A method and device for online detection of fuel flow test data quality

Abstract

The application belongs to the technical field of engine bench test, and relates to a fuel flow test data quality online detection method and device. The method comprises the following steps: in step S1, a first fuel flow is obtained based on fuel nozzle component characteristics, a second fuel flow is obtained based on a control system main pump metering valve, and a third fuel flow is obtained based on a test system; in step S2, a first ratio of the first fuel flow to the third fuel flow is calculated, and a second ratio of the second fuel flow to the third fuel flow is calculated; in step S3, a first correction coefficient is calculated in a preset first correction function according to a current high-pressure conversion speed, and a second correction coefficient is calculated in a preset second correction function according to the current high-pressure conversion speed; in step S4, when a difference between the first ratio and the first correction coefficient exceeds a set value, or when a difference between the second ratio and the second correction coefficient exceeds the set value, it is determined that the third fuel flow has a test data quality problem. The application improves test efficiency.

Description

Technical Field

[0001] This application belongs to the field of engine bench testing technology, and specifically relates to an online detection method and device for fuel flow test data quality. Background Technology

[0002] When conducting bench tests on aero engines, fuel flow rate is an important test item, and the accuracy of the test system directly affects the evaluation of engine performance.

[0003] Currently, when engines are tested on a test bench, a turbine flow meter is typically used to measure fuel flow, which is then transmitted remotely to a data acquisition system via a signal cable.

[0004] The main measurement principle of a turbine flow meter is that the dynamic force of the flowing liquid drives the turbine blades to rotate, and the rotational speed is approximately proportional to the volumetric flow rate. The fluid volume reading of the flow meter is based on the turbine impeller speed. It consists of a sensor and a signal converter, and the signal output mainly includes pulse frequency, analog signals, or digital communication methods.

[0005] This testing method has the following potential failures:

[0006] (1) The test may have a data acquisition system numerical display failure due to data processing, power supply or signal circuit failure or poor contact.

[0007] (2) The turbine flow meter signal is interfered with due to reasons such as vibration of the fuel line.

[0008] (3) The actual flow rate of the engine exceeds the flow metering range, or the internal components of the flow meter fail, resulting in incorrect measurement values.

[0009] The aforementioned fault will render the fuel flow test data of the engine test invalid. The turbine flow meter is usually not calibrated for every test, but rather periodically. Therefore, the accuracy of the turbine flow test system cannot be guaranteed for every test or for every moment during the entire test.

[0010] If the test requires evaluating engine performance indicators, the quality of fuel flow test data directly affects the evaluation of important technical parameters such as fuel consumption rate, which leads to losses in manpower, economic costs, and efficiency for the entire test. Summary of the Invention

[0011] To address the aforementioned issues, this application provides an online method and apparatus for detecting fuel flow test data quality. Without increasing the workload of engine testing, it utilizes existing component characteristics to perform mutual monitoring of common parameters, thereby promptly detecting anomalies in the test data.

[0012] The first aspect of this application provides an online method for detecting the quality of fuel flow test data, mainly including:

[0013] Step S1: Obtain the first fuel flow rate based on the characteristics of the fuel injector component, obtain the second fuel flow rate based on the main pump metering valve of the control system, and obtain the third fuel flow rate based on the bench test system.

[0014] Step S2: Calculate the first ratio of the first fuel flow rate to the third fuel flow rate, and calculate the second ratio of the second fuel flow rate to the third fuel flow rate;

[0015] Step S3: Calculate the first correction coefficient in the preset first correction function based on the current high pressure conversion speed, and calculate the second correction coefficient in the preset second correction function based on the current high pressure conversion speed. The first correction function is a function fitted by the ratio of the first fuel flow rate to the third fuel flow rate under multiple different high pressure conversion speeds, and the second correction function is a function fitted by the ratio of the second fuel flow rate to the third fuel flow rate under multiple different high pressure conversion speeds.

[0016] Step S4: When the difference between the first ratio and the first correction coefficient exceeds the set value, or when the difference between the second ratio and the second correction coefficient exceeds the set value, it is determined that there is a test data quality problem with the third fuel flow rate obtained based on the bench test system.

