height range of 0 to 0.5*Hmax and the converted power value PCV2 for the monitoring status within the height range of 0.5*Hmax to Hmax.

[0050] The beneficial effects of this invention are:

[0051] This invention characterizes the degradation trend of a turboshaft engine by monitoring the power value corresponding to the converted gas generator speed and the converted power turbine inlet temperature as a function of flight within each altitude range. It does not require a reference performance level, can monitor the engine performance as a function of flight, and can monitor the degradation of engine performance over working time, without adding extra maintenance work.

[0052] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and the drawings. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 A flowchart illustrating an automatic monitoring method for performance degradation of an aero-engine turboshaft according to an embodiment of the present invention is shown.

[0055] Figure 2 A schematic diagram of an automatic monitoring system for performance degradation of an aero-engine turboshaft according to an embodiment of the present invention is shown. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0057] It should be noted that the terms "first," "second," etc., used 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 such data can be interchanged where appropriate for the embodiments of this application described herein.

[0058] This invention provides an automatic monitoring method and system for the performance degradation of aero-turboshaft engines. It does not require a baseline performance and can monitor the trend of engine performance changes with each sortie, without adding extra maintenance workload.

[0059] like Figure 1 As shown, an automatic monitoring method for performance degradation of an aero-engine turboshaft includes the following steps:

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

[0061] The maximum flight altitude Hmax of the aircraft mission profile is obtained. If the maximum flight altitude Hmax is greater than a set value, the maximum flight altitude Hmax is divided equally to obtain two monitoring states. 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 single monitoring state is determined, and the altitude range corresponding to this monitoring state is 0 to Hmax.

[0062] For example, the maximum flight altitude of a helicopter is generally around 6000m. Therefore, the first monitoring state is determined below 3000m, and the second monitoring state is determined above 3000m. If the maximum flight altitude does not exceed 3000m, only one monitoring state needs to be selected.

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

[0064] S21. Store the flight parameters of the mission profile of the aircraft into data table A and data table B according to the altitude range. 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, percentage of expected operating time during the first overturn period, and converted power value.

[0066] Table 1

[0067]

[0068] S22. Calculate the converted power value for 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 conversion formulas are shown in Formula 1 and Formula 2 respectively.

[0069] Formula 2.

[0070]

[0071] In the formula, P01 is the converted power value to sea level standard day, 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] In the formula, P02 is the converted power value to the standard day at an altitude of 0.5*Hmax, P is the power of the turboshaft engine, P0 is the standard atmospheric pressure at the corresponding altitude, P1 is the standard atmospheric pressure at an altitude of 0.5*Hmax, T0 is the engine inlet temperature, and T1 is the standard atmospheric temperature at an altitude of 0.5*Hmax.

[0074] S23. The converted power values ​​in data table A and data table B are weighted averaged according to the ratio of the expected running time in the first overhaul period to the first overhaul period time, respectively, to determine the converted power value PCV1 of the monitoring status within the height range of 0 to 0.5*Hmax and the converted power value PCV2 of the monitoring status within the height range of 0.5*Hmax to Hmax. The specific calculation is as shown in formulas 3 and 4.

[0075]

[0076] In the formula, PCV1 is the converted power value of the monitoring status 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 running time within the first overturn period to the first overturn 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] In the formula, PCV2 is the converted power value of the monitoring status 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 overturn period to the first overturn 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. Based on the obtained steady-state data of the turboshaft engine parameters for each sortie, determine the turboshaft engine power, as follows:

[0080] S31. Obtain the engine parameter data of a single turboshaft engine data recorder, filter the engine parameter data that meet the steady-state data extraction rules in chronological order, and perform an arithmetic average of the engine parameter data within a set time range to obtain a set of engine parameter steady-state data, and store each set of engine 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%, air pressure altitude standard deviation < 10m, flight speed standard deviation < 10km / h, and turboshaft engine inlet temperature standard deviation < 2℃.

[0082] For example, the format of data table C is shown in Table 3. 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 turboshaft engine cumulative operating time.

