Aero-engine fault data simulation and algorithm verification platform

Abstract

An aero-engine fault data simulation and algorithm verification platform is a supplementary part of an existing aero-engine hardware-in-the-loop test (HIL) platform and achieves the functions of fault simulation, algorithm verification and the like. In the aspect of algorithm verification, the accuracy of an aero-engine nominal model based on a mechanism (an aero-gas turbine engine principle) is not high enough, and the platform can correct the aero-engine nominal model based on the mechanism by using an artificial intelligence method (such as a neural network and a deformation method thereof) based on real-time data, so that the accuracy of the aero-engine nominal model is improved. And an aero-engine model based on mechanism and data fusion is obtained. In the aspect of fault simulation, on the basis of the mathematical random theory, various fault signals generated randomly under the full envelope flight condition of an engine can be simulated, so that whether the fault detected by an engine electronic controller (EEC) accords with the randomly generated fault signals or not is verified, and a foundation is laid for improving the fault judgment capability of the engine electronic controller (EEC).

Description

Technical Field

[0001] The invention belongs to the field of aircraft engine fault diagnosis and detection, and specifically relates to an aircraft engine fault data simulation estimation method verification platform. Background Art

[0002] The salient features of modern aircraft engines are high speed and high thrust-to-weight ratio, and their casings are thin-walled structures. Due to the complex dynamic coupling relationship between the rotor, support, and casing, the study of aircraft engine vibration failure has become a special topic. Aircraft engines are not only complex in structure, but also often need to work in extremely harsh environments such as high speed, high temperature and high pressure, and frequently changing complex working conditions. These reasons make the failure forms of aircraft engines diverse and the failure mechanisms very complex.

[0003] Aircraft engine failure accounts for a large proportion of all aircraft mechanical failures and has high maintenance costs. NASA pointed out that among the U.S. aviation accidents caused by mechanical failures between 1980 and 2001, 33% of the mechanical failures were engine failures. The International Air Transport Association (IATA) pointed out that in 2014, engine maintenance costs accounted for 40% of the total aircraft MRO (Maintenance, Repair and Overhaul) costs, reaching US$24.84 billion, and predicted that engine maintenance costs will reach US$36 billion in 2024. Once an aircraft engine fails, it may lead to a catastrophic accident. In order to prevent major accidents of aircraft engines, routine maintenance of aircraft engines is required, and the cost of routine engine maintenance accounts for 31% of the total maintenance costs. Among the flight accidents worldwide, 60%-70% are caused by aircraft engine failures. At the same time, in the global aircraft maintenance industry, the maintenance expenditure on aircraft engines is the highest, basically accounting for 40% of all maintenance costs.

[0004] Compared with traditional mechanical hydraulic control engines, digital electronic control engines have more parameters for testing and monitoring than before, including a large increase in signal quantities and switch quantities; at the same time, there are many failure modes and complex handling methods. Taking a certain CNC engine as an example, there are about 50 types of alarms and fault information, and some fault alarm information is newly added involving digital electronic controllers, and there is no experience to learn from for fault handling. The new changes have brought new challenges to engine test safety, especially flight test safety: engine test engineers and test pilots are required to be familiar with all the failure modes and handling measures of the tested engine. Once an engine fails during a flight test, it needs to be handled promptly and effectively, otherwise the consequences may be catastrophic.

[0005] At present, the traditional training method for domestic engine flight test engineers and test pilots is to conduct theoretical learning around the tested engine, and practical training is rarely carried out, especially the lack of engine fault handling simulation drills and training. It is obviously unrealistic to rely solely on occasional faults and alarms in actual flight tests to accumulate engine fault alarm handling experience and improve emergency handling capabilities. As a result, the engine flight test engineers and test pilots cannot be trained and improved in their ability to handle engine fault alarms, making the flight test engineers and test pilots who are at the forefront of ensuring flight test safety the weakest link in the entire test safety.