[0017] Preferably, in step S1, obtaining the first fuel flow rate based on the characteristics of the fuel injector component includes:

[0018] Step S11: Determine the pressure difference ΔPf of the fuel injector based on the fuel supply pressure Pf in the combustion chamber and the total pressure P3 in the combustion chamber cavity;

[0019] Step S12: Determine the first fuel flow rate based on the flow characteristic curve of the fuel nozzle, wherein the flow characteristic curve is a curve obtained by testing the fuel nozzle in a component tester to characterize the pressure difference ΔPf of the nozzle and the fuel flow rate.

[0020] Preferably, in step S1, obtaining the second fuel flow rate based on the main pump metering valve of the control system includes:

[0021] Step S13: Obtain the relationship curve between valve displacement and fuel flow characteristics obtained through the test of the main pump metering valve component of the control system;

[0022] Step S14: Calculate the second fuel flow rate based on the displacement of the main pump metering valve of the control system.

[0023] Preferably, in step S3, the multiple different high-pressure equivalent speeds N2R include:

[0024] N2R = Idle speed, N2R = 80%, N2R = 85%, N2R = 90%, N2R = 95%, N2R = Maximum steady-state speed.

[0025] Preferably, in step S3, when measuring the first fuel flow rate, second fuel flow rate, or third fuel flow rate at each high-pressure conversion speed, the average value of multiple data within a set time period is used as the final fuel flow rate.

[0026] The second aspect of this application provides an online detection device for fuel flow test data quality, mainly comprising:

[0027] The fuel flow acquisition module is used to obtain a first fuel flow based on the characteristics of the fuel injector component, a second fuel flow based on the metering valve of the main pump of the control system, and a third fuel flow based on the bench test system.

[0028] The ratio calculation module is used to calculate the first ratio of the first fuel flow rate to the third fuel flow rate, and to calculate the second ratio of the second fuel flow rate to the third fuel flow rate.

[0029] The correction coefficient acquisition module is used to calculate a first correction coefficient in a preset first correction function based on the current high-pressure conversion speed, and to calculate a second correction coefficient in a preset second correction function based on the current high-pressure conversion speed. The first correction function is a function fitted by the ratio of the first fuel flow rate to the third fuel flow rate under multiple different high-pressure conversion speeds, and the second correction function is a function fitted by the ratio of the second fuel flow rate to the third fuel flow rate under multiple different high-pressure conversion speeds.

[0030] The comparison module is used to determine that there is a test data quality problem with the third fuel flow rate obtained based on the bench test system when the difference between the first ratio and the first correction coefficient exceeds a set value, or when the difference between the second ratio and the second correction coefficient exceeds a set value.

[0031] Preferably, the fuel flow acquisition module includes a first fuel flow acquisition unit, used to obtain a first fuel flow rate based on the characteristics of the fuel injector component, wherein the first fuel flow acquisition unit includes:

[0032] The differential pressure calculation subunit is used to determine the differential pressure ΔPf of the fuel injector based on the combustion chamber fuel supply pressure Pf and the total pressure P3 in the combustion chamber cavity;

[0033] The first fuel flow calculation subunit is used to determine the first fuel flow rate based on the flow characteristic curve of the fuel nozzle, wherein the flow characteristic curve is a curve obtained by testing the fuel nozzle in a component tester to characterize the pressure difference ΔPf of the nozzle and the fuel flow rate.

[0034] Preferably, the fuel flow acquisition module includes a second fuel flow acquisition unit, used to obtain a second fuel flow rate based on the main pump metering valve of the control system. The second fuel flow acquisition unit includes:

[0035] The relationship curve acquisition subunit is used to acquire the relationship curve between valve displacement and fuel flow characteristics obtained through the test of the main pump metering valve component of the control system.

[0036] The second fuel flow calculation subunit is used to calculate the second fuel flow based on the displacement of the main pump metering valve of the control system.

[0037] Preferably, in the correction coefficient acquisition module, the multiple different high-pressure conversion speeds N2R include:

[0038] N2R = Idle speed, N2R = 80%, N2R = 85%, N2R = 90%, N2R = 95%, N2R = Maximum steady-state speed.

