Engine blockage judging method and processing method, electronic equipment and storage medium

Abstract

The invention belongs to the technical field of aero-engine fuel oil and control, and particularly relates to an engine blockage judging method and processing method, electronic equipment and a storage medium. The method comprises the following steps: acquiring fuel nozzle data and fuel data of the engine; calculating ideal pressure reduction of each fuel nozzle according to the fuel nozzle data and the fuel data; according to the ideal pressure reduction, the pressure difference parameter of each fuel nozzle is determined; and in response to the fact that one pressure difference parameter is larger than a threshold value, it is judged that the fuel nozzle is blocked. According to the invention, quantitative characterization and real-time monitoring of the health state of the nozzle are realized, the discovery and positioning capability of early-stage blockage faults is obviously improved, and the safety and reliability of engine operation are enhanced.

Description

Technical Field

[0001] This application belongs to the field of aero-engine fuel and control technology, specifically relating to an engine blockage determination and processing method, electronic equipment, and storage medium. Background Technology

[0002] Under normal circumstances, considering reliability, safety, operational requirements, and cost, fuel flow meters are not installed on aircraft engine fuel systems in the field. Furthermore, the space available for such installations is often unsuitable. To ensure accurate fuel metering in aircraft engines, indirect measurement methods are typically used. This involves installing a differential pressure valve and a fuel metering valve to maintain a constant fuel pressure difference before and after metering and to measure the valve displacement, respectively. The fuel flow rate is calculated using the fuel flow calculation formula.

[0003]

[0004] The fuel pressure difference at the metering valve Constant and assumed flow coefficients and fuel density and opening area Under the premise of constant change, fuel flow rate Displacement of valve core They are directly proportional; by establishing a pre-calibrated relationship between the two through experiments, the engine fuel mass flow rate can be calculated.

[0005] The above conditions require a constant fuel density. In reality, the operating temperature of an aircraft engine fuel system ranges from -40 to 135°C, with a temperature variation range as high as 175°C. Fuel density variations can reach 130 g / m³. Furthermore, the fuel metering device, being composed of metal components, expands and contracts with temperature changes. Under the combined effect of these two factors, the fuel flow rate varies significantly with temperature, resulting in a substantial error relative to the design value.

[0006] Currently, the main diagnostic methods for engine fuel injector blockage are as follows: First, offline testing, where the injectors are removed during engine overhaul and flow tests are performed on a test bench, which cannot achieve online real-time monitoring; Second, model-based estimation, which makes indirect inferences based on overall engine performance parameters. However, this method has strong lag, low sensitivity, cannot be specific to a particular injector, and is easily confused with other types of faults. Summary of the Invention

[0007] Existing technologies do not consider the changes in fuel nozzle flow coefficient with engine operating conditions and usage time, which can lead to errors, nor do they consider solutions for situations where flow nozzle blockage occurs. Therefore, this application proposes an engine blockage determination and processing method, electronic equipment, and storage medium.

[0008] In a first aspect, this application proposes a method for determining engine blockage, the engine including a fuel injector, comprising: Acquire engine fuel injector data and fuel data; Calculate the ideal pressure drop for each fuel injector based on fuel injector data and fuel data; Determine the differential pressure parameters of each fuel injector based on the ideal pressure drop; When a pressure differential parameter exceeds a threshold, it is determined that the fuel injector is clogged.

[0009] Furthermore, fuel injector data includes the pressure difference before and after the nozzle, the design flow coefficient, and the flow area; fuel data includes fuel density and flow command.

[0010] Furthermore, based on the fuel injector data and fuel data, the ideal pressure drop for each fuel injector is calculated, including: Determine the ideal flow rate for each fuel injector based on the flow command; The ideal pressure drop of each fuel nozzle is calculated based on the ideal flow rate, design flow coefficient, flow area, and fuel density.

[0011] Furthermore, the fuel data also includes fuel temperature, and the fuel density is corrected based on the fuel temperature.

[0012] Furthermore, based on the ideal pressure reduction, the differential pressure parameters of each fuel injector are determined, including: Calculate the pressure difference parameters for each fuel injector based on the ideal pressure drop and the pressure difference across the injector.