[0083] Table 2

[0084]

[0085] Table 3

[0086]

[0087] S32. Based on the turboshaft engine torque and power turbine speed in the steady-state data of the data table C, calculate the turboshaft engine power and save the calculation results in the data table C. The specific calculation of turboshaft engine power is shown in Formula 5.

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

[0089] In the formula, P is the power of the turboshaft engine, in kW; MKP is the torque of the turboshaft engine, in Nm; and Np is the speed of the power turbine, in r / min.

[0090] S4. Based on the converted power value, steady-state data of engine parameters, and turboshaft engine power for each monitoring status, determine the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value for each monitoring status, including the following steps:

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

[0092]

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

[0094]

[0095] In the formula, NGC1 is the converted gas generator speed to sea level standard days, NG is the gas generator speed, and T0 is the turboshaft engine inlet temperature.

[0096]

[0097] In the formula, T45C1 is the converted turbine inlet temperature to sea level standard days, T45 is the 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 height range of 0.5*Hmax to Hmax in data table C to the standard days of height 0.5*Hmax. The conversion method is shown in formulas 9 to 11. Save the conversion results in data table E.

[0099]

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

[0101]

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

[0103]

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

[0105] For example, the formats of data tables D and E are shown in Table 4. Both data tables D and E include converted power values, converted gas generator speeds, and converted power turbine inlet temperatures.

[0106] Table 4

[0107] Serial Number Converted power value Converting gas generator speed Calculate the inlet temperature of the power turbine … … … …

[0108] S43. For the converted power value, converted gas generator speed, converted power and converted power turbine inlet temperature of sea level standard day in data table D, respectively, the least squares method is used to perform linear fitting, the first linear relationship between the converted gas generator speed and the converted power of sea level standard day (Formula 12), and the second linear relationship between the converted power turbine inlet temperature and the converted power of sea level standard day (Formula 13).

[0109] NGC1=k1*PC1+b1 Formula 12 In the formula, k1 and b1 are fitting coefficients.

[0110] T45C1=k2*PC1+b2 Formula 13 In the formula, k2 and b2 are the fitting coefficients.

[0111] S44. For the converted power value, converted gas generator speed, converted power and converted power turbine inlet temperature of 0.5*Hmax standard day in data table E, perform linear fitting using the least squares method to obtain the third linear relationship between the converted gas generator speed and converted power of 0.5*Hmax standard day (Formula 14) and the fourth linear relationship between the converted power turbine inlet temperature and converted power of 0.5*Hmax standard day (Formula 15).

[0112] NGC2=k3*PC2+b3 Formula 14 In the formula, k3 and b3 are the fitting coefficients.

[0113] T45C2=k4*PC2+b4 Formula 15 In the formula, k4 and b4 are fitting coefficients.

[0114] S45. Substitute the converted power value PCV1 of the monitoring status 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 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 converted power value PCV2 of the monitoring status within the altitude range of 0.5*Hmax~Hmax into the third and fourth linear relations respectively to calculate the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value PCV2 of the monitoring status for 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. Based on the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value for each sortie and each monitoring status, determine the variation trend of the converted gas generator speed and converted turbine inlet temperature with the sortie for each monitoring status, and characterize the degradation trend of the turboshaft engine through the variation trend, including the following steps:

[0119] S51. Generate trend charts for each flight according to 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 power turbine inlet temperature corresponding to the converted power value PCV2 of each flight monitoring status.

[0120] S52. Determine the trend of the change 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 through the trend graph; determine the trend of the change 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 through the trend graph.

[0121] The automatic monitoring method for performance degradation of aero-turboshaft engines according to the present invention can achieve automatic monitoring of performance degradation, and pilots 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 degradation of aero-turboshaft engines, such as Figure 2 As shown, the present invention also provides an automatic monitoring system for the performance degradation of an aero-engine 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] The first calculation module is used to determine the number of monitoring states and the altitude range corresponding to each monitoring state based on 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 steady-state data of the engine parameters of each turboshaft engine acquired for each sortie. The fourth calculation module is used to determine the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value of each sortie monitoring state based on the converted power value, engine parameter steady-state data and turboshaft engine power for each monitoring state.