[0039] Preferably, in the correction coefficient acquisition module, when measuring the first fuel flow rate, second fuel flow rate, or third fuel flow rate at each high-pressure conversion speed, the average value of multiple data within a set time period is used as the final fuel flow rate.

[0040] This application ensures the accuracy and validity of important test parameters, saves the data interpretation and analysis cycle after the test, and improves test efficiency; at the same time, effective test data can save the number of engine debugging and start-up times and start-up time. Attached Figure Description

[0041] Figure 1 This is a flowchart of a preferred embodiment of the online detection method for fuel flow test data quality according to this application. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0043] The first aspect of this application provides an online method for detecting the quality of fuel flow test data, such as... Figure 1 As shown, it mainly includes:

[0044] Step S1: Obtain the first fuel flow rate based on the characteristics of the fuel injector component, obtain the second fuel flow rate based on the main pump metering valve of the control system, and obtain the third fuel flow rate based on the bench test system.

[0045] Step S2: Calculate the first ratio of the first fuel flow rate to the third fuel flow rate, and calculate the second ratio of the second fuel flow rate to the third fuel flow rate;

[0046] Step S3: Calculate the first correction coefficient in the preset first correction function based on the current high pressure conversion speed, and calculate the second correction coefficient in the preset second correction function based on the current high pressure conversion speed. The first correction function is a function fitted by the ratio of the first fuel flow rate to the third fuel flow rate under multiple different high pressure conversion speeds, and the second correction function is a function fitted by the ratio of the second fuel flow rate to the third fuel flow rate under multiple different high pressure conversion speeds.

[0047] Step S4: When the difference between the first ratio and the first correction coefficient exceeds the set value, or when the difference between the second ratio and the second correction coefficient exceeds the set value, it is determined that there is a test data quality problem with the third fuel flow rate obtained based on the bench test system.

[0048] In step S1, this application adds two new methods to the existing fuel flow rate obtained from the bench test system: obtaining the first fuel flow rate based on the characteristics of the fuel injector components, and obtaining the second fuel flow rate based on the main pump metering valve of the control system. The accuracy of the fuel flow rate obtained from these two methods, i.e., the third fuel flow rate, is determined. In step S2, the fuel flow rates from these two new methods are compared with the third fuel flow rate to obtain a ratio. In step S4, if this ratio exceeds a limit, the third fuel flow rate obtained from the bench test system is considered inaccurate. Whether it exceeds the limit is determined by a correction coefficient obtained in step S3. The ratio obtained in step S2 is then compared with this correction coefficient to determine whether it exceeds the limit.

[0049] In some alternative implementations, step S1, obtaining the first fuel flow rate based on the characteristics of the fuel injector component, includes:

[0050] Step S11: Determine the pressure difference ΔPf of the fuel injector based on the fuel supply pressure Pf in the combustion chamber and the total pressure P3 in the combustion chamber cavity;

[0051] Step S12: Determine the first fuel flow rate based on the flow characteristic curve of the fuel nozzle, wherein the flow characteristic curve is a curve obtained by testing the fuel nozzle in a component tester to characterize the pressure difference ΔPf of the nozzle and the fuel flow rate.

[0052] This embodiment provides a specific method for obtaining the first fuel flow rate through the first approach, namely, by calculating it using the flow characteristic curve of the fuel injector.

[0053] In some alternative implementations, step S1, obtaining the second fuel flow rate based on the main pump metering valve of the control system, includes:

[0054] Step S13: Obtain the relationship curve between valve displacement and fuel flow characteristics obtained through the test of the main pump metering valve component of the control system;

[0055] Step S14: Calculate the second fuel flow rate based on the displacement of the main pump metering valve of the control system.

[0056] This embodiment provides a specific method for obtaining the second fuel flow rate through a second approach, namely, calculating it by controlling the flow characteristic curve of the main pump metering valve of the control system.

[0057] The third fuel flow rate is obtained from a conventional bench test system. During engine bench testing, a turbine flow meter is usually used to measure the fuel flow rate and obtain the volumetric flow rate Q. The mass flow rate of the bench test is: Wf3 = Q * ρ, where ρ is the fuel density.