[0013] In a second aspect, this application proposes a method for treating engine blockage, comprising: After determining that a fuel injector is clogged using the above method, calculate the actual flow rate of the clogged fuel injector. The flow rate regulation command is executed based on the actual flow rate and the differential pressure parameters of the clogged fuel injector.

[0014] Further, the actual flow rate of the clogged fuel injector is calculated, including: Obtain fuel nozzle data and fuel data corresponding to the clogged fuel nozzle, and inversely calculate the actual flow rate of the clogged fuel nozzle.

[0015] Furthermore, the flow regulation instructions include: Calculate the dynamic average value of the differential pressure parameters for each fuel injector; The differential pressure parameters of each fuel injector are adjusted by utilizing the tracking error between the differential pressure parameters of each fuel injector and the dynamic average value, as well as the synchronization error between the differential pressure parameters of adjacent fuel injectors.

[0016] In a third aspect, this application proposes an electronic device comprising: a processor; and a memory storing a program, wherein the program includes instructions that, when executed by the processor, cause the processor to perform the method described above.

[0017] In a fourth aspect, this application proposes a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the methods described above.

[0018] The beneficial effects of this application are as follows: This application overcomes the cumulative error problem of traditional indirect estimation methods by directly measuring the pressure difference across the fuel injector and inverting the flow rate, achieving high-precision direct sensing of fuel flow. Through real-time quantification of the pressure difference parameter, the fuel supply control strategy can be dynamically adjusted according to the actual health status of the injector, effectively compensating for the impact of injector performance degradation on fuel distribution. Simultaneously, this application achieves quantitative characterization and real-time monitoring of injector health status, significantly improving the ability to detect and locate early blockage faults, and enhancing the safety and reliability of engine operation. Attached Figure Description

[0019] Figure 1 This is a flowchart of the engine blockage determination method in this application.

[0020] Figure 2 This is a flowchart of the engine blockage treatment method in this application.

[0021] Figure 3 This is a schematic diagram illustrating the operation of the flow regulation command in this application.

[0022] Figure 4 This is a schematic diagram of the fuel system in this application. Detailed Implementation

[0023] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit its scope. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present application, not the entire structure.

[0024] In related technologies, the fuel system of an aero-engine is one of the core systems of an aero-engine. It is responsible for delivering fuel from the fuel tank to the combustion chamber and precisely controlling the fuel flow to meet the combustion requirements of the engine under different operating conditions. The performance of the fuel system directly affects the engine's thrust, fuel efficiency, emissions levels, and operational reliability.

[0025] Fuel flow rate is a core parameter for engine performance evaluation, and the clogging of the engine's fuel injectors affects the specific fuel flow rate. This application notes that existing technologies primarily rely on indirect measurement methods, which suffer from drawbacks such as system complexity, insufficient temperature compensation, and inability to monitor injector clogging in real time. Therefore, the first aspect of this application provides a method for determining engine clogging, the process of which is as follows: Figure 1 As shown, the engine includes fuel injectors, including: S101 acquires fuel injector data and fuel data from the engine; S102 calculates the ideal pressure drop for each fuel injector based on the fuel injector data and fuel data; S103 determines the pressure difference parameters of each fuel injector based on the ideal pressure reduction; S104 determines that the fuel injector is clogged when a differential pressure parameter exceeds a threshold.

[0026] S101 acquires fuel injector data and fuel data from the engine.

[0027] An engine typically includes multiple fuel nozzles, which are the core components of an aircraft engine that atomize fuel. One side of the fuel nozzle is connected to the fuel tank, and the other side is connected to the combustion chamber.

[0028] This application notes that fuel injector clogging in an engine is affected by both the fuel injector itself and the fuel itself. Therefore, in this step, fuel injector data related to the fuel injector and fuel data related to the fuel itself are acquired. The fuel injector data includes the pressure difference across the injector and the fuel injection system. Design flow coefficient and circulation area Fuel data includes fuel temperature. fuel density and flow commands .

[0029] The pressure difference between the front and rear ends refers to the difference between the pressure in front of a fuel injector and the pressure in the combustion chamber.

[0030] The design flow coefficient refers to the ratio of fuel flow rate to pressure difference per unit time for a fuel injector.

[0031] The flow area refers to the effective cross-sectional area of ​​fuel passing through a fuel nozzle.

[0032] Fuel temperature refers to the temperature of the fuel at the current operating moment.