[0006] The new technologies used in engines have put forward higher requirements on the capabilities of flight test engineers and test pilots, while the current training methods are not enough to effectively help them become familiar with the test objects and improve their ability to handle engine failures. In view of this, it is necessary to refer to the successful experience of other professions. For example, the flight simulation system or ground simulator developed by the aircraft profession can be used for test pilot training to reduce the real flight safety risk by simulating air flight, feeling the aircraft's handling stability, practicing mission profiles, and improving flight quality. Using computer simulation technology, develop a real-time monitoring training system for aircraft engine tests, train engine flight test engineers and test pilots, accelerate their familiarity with the test objects, and improve their ability to handle air engine failures, thereby reducing the risk of flight tests. The current design method has gradually failed to meet the actual needs of engineering. Therefore, exploring an effective and suitable aviation engine fault data simulation and algorithm verification platform for engineering practice has become an urgent problem to be solved. Therefore, the aviation engine fault data simulation and algorithm verification platform also has broad research and application prospects. Summary of the invention

[0007] The present invention is to solve the problems of complicated operation, low efficiency and low simulation accuracy of aircraft engine fault data in the prior art, and proposes an aircraft engine fault data simulation and algorithm verification platform.

[0008] An aircraft engine fault data simulation and algorithm verification platform, including a data acquisition and simulation module, a control bus, a test interface, a test cable, and a power module;

[0009] The data acquisition and simulation module includes a PXI chassis, and a zero-slot controller and a resource board located in the PXI chassis. The resource board of the PXI chassis includes a signal acquisition card, a signal output card, an analog output card, a discrete input and output card, an LVDT / RVDT acquisition card, and an LVDT / RVDT excitation card. The data acquisition and simulation module also includes a switch box and a resource board located in the switch box. The resource board of the switch box includes a thermocouple acquisition card, a thermal resistor acquisition card, a programmable resistor card, a single-pole double-throw switch, a PWM module, a current signal acquisition module, and a current signal simulation module.

[0010] The control bus includes a PXI bus and an RS485 bus; the PXI bus and the RS485 bus are used as control buses in the PXI chassis and the switch box, and the zero-slot controller is used to control the resource boards in the PXI chassis and the switch box through the PXI bus and the RS485 bus respectively;

[0011] The test interface is used to connect the data acquisition and simulation module to the interface on the interface box. The interface box is connected to the existing aircraft engine hardware-in-the-loop test HIL platform and the engine electronic controller EEC through the test interface and the test cable, respectively, to realize the transmission of signals between the existing aircraft engine hardware-in-the-loop test HIL platform, the engine electronic controller EEC and this platform;

[0012] The test cable is used to connect the test equipment and the equipment under test to ensure complete signal transmission and electrical reliability; it is used to provide electrical connection between this platform and the engine electronic controller EEC and the existing aircraft engine hardware-in-the-loop test HIL platform;

[0013] The power module is used to power the aircraft engine fault data simulation and algorithm verification platform;

[0014] The data acquisition and simulation module can perform data acquisition in the algorithm verification phase and can also perform signal simulation in the fault simulation phase;

[0015] During the algorithm verification phase, the data acquisition and simulation module is connected to the existing aircraft engine hardware-in-the-loop test HIL platform through a single-pole double-throw switch, a test interface and a test cable. At the same time, the engine electronic controller EEC is also connected to the existing aircraft engine hardware-in-the-loop test HIL platform. The data acquisition and simulation module has an aircraft engine nominal model established in advance through a mechanism. The data acquisition resource collects data in real time, and the aircraft engine nominal model is corrected in real time to obtain an aircraft engine nominal model based on a combination of mechanism and data. When the difference between the parameters of the aircraft engine nominal model and the parameters of the aircraft engine hardware in-the-loop platform sensor signal is less than a certain threshold set, it is considered that the aircraft engine nominal model has been corrected, thereby providing a platform for correcting the aircraft engine nominal model based on real-time data.