[0058] At the same speed, the engine fuel flow rates obtained by the above three methods are Wf1, Wf2, and Wf3, respectively. The first ratio Kpz = Wf1 / Wf3 is obtained by comparing Wf1 and Wf3 in real time; the second ratio Kzb = Wf2 / Wf3 is obtained by comparing Wf2 and Wf3 at the same time.

[0059] The fuel flow rates obtained through the above three methods will be affected by factors such as the testing system, the arrangement of measuring points, and the ambient temperature, resulting in deviations. Since these deviations cannot be eliminated, correction coefficients need to be added to the three flow rate values. In other words, it is impossible to determine which of the three methods is accurate or inaccurate. Therefore, in step S3 of this application, the theoretically equal relationship between the three flow rate values ​​when the engine is running at a stable speed is utilized to obtain a standard ratio through experimentation, namely the first correction coefficient and the second correction coefficient.

[0060] In some alternative implementations, in step S3, multiple different high-pressure equivalent speeds N2R include:

[0061] N2R = Idle speed, N2R = 80%, N2R = 85%, N2R = 90%, N2R = 95%, N2R = Maximum steady-state speed.

[0062] This embodiment selects typical steady-state speed points, and it is recommended to select idle speed, N2R = 80%, N2R = 85%, N2R = 90%, N2R = 95%, and the maximum steady-state speed point; the selection of the above speed points can be based on the vibration characteristics of the specific model. Then, using the fuel flow rate of the bench-tested engine as a reference baseline, the nozzle flow correction coefficient under different high-pressure converted speeds is obtained:

[0063] For example, the first fuel flow rate Wf1 is compared with the third fuel flow rate Wf3 to obtain the ratio Kpz (in the following parameters, the table below indicates the high-pressure conversion speed point, for example, MC indicates idle speed, and 80 indicates N2R = 80%), specifically including:

[0064] Slow train status: Kpz MC =Wf1 MC / Wf3 MC N2R = 80% state: Kpz 80 =Wf1 80 / Wf3 80 ...

[0065] Based on this, the first correction function Kpz0=f(N2R) can be fitted, and the first correction coefficient can be calculated under any high pressure equivalent speed N2R.

[0066] Similarly, the second fuel flow rate Wf2 is compared with the third fuel flow rate Wf3 to obtain the ratio Kzb, specifically including: idle state: Kzb MC =Wf2 MC / Wf3 MC N2R = 80% state: Kzb 80 =Wf2 80 / Wf3 80 ...

[0067] Based on this, the second correction function Kzb0=f(N2R) can be fitted, and the second correction coefficient can be calculated under any high pressure equivalent speed N2R.

[0068] In some alternative implementations, in step S3, when measuring the first fuel flow rate, the second fuel flow rate, or the third fuel flow rate at each high-pressure converted speed, the average value of multiple data within a set time period is used as the final fuel flow rate.

[0069] In this example, for operations involving real-time fuel flow measurement, it is recommended to take the average value over 30 seconds to eliminate interference caused by fluctuations in test data.

[0070] Finally, in step S4, the ratio obtained in step S2 is compared with the correction coefficient obtained in step S3. Specifically, when |Kpz-Kpz0|>m or when |Kzb-Kzb0|>m, the bench fuel flow test value is abnormal. In this case, its validity needs to be confirmed by other means. Here, m needs to take into account the fluctuation of the test value. Generally, this value is consistent with the fuel flow test accuracy requirement.

[0071] This application achieves online detection of the quality of engine fuel flow test data by real-time comparison of fuel flow values ​​obtained from component characteristics and turbine flow measurement data from a test bench.

[0072] The second aspect of this application provides an online fuel flow test data quality detection device corresponding to the above method, mainly comprising:

[0073] The fuel flow acquisition module is used to obtain a first fuel flow based on the characteristics of the fuel injector component, a second fuel flow based on the metering valve of the main pump of the control system, and a third fuel flow based on the bench test system.

[0074] The ratio calculation module is used to calculate the first ratio of the first fuel flow rate to the third fuel flow rate, and to calculate the second ratio of the second fuel flow rate to the third fuel flow rate.