[0033] Fuel density, the value of which is corrected according to fuel temperature.

[0034] Flow command refers to the total fuel flow value calculated and issued by the system.

[0035] S102 calculates the ideal pressure drop for each fuel injector based on fuel injector data and fuel data.

[0036] When all fuel injectors in the engine are operating normally, the total fuel flow rate is evenly distributed among all fuel injectors, and the flow rate of each fuel injector is... ,in, This refers to the number of fuel nozzles.

[0037] Ideal blood pressure reduction This refers to the theoretical pressure difference required for the fuel injector to achieve the target fuel flow rate when it is in good condition and operating under specified design conditions. The ideal pressure drop is calculated based on the engine's real-time operating conditions, and its calculation formula is as follows:

[0038] S103 determines the differential pressure parameters of each fuel injector based on the ideal pressure reduction.

[0039] In this step, this application proposes a differential pressure parameter suitable for determining fuel injector blockage. The calculation formula is as follows:

[0040] The differential pressure parameter proposed in this application is a dimensionless coefficient. Using an ideal differential pressure as a dynamic reference can eliminate the influence of complex operating condition changes and directly and quantitatively characterize the clogging status of the fuel injector itself. Furthermore, the differential pressure parameter can be used to track the changing trend of fuel injector clogging.

[0041] S104 determines that the fuel injector is clogged when a differential pressure parameter exceeds a threshold.

[0042] In this step, this application exemplarily proposes a differential pressure parameter determination threshold, using 1 as the differential pressure parameter determination threshold.

[0043] If the differential pressure parameter is equal to 1, it indicates that the fuel injector is operating normally and can be considered that no blockage has occurred. If the differential pressure parameter is greater than 1, it indicates that the corresponding fuel injector is blocked, and the fuel injector is determined to be blocked.

[0044] To address the issue of fuel injector clogging in engines, a second aspect of this application provides a method for handling engine clogging, the process of which is as follows: Figure 2 As shown, it includes: S201 determines that a fuel injector is blocked and calculates the actual flow rate of the blocked fuel injector. S202 executes a flow regulation command based on the actual flow rate and the differential pressure parameters of the clogged fuel injector.

[0045] S201 determines that a fuel injector is blocked and calculates the actual flow rate of the blocked fuel injector.

[0046] After determining that a fuel injector is clogged, the flow rate of the clogged fuel injector is not the ideal value of the total fuel flow rate evenly distributed among all fuel injectors. Therefore, based on the fuel injector data and fuel data involved in the engine clogging determination method provided in the first aspect of this application, the actual flow rate of the clogged fuel injector is calculated by inversion. .

[0047]

[0048] S202 executes a flow regulation command based on the actual flow rate and the differential pressure parameters of the clogged fuel injector.

[0049] Based on the actual flow rate and differential pressure parameters of the clogged fuel injector, the flow regulation command of the fuel flow redistribution logic is executed.

[0050] In this step, this application proposes a flow regulation command based on a coupled control algorithm to drive the differential pressure parameters of each fuel injector to balance, thereby achieving a substantially constant fuel flow rate and overall pressure.

[0051] refer to Figure 3 The flow control command includes calculating the dynamic average value of the differential pressure parameters of each fuel injector. Using the pressure difference parameters and dynamic average values ​​of each fuel injector Tracking error - Synchronization error with adjacent fuel injectors - Adjust the pressure differential parameters of each fuel injector. - This causes the differential pressure parameters of each fuel injector to converge to the dynamic average value of all differential pressure parameters.

[0052] This flow regulation command uses the synchronization error of the differential pressure parameters of adjacent fuel nozzles, forming a coupling relationship between each pair of adjacent fuel nozzles to achieve ring coupling control. This allows each fuel nozzle to avoid external interference, providing strong robustness and making the calculation and balancing process of differential pressure parameters more stable and reliable.

[0053] The flow regulation command targets clogged fuel injectors, reduces the resistance of the regulating valve, reduces the pressure difference before and after the clogged fuel injector, and at the same time increases the resistance of other healthy fuel injectors to maintain the stability of total pressure drop and total flow. Under the premise of constant total fuel flow, compensation makes the total heat load of the combustion chamber as uniform as possible.