[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 for each monitoring state, based on the converted power value for each sortie and each monitoring state. The changing trends are used to characterize the attenuation trend of the turboshaft engine.

[0126] The automatic monitoring method and system for performance degradation of aero-turboshaft engines according to embodiments of the present invention have been verified and are already in use in an engine health management system. The present invention does not require a baseline performance and can monitor the trend of engine performance changes with the number of sorties; it does not require additional maintenance workload.

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

Claims

1. An automatic monitoring method for performance degradation of an aero-turboshaft engine, characterized in that, include: Based on 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 status; The power of the turboshaft engine is determined based on the steady-state data of the engine parameters of each sortie. Based on the converted power value, steady-state data of engine parameters, and turboshaft engine power for each monitoring status, determine the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value for each sortie monitoring status, 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 sea-level standard days, and save the conversion results in data table D; Convert the turboshaft engine power, gas generator speed and power turbine inlet temperature in the height range of 0.5*Hmax to Hmax in Data Table C to the standard days of height 0.5*Hmax, and save the conversion results in Data Table E; For the converted power values, converted gas generator speed, converted power, and converted power turbine inlet temperature in the data table D, the least squares method is used to perform linear fitting, and the first linear relationship between the converted gas generator speed and the converted power and the converted power and the converted power turbine inlet temperature and the converted power ... For the converted power value, converted gas generator speed, converted power, and converted power turbine inlet temperature of 0.5*Hmax standard days in data table E, the least squares method is used to perform linear fitting, and the third linear relationship between the converted gas generator speed and converted power of 0.5*Hmax standard days and the fourth linear relationship between the converted power turbine inlet temperature and converted power of 0.5*Hmax standard days are obtained respectively. Substitute the monitored state converted power value PCV1 within the altitude range of 0~0.5*Hmax into the first linear relationship and the second linear relationship respectively to calculate the converted gas generator speed and converted power turbine inlet temperature corresponding to the monitored state converted power value PCV1 for each flight, and store the calculation results in data table F; Substitute the monitored state converted power value PCV2 within the altitude range of 0.5*Hmax~Hmax into the third and fourth linear relations respectively to calculate the converted gas generator speed and converted power turbine inlet temperature corresponding to the monitored state converted power value PCV2 for each flight, and store the calculation results in data table F; Based on the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value for each sortie and each monitoring state, the changing trends of the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value for each monitoring state with the sortie are determined, and the degradation trend of the turboshaft engine is characterized by the changing trends. The steps include: generating trend charts for the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value PCV1 for each sortie monitoring state in data table F, and the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value PCV2 for each sortie monitoring state, respectively, by sortie. The trend charts were used to determine the variation 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 charts were also used to determine the variation 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.

2. The automatic monitoring method for performance degradation of an aero-turboshaft engine according to claim 1, characterized in that, Based on the maximum flight altitude Hmax of the aircraft mission profile, determine the number of monitoring states and the corresponding altitude range for each monitoring state, including 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, divide the maximum flight altitude Hmax equally to obtain two monitoring states. 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 automatic monitoring method for performance degradation of an aero-turboshaft engine according to claim 1, characterized in that, Determine the converted power value for each monitoring status, including the following steps: The flight parameters of the mission profile of the aircraft are stored in data table A and data table B according to the altitude range. 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 for 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 and averaged according to the ratio of the expected running time within the first overhaul period to the first overhaul period time, respectively, to determine the converted power value PCV1 for the monitoring status within the height range of 0 to 0.5*Hmax and the converted power value PCV2 for the monitoring status within the height range of 0.5*Hmax to Hmax.

4. The automatic monitoring method for performance degradation of an aero-turboshaft engine according to claim 3, characterized in that, Based on the steady-state data of the turboshaft engine parameters obtained for each sortie, the power of the turboshaft engine is determined, including the following steps: Acquire the engine parameter data from the data recorder of a single turboshaft engine sortie, filter the engine parameter data that meet the steady-state data extraction rules in chronological order, and perform an arithmetic average of the engine parameter data within a set time range to obtain a set of engine parameter steady-state data, and store each set of engine parameter steady-state data in data table C. Based on the turboshaft engine torque and power turbine speed from the steady-state data in Data Table C, calculate the turboshaft engine power and save the calculation results in Data Table C.