[0075] The correction coefficient acquisition module is used to calculate a first correction coefficient in a preset first correction function based on the current high-pressure conversion speed, and to calculate a second correction coefficient in a preset second correction function based on the current high-pressure conversion speed. The first correction function is a function fitted by the ratio of the first fuel flow rate to the third fuel flow rate under multiple different high-pressure conversion speeds, and the second correction function is a function fitted by the ratio of the second fuel flow rate to the third fuel flow rate under multiple different high-pressure conversion speeds.

[0076] The comparison module is used to determine that there is a test data quality problem with the third fuel flow rate obtained based on the bench test system when the difference between the first ratio and the first correction coefficient exceeds a set value, or when the difference between the second ratio and the second correction coefficient exceeds a set value.

[0077] In some optional embodiments, the fuel flow acquisition module includes a first fuel flow acquisition unit, used to obtain a first fuel flow rate based on the characteristics of the fuel injector component, wherein the first fuel flow acquisition unit includes:

[0078] The differential pressure calculation subunit is used to determine the differential pressure ΔPf of the fuel injector based on the combustion chamber fuel supply pressure Pf and the total pressure P3 in the combustion chamber cavity;

[0079] The first fuel flow calculation subunit is used to determine the first fuel flow rate based on the flow characteristic curve of the fuel nozzle, wherein the flow characteristic curve is a curve obtained by testing the fuel nozzle in a component tester to characterize the pressure difference ΔPf of the nozzle and the fuel flow rate.

[0080] In some optional embodiments, the fuel flow acquisition module includes a second fuel flow acquisition unit for obtaining a second fuel flow rate based on the main pump metering valve of the control system. The second fuel flow acquisition unit includes:

[0081] The relationship curve acquisition subunit is used to acquire the relationship curve between valve displacement and fuel flow characteristics obtained through the test of the main pump metering valve component of the control system.

[0082] The second fuel flow calculation subunit is used to calculate the second fuel flow based on the displacement of the main pump metering valve of the control system.

[0083] In some optional embodiments, in the correction coefficient acquisition module, multiple different high-pressure equivalent speeds N2R include:

[0084] N2R = Idle speed, N2R = 80%, N2R = 85%, N2R = 90%, N2R = 95%, N2R = Maximum steady-state speed.

[0085] In some alternative implementations, in the correction coefficient acquisition module, when measuring the first fuel flow rate, second fuel flow rate, or third fuel flow rate at each high-pressure converted speed, the average value of multiple data within a set time period is used as the final fuel flow rate.

[0086] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for online detection of fuel flow test data quality, characterized in that, include: Step S1: Obtain the first fuel flow rate based on the characteristics of the fuel injector component, obtain the second fuel flow rate based on the main pump metering valve of the control system, and obtain the third fuel flow rate based on the bench test system. Step S2: Calculate the first ratio of the first fuel flow rate to the third fuel flow rate, and calculate the second ratio of the second fuel flow rate to the third fuel flow rate; Step S3: Calculate the first correction coefficient in the preset first correction function based on the current high pressure conversion speed, and calculate the second correction coefficient in the preset second correction function based on the current high pressure conversion speed. The first correction function is a function fitted by the ratio of the first fuel flow rate to the third fuel flow rate under multiple different high pressure conversion speeds, and the second correction function is a function fitted by the ratio of the second fuel flow rate to the third fuel flow rate under multiple different high pressure conversion speeds. Step S4: When the difference between the first ratio and the first correction coefficient exceeds the set value, or when the difference between the second ratio and the second correction coefficient exceeds the set value, it is determined that there is a test data quality problem with the third fuel flow rate obtained based on the bench test system.

2. The online detection method for fuel flow test data quality as described in claim 1, characterized in that, In step S1, obtaining the first fuel flow rate based on the characteristics of the fuel injector component includes: Step S11: Determine the pressure difference ΔPf of the fuel injector based on the fuel supply pressure Pf in the combustion chamber and the total pressure P3 in the combustion chamber cavity; Step S12: Determine the first fuel flow rate based on the flow characteristic curve of the fuel nozzle, wherein the flow characteristic curve is a curve obtained by testing the fuel nozzle in a component tester to characterize the pressure difference ΔPf of the nozzle and the fuel flow rate.