[0016] During the fault simulation stage, the data acquisition and simulation module changes the connection path of the single-pole double-throw switch. The engine electronic controller EEC is only connected to the data acquisition and simulation module, and is not connected to the existing aircraft engine hardware-in-the-loop test HIL platform. The data acquisition and simulation module is connected to replace the existing aircraft engine hardware-in-the-loop test HIL platform. The modified aircraft engine nominal model of the data acquisition and simulation module will randomly generate a fault signal and inject the randomly generated fault signal into the engine electronic controller EEC, so as to verify whether the fault detected by the engine electronic controller EEC is consistent with the randomly generated fault signal.

[0017] Beneficial effects of the present invention:

[0018] The aircraft engine fault data simulation and algorithm verification platform is a supplementary part of the existing aircraft engine hardware-in-the-loop test (HIL) platform, which realizes the functions of fault simulation and algorithm verification. In terms of algorithm verification, the accuracy of the aircraft engine nominal model based on the mechanism (the principle of aircraft gas turbine engine) is not high enough. The platform can use artificial intelligence methods (such as neural networks and their deformation methods) based on real-time data to correct the aircraft engine nominal model based on the mechanism, and obtain an aircraft engine model based on mechanism and data fusion. In terms of fault simulation, based on mathematical random theory, it can simulate the engine under full envelope flight conditions and randomly generate various fault signals (including vibration signal fault signal, speed signal fault signal, temperature sensor fault signal, pressure sensor fault signal, surge signal, etc.), so as to verify whether the fault detected by the engine electronic controller (EEC) is consistent with the randomly generated fault signal, laying a foundation for improving the fault judgment ability of the engine electronic controller (EEC). This method has certain extensibility and can be extended to other fields. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is the principle block diagram of the fault data simulation and algorithm verification platform.

[0020] Figure 2 A schematic diagram of the overall hardware design architecture.

[0021] Figure 3 This is a schematic diagram of the interface. DETAILED DESCRIPTION

[0022] In order to make the purpose, technology and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and examples.

[0023] The fault data simulation and algorithm verification platform is based on PXI chassis and RS485 hybrid bus, with PXIe controller as the core, controlling module units, realizing data acquisition and signal injection functions based on discrete quantity, DC / AC analog quantity, thermal resistor, thermocouple, LVDT / RVDT and other sensor signals, and realizing the switching of normal operation / fault injection of HIL platform through single-pole double-throw switch system, and uploading the real-time collected data to the intelligent algorithm verification platform, so as to realize fault identification, classification and recovery of multi-source data and mechanism fusion.

[0024] The principle block diagram of the fault data simulation and algorithm verification platform is as follows: Figure 1 As shown. It includes hardware and software parts.

[0025] Hardware: The fault data simulation and algorithm verification platform hardware adopts CPCI, PXI, Ethernet, and serial bus control architecture, with mature measurement and control computers as the core, and is equipped with a variety of test modules to complete the acquisition and simulation output of various signals. Based on the EEC signal acquisition and signal simulation optimization resource configuration, a set of standard small universal hardware platform configuration is built to meet the needs of HIL platform data acquisition and signal injection. Figure 2 , Figure 2 A schematic diagram of the overall hardware design architecture.

[0026] Software part: The fault data simulation and algorithm verification platform software consists of acquisition service software, signal injection service software and main program.

[0027] a) Data acquisition service software includes: 1) deploying the main control computer in the form of underlying services; 2) collecting the data of various sensors on the hardware in-the-loop platform by controlling the hardware board and encoding it according to the ICD definition; 3) packaging and sending it to the host computer via Ethernet.

[0028] b) The signal injection service software includes: 1) deploying a host computer in the form of an underlying service; 2) receiving instructions from the host computer, controlling its own platform resources according to the instructions, and outputting instruction signals; 3) receiving instructions from the host computer, and controlling the line switching of its own resources and HIL platform resources according to the instructions.