5. The automatic monitoring method for performance degradation of an aero-engine turboshaft according to claim 1, 3, or 4, characterized in that, The flight parameters in Data Tables A and B include altitude, turboshaft engine inlet temperature, power, percentage of expected operating time during the first overturn period, and converted power value.

6. The automatic monitoring method for performance degradation of an aero-engine turboshaft according to claim 1 or 4, characterized in that, The steady-state data of the engine parameters in 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 operating time.

7. The automatic monitoring method for performance degradation of an aero-turboshaft engine according to claim 1, characterized in that, Data sheets D and E both include converted power values, converted gas generator speeds, and converted power turbine inlet temperatures.

8. An automatic monitoring system for performance degradation of an aero-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 based on the maximum flight altitude Hmax of the aircraft mission profile. The second calculation module is used to determine the converted power value for each monitoring status; The third calculation module is used to determine the power of the turboshaft engine based on the steady-state data of the engine parameters of each turboshaft engine acquired in each sortie. The fourth calculation module is used to determine the converted gas generator speed and converted power turbine inlet temperature corresponding to the converted power value of each monitoring state based on the converted power value, steady-state data of the engine parameters and the power of the turboshaft engine for each monitoring state. The calculation module includes the following steps: converting the turboshaft engine power, gas generator speed and power turbine inlet temperature in the altitude range of 0 to 0.5*Hmax in data table C to sea-level standard days, and saving the conversion results in data table D. Convert the turboshaft engine power, gas generator speed and power turbine inlet temperature in the height range of 0.5*Hmax to Hmax in Data Table C to the standard days of height 0.5*Hmax, and save the conversion results in Data Table E; For the converted power values, converted gas generator speed, converted power, and converted power turbine inlet temperature in the data table D, the least squares method is used to perform linear fitting, and the first linear relationship between the converted gas generator speed and the converted power and the converted power and the converted power turbine inlet temperature and the converted power ... For the converted power value, converted gas generator speed, converted power, and converted power turbine inlet temperature of 0.5*Hmax standard days in data table E, the least squares method is used to perform linear fitting, and the third linear relationship between the converted gas generator speed and converted power of 0.5*Hmax standard days and the fourth linear relationship between the converted power turbine inlet temperature and converted power of 0.5*Hmax standard days are obtained respectively. Substitute the monitored state converted power value PCV1 within the altitude range of 0~0.5*Hmax into the first linear relationship and the second linear relationship respectively to calculate the converted gas generator speed and converted power turbine inlet temperature corresponding to the monitored state converted power value PCV1 for each flight, and store the calculation results in data table F; Substitute the monitored state converted power value PCV2 within the altitude range of 0.5*Hmax~Hmax into the third and fourth linear relations respectively to calculate the converted gas generator speed and converted power turbine inlet temperature corresponding to the monitored state converted power value PCV2 for each flight, and store the calculation results in data table F; The data processing module is used to determine the changing trends of the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value for each monitoring state in each sortie, based on the converted power value for each monitoring state in each sortie. The changing trends are used to characterize the attenuation trend of the turboshaft engine. The module includes the following steps: generating trend charts for the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value PCV1 for each sortie monitoring state in data table F, and the converted gas generator speed and converted turbine inlet temperature corresponding to the converted power value PCV2 for each sortie monitoring state in each sortie, respectively, according to the sortie. The trend charts were used to determine the variation 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 charts were also used to determine the variation 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.

9. The automatic monitoring system for performance degradation of aero-turboshaft engines according to claim 8, characterized in that, The second calculation module is specifically used for: The flight parameters of the mission profile of the aircraft are stored in data table A and data table B according to the altitude range. 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 for 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 and averaged according to the ratio of the expected running time within the first overhaul period to the first overhaul period time, respectively, to determine the converted power value PCV1 for the monitoring status within the height range of 0 to 0.5*Hmax and the converted power value PCV2 for the monitoring status within the height range of 0.5*Hmax to Hmax.

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