3. The online detection method for fuel flow test data quality as described in claim 1, characterized in that, In step S1, obtaining the second fuel flow rate based on the main pump metering valve of the control system includes: Step S13: Obtain the relationship curve between valve displacement and fuel flow characteristics obtained through the test of the main pump metering valve component of the control system; Step S14: Calculate the second fuel flow rate based on the displacement of the main pump metering valve of the control system.

4. The online detection method for fuel flow test data quality as described in claim 1, characterized in that, In step S3, the multiple different high-pressure equivalent speeds N2R include: N2R = Idle speed, N2R = 80%, N2R = 85%, N2R = 90%, N2R = 95%, N2R = Maximum steady-state speed.

5. The online detection method for fuel flow test data quality as described in claim 4, characterized in that, In step S3, when measuring the first fuel flow rate, second fuel flow rate, or third fuel flow rate at each high-pressure conversion speed, the average value of multiple data within a set time period is taken as the final fuel flow rate.

6. An online detection device for fuel flow test data quality, characterized in that, include: The fuel flow acquisition module is used to obtain a first fuel flow based on the characteristics of the fuel injector component, a second fuel flow based on the metering valve of the main pump of the control system, and a third fuel flow based on the bench test system. The ratio calculation module is used to calculate the first ratio of the first fuel flow rate to the third fuel flow rate, and to calculate the second ratio of the second fuel flow rate to the third fuel flow rate. The correction coefficient acquisition module is used to calculate a first correction coefficient in a preset first correction function based on the current high-pressure conversion speed, and to calculate a second correction coefficient in a preset second correction function based on the current high-pressure conversion speed. The first correction function is a function fitted by the ratio of the first fuel flow rate to the third fuel flow rate under multiple different high-pressure conversion speeds, and the second correction function is a function fitted by the ratio of the second fuel flow rate to the third fuel flow rate under multiple different high-pressure conversion speeds. The comparison module is used to determine that there is a test data quality problem with the third fuel flow rate obtained based on the bench test system when the difference between the first ratio and the first correction coefficient exceeds a set value, or when the difference between the second ratio and the second correction coefficient exceeds a set value.

7. The online fuel flow test data quality detection device as described in claim 6, characterized in that, The fuel flow acquisition module includes a first fuel flow acquisition unit, used to obtain a first fuel flow rate based on the characteristics of the fuel injector component. The first fuel flow acquisition unit includes: The differential pressure calculation subunit is used to determine the differential pressure ΔPf of the fuel injector based on the combustion chamber fuel supply pressure Pf and the total pressure P3 in the combustion chamber cavity; The first fuel flow calculation subunit is used to determine the first fuel flow rate based on the flow characteristic curve of the fuel nozzle, wherein the flow characteristic curve is a curve obtained by testing the fuel nozzle in a component tester to characterize the pressure difference ΔPf of the nozzle and the fuel flow rate.

8. The online fuel flow test data quality detection device as described in claim 6, characterized in that, The fuel flow acquisition module includes a second fuel flow acquisition unit, used to obtain a second fuel flow rate based on the main pump metering valve of the control system. The second fuel flow acquisition unit includes: The relationship curve acquisition subunit is used to acquire the relationship curve between valve displacement and fuel flow characteristics obtained through the test of the main pump metering valve component of the control system. The second fuel flow calculation subunit is used to calculate the second fuel flow based on the displacement of the main pump metering valve of the control system.

9. The online fuel flow test data quality detection device as described in claim 6, characterized in that, In the correction coefficient acquisition module, multiple different high-pressure equivalent speeds N2R include: N2R = Idle speed, N2R = 80%, N2R = 85%, N2R = 90%, N2R = 95%, N2R = Maximum steady-state speed.

10. The online fuel flow test data quality detection device as described in claim 9, characterized in that, In the correction coefficient acquisition module, when measuring the first fuel flow rate, second fuel flow rate, or third fuel flow rate at each high-pressure conversion speed, the average value of multiple data within a set time period is used as the final fuel flow rate.

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