[0029] An aircraft engine fault data simulation and algorithm verification platform, including a data acquisition and simulation module, a control bus, a test interface, a test cable, and a power module;

[0030] The data acquisition and simulation module can perform data acquisition in the algorithm verification phase and can also perform signal simulation in the fault simulation phase;

[0031] Further, the data acquisition and simulation module includes a PXI chassis, a zero-slot controller located in the PXI chassis, resource boards (signal acquisition card, signal output card, analog output card, discrete input and output card, LVDT / RVDT acquisition card, LVDT / RVDT excitation card); a switch box, and resource boards (thermocouple acquisition card, thermal resistor acquisition card, programmable resistor card, single-pole double-throw switch, PWM module), a current signal acquisition module, and a current signal simulation module located in the switch box;

[0032] Furthermore, the zero-slot controller is used to provide computing power and real-time systems, drivers, development environments, etc.; the signal acquisition card is used to acquire analog signals and digital signals to achieve multi-channel high-precision data acquisition; the signal output card is used to output analog signals and digital signals; the analog output card is used to output analog signals to drive devices or analog signal sources; the discrete input and output card is used to control and acquire discrete signals to achieve logic control and state detection; the LVDT / RVDT acquisition card is used to acquire linear variable differential transformer (LVDT) and rotary variable differential transformer (RVDT) signals; the LVDT / RVDT simulation card is used to simulate LVDT / RVDT signal to test the corresponding sensor interface; thermocouple acquisition card is used to collect real thermocouple signals and provide accurate temperature data; thermal resistance acquisition card is used to collect thermal resistance signals and support accurate temperature measurement; programmable resistance card is used to provide programmable resistance value to simulate sensor or load; single-pole double-throw switch is used to switch two different circuits to realize signal routing; PWM module is used to generate pulse width modulation signal to drive load or control equipment; current signal acquisition module is used to collect current signal to realize real-time monitoring; current signal simulation module is used to simulate current signal to test current acquisition interface; power supply module is used to provide regulated DC power supply for the system;

[0033] The control bus includes PXI bus and RS485 bus. PXI bus has the advantages of high throughput and excellent integration, high bus bandwidth and low transmission delay, high cost performance, modularization, small structure size, etc. It is suitable for real-time data acquisition, industrial automation and control, military testing, scientific experiments and other fields, and is suitable for various portable, synthetic instruments and standard rack-mounted test systems. Therefore, the present invention adopts PXI bus as the main control bus.

[0034] Furthermore, the PXI bus and the RS485 bus are used as control buses in the PXI chassis and the switch box, and the zero-slot controller is used to control the resource boards in the PXI chassis and the switch box through the PXI bus and the RS485 bus respectively.

[0035] The test interface is used to connect the data acquisition and simulation module with the interface on the interface box. The interface box is connected to the HIL platform and EEC through the test interface and the test cable, respectively, to realize the transmission of signals between the HIL platform, EEC and this platform. The input and output test interface of the aircraft engine fault data simulation and algorithm verification platform is arranged on the rear panel of the cabinet. The test interface list is listed in Table 1, and the interface diagram is shown in Figure 3 .

[0036] Table 1 Interface list

[0037] Serial number Location mark model Remark 1 Front Panel IN1 JY27505E23B35PN Connect to HIL platform test cable X1 2 Front Panel IN2 JY27505E23B35PB Connect to HIL platform test cable X2 3 Front Panel IN3 JY27505E23B35PC Connect to HIL platform test cable X3 4 Front Panel IN4 JY27505E11B99PB Connect to HIL platform test cable X4 5 Front Panel IN5 JY27505E11B99PN Connect to HIL platform test cable X5 6 Front Panel IN6 JY27505E17B35PN Connect to HIL platform test cable X1K 7 Front Panel OUT1 JY27505E23B35PN Connect to EEC test cable X1 8 Front Panel OUT2 JY27505E23B35PB Connect to EEC test cable X2 9 Front Panel OUT3 JY27505E23B35PC Connect to EEC test cable X3 10 Front Panel OUT4 JY27505E11B99PB Connect to EEC test cable X4 11 Front Panel OUT5 JY27505E11B99PN Connect to EEC test cable X5 12 Front Panel OUT6 JY27505E17B35PN Connect to EEC test cable X1K 13 Rear Panel XS1 AC10A modular socket Power supply 14 Rear Panel XS2 YW120Fm02ⅡS1 USB interface 15 Rear Panel XS3 YW120Fm01S1 Network port 16 Rear Panel XS4 70-101-11 VGA interface

[0038] Furthermore, the test interface includes a USB interface, a LAN interface, a VGA interface, a 220VAC interface and various input and output test interfaces.

[0039] The test cable is used to connect the test equipment and the device under test to ensure complete signal transmission and electrical reliability. It is used to provide electrical connection between this platform and the EEC and HIL platforms, including test cable 1, test cable 2 and test cable 3;

[0040] Furthermore, the test cable mainly includes connectors (including tail clips), wires, braided sleeves, labels and other components.

[0041] a) Design principle: The design principle of the test cable is to keep the HIL platform unchanged and use the original design resources. The test cable of the HIL platform is used to connect to the aircraft engine fault data simulation and algorithm verification platform. A set of cables is designed for the aircraft engine fault data simulation and algorithm verification platform to connect to the EEC. A three-way connection is made in the aircraft engine fault data simulation and algorithm verification platform. The design is based on the pin definition files of each connector of the EEC.

[0042] b) Design requirements: For those not clearly specified in the standard, the design shall be carried out in strict accordance with the relevant provisions of the national standard GB / T 13306-2011, and the cable shall have sufficient length and flexibility to ensure that the cable will not be damaged during use, repair and storage, and can work normally for a long time, and protect the test cable and wiring from damage.

[0043] c) Anti-misinsertion design: In order to improve the accuracy of mechanical assembly and electrical connection and reduce assembly and connection errors caused by human errors, labels are designed and installed at both ends and in the middle of the test cable.

[0044] d) Process design measures: The process requirements for cable design shall meet the requirements of wire selection, cable length, cable bifurcation and protection, cable labeling, connector selection, etc. specified in Q / HX05.028-2015 "General Process Specifications for TPS Test Cable Design".

[0045] Figure 1 The main control computer in the Figure 2 The zero-slot controller shown, Figure 1 The software system shown includes data acquisition service, signal injection service and main program, and the software system is loaded in the main control computer.

[0046] When the data acquisition service is sent to the software system, the "NC" and "COM" of the programmable switch are connected, and the nominal model of the aircraft engine established through the mechanism (the principle of aviation gas turbine engine) is located in the main program. Data is collected in real time through data acquisition resources, and the nominal model of the aircraft engine is corrected in real time to obtain the nominal model of the aircraft engine based on the combination of mechanism and data. When the difference between the parameters of the nominal model of the aircraft engine and the parameters of the sensor signal of the aircraft engine hardware in-loop platform is less than a certain threshold set, it is considered that the correction of the nominal model of the aircraft engine is completed, thereby providing a platform for the correction of the nominal model of the aircraft engine based on real-time data.

[0047] When sending a signal injection service to the software system, the signal injection service here mainly provides a fault simulation function that cannot be realized by the aircraft engine hardware-in-the-loop test platform. The "NO" and "COM" connections of the programmable switch are based on the modified aircraft engine nominal model obtained in step 6. The main program is based on mathematical random theory and can simulate the engine under full envelope flight conditions. Randomly generate various fault signals (including vibration signal fault signals, speed signal fault signals, temperature sensor fault signals, pressure sensor fault signals, surge signals, etc.), and send the randomly generated fault signals through Figure 1 The signal simulation resources shown are injected into the engine electronic controller (EEC) through the process control switch and the test interface, so as to verify whether the fault detected by the engine electronic controller (EEC) is consistent with the randomly generated fault signal, laying the foundation for improving the fault judgment ability of the engine electronic controller (EEC).

Claims

1. An aircraft engine fault data simulation and algorithm verification platform, characterized in that: Including data acquisition and simulation module, control bus, test interface, test cable, power module; The data acquisition and simulation module includes a PXI chassis, and a zero-slot controller and a resource board located in the PXI chassis. The resource board of the PXI chassis includes a signal acquisition card, a signal output card, an analog output card, a discrete input and output card, an LVDT / RVDT acquisition card, and an LVDT / RVDT excitation card. The data acquisition and simulation module also includes a switch box and a resource board located in the switch box. The resource board of the switch box includes a thermocouple acquisition card, a thermal resistor acquisition card, a programmable resistor card, a single-pole double-throw switch, a PWM module, a current signal acquisition module, and a current signal simulation module. The control bus includes a PXI bus and an RS485 bus; the PXI bus and the RS485 bus are used as control buses in the PXI chassis and the switch box, and the zero-slot controller is used to control the resource boards in the PXI chassis and the switch box through the PXI bus and the RS485 bus respectively; The test interface is used to connect the data acquisition and simulation module to the interface on the interface box. The interface box is connected to the existing aircraft engine hardware-in-the-loop test HIL platform and the engine electronic controller EEC through the test interface and the test cable, respectively, to realize the transmission of signals between the existing aircraft engine hardware-in-the-loop test HIL platform, the engine electronic controller EEC and this platform; The test cable is used to connect the test equipment and the equipment under test to ensure complete signal transmission and electrical reliability; it is used to provide electrical connection between this platform and the engine electronic controller EEC and the existing aircraft engine hardware-in-the-loop test HIL platform; The power module is used to supply power to the aircraft engine fault data simulation and algorithm verification platform; The data acquisition and simulation module can perform data acquisition in the algorithm verification phase and can also perform signal simulation in the fault simulation phase; During the algorithm verification phase, the data acquisition and simulation module is connected to the existing aircraft engine hardware-in-the-loop test HIL platform through a single-pole double-throw switch, a test interface and a test cable. At the same time, the engine electronic controller EEC is also connected to the existing aircraft engine hardware-in-the-loop test HIL platform. The data acquisition and simulation module has an aircraft engine nominal model established in advance through the mechanism. The data acquisition resource collects data in real time, and the aircraft engine nominal model is corrected in real time to obtain an aircraft engine nominal model based on the combination of mechanism and data. When the difference between the parameters of the aircraft engine nominal model and the parameters of the aircraft engine hardware in-loop platform sensor signal is less than a certain threshold set, it is considered that the aircraft engine nominal model has been corrected, thereby providing a platform for correcting the aircraft engine nominal model based on real-time data; During the fault simulation stage, the data acquisition and simulation module changes the connection path of the single-pole double-throw switch. The engine electronic controller EEC is only connected to the data acquisition and simulation module, and is not connected to the existing aircraft engine hardware-in-the-loop test HIL platform. The data acquisition and simulation module is connected to replace the existing aircraft engine hardware-in-the-loop test HIL platform. The modified aircraft engine nominal model of the data acquisition and simulation module will randomly generate a fault signal and inject the randomly generated fault signal into the engine electronic controller EEC, so as to verify whether the fault detected by the engine electronic controller EEC is consistent with the randomly generated fault signal.

2. The aircraft engine fault data simulation and algorithm verification platform according to claim 1, characterized in that: The zero-slot controller is used to provide computing power and real-time system, driver, and development environment; the signal acquisition card is used to collect analog signals and digital signals to achieve multi-channel high-precision data acquisition; the signal output card is used to output analog signals and digital signals; the analog output card is used to output analog signals to drive devices or analog signal sources; the discrete input and output card is used to control and collect discrete signals to achieve logic control and state detection; the LVDT / RVDT acquisition card is used to collect linear variable differential transformer and rotary variable differential transformer signals; the LVDT / RVDT simulation card is used to simulate LVDT / RVDT signals to test the corresponding sensor interface; the thermocouple acquisition card is used to collect real thermocouple signals and provide accurate temperature data; the thermal resistor acquisition card is used to collect thermal resistor signals and support accurate temperature measurement; the programmable resistor card is used to provide programmable resistance values ​​to simulate sensors or loads; the single-pole double-throw switch is used to switch two different circuits to achieve signal routing; the PWM module is used to generate pulse width modulation signals to drive loads or control devices; The current signal acquisition module is used to collect current signals to achieve real-time monitoring; the current signal simulation module is used to simulate current signals to test the current acquisition interface; The power module is used to provide regulated DC power to the system.

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