[0054] The engine blockage determination method and engine blockage treatment method provided in this application can be applied to aircraft turbofan engines and helicopter turboshaft engines. Secondly, they can be applied to industrial gas turbines, marine gas turbines, etc. Finally, they can also be applied to large diesel internal combustion engines.

[0055] In the specific embodiments of this application, a specific example is a fuel system scenario, such as... Figure 4 As shown. Based on this fuel system scenario, an example illustrates the specific procedures for the engine blockage determination method and engine blockage handling method described above. Figure 4 In the diagram, dashed lines represent signal connections between components, while solid lines represent physical connections between components.

[0056] In the example fuel system, the aircraft fuel tank is connected to the main fuel line nozzle and the auxiliary fuel line nozzle. A temperature sensor, metering valve, fuel supply pressure sensor, and threshold assembly are installed on the connected main fuel line. The threshold assembly is an annular fuel manifold, including a main fuel line valve, an auxiliary fuel line valve, a selector valve, and a solenoid valve. Pressure sensors are installed on each branch of the main and auxiliary fuel line nozzles to monitor the pressure difference across each nozzle.

[0057] Fuel enters the main fuel line from the aircraft fuel tank, then flows into the annular fuel manifold, and is distributed to each branch to supply the nozzles in the combustion chamber. On each branch, a high-frequency response valve is installed upstream of a pressure sensor. This valve receives PWM signals and can precisely adjust its opening in milliseconds, changing the flow resistance and pressure drop of the branch.

[0058] When the fuel system is working, the pressure difference before and after all nozzles is read and calculated synchronously, and the fuel temperature and flow command are collected; all signals are filtered to eliminate high-frequency noise; and the fuel property table is consulted based on the fuel temperature to obtain the current fuel density.

[0059] Calculate the total Reynolds number

[0060] in, The characteristic diameter of the nozzle. This represents the number of nozzles. The Reynolds number calculated above is used to represent the flow state of fuel flow under any engine operating condition. Based on the curve correspondence, the design flow coefficient can be obtained.

[0061] Calculate the differential pressure parameter for each nozzle, and cyclically monitor the differential pressure parameter of all nozzles. If the differential pressure parameter exceeds the warning threshold for 5 consecutive cycles, set the flag. (Note); If the differential pressure parameter exceeds the alarm threshold for three consecutive cycles, the flag will be set. (warn).

[0062] Calculate the average differential pressure parameter of the collaborative reference, and calculate the average value of the differential pressure parameters of all nozzles. The goal is to make the differential pressure parameters of all nozzles tend to this average value to achieve flow balance.

[0063] A multi-nozzle clogging coefficient equalization control strategy is designed, employing a ring coupling and sliding film control method to achieve the goal of converging the clogging coefficient to the average value of all nozzle differential pressure parameters. The tracking error between each nozzle differential pressure parameter and the average differential pressure parameter, as well as the synchronization error between adjacent nozzles, are used to control the differential pressure parameters of multiple nozzles, making them approach the calculated average value. Because the synchronization error between adjacent nozzles is used, a coupling relationship is formed between each pair of adjacent nozzles, thus creating a coupling loop among all nozzles and achieving ring coupling control.

[0064] This control method ensures that all nozzles in the control system can follow the same given signal. At the same time, the advantage of the sliding mode control method is that it can adapt to system disturbances and parameter perturbations. Therefore, the above-mentioned ring coupling and sliding mode control methods can achieve near-uniform coefficients and resist external disturbances.

[0065] The pressure of each nozzle is adjusted by the valve assembly. For clogged fuel nozzles, the resistance of the regulating valve is reduced, and the pressure difference before and after the clogged fuel nozzle is reduced. At the same time, the resistance of other healthy fuel nozzles is increased to maintain the stability of the total pressure drop and total flow.

[0066] In some other fuel systems, thermal mass flow meters are installed on each branch to directly measure flow; alternatively, high-density thermocouple arrays can be installed at the turbine inlet or downstream of the combustion chamber to infer nozzle flow anomalies by monitoring exhaust temperature; or nozzle state estimation can be achieved entirely through high-precision mathematical models of sensors and algorithms such as Kalman filtering.

[0067] In some other fuel systems, fuel injectors are divided into several groups, each sharing a fuel flow metering valve. When uneven fuel flow is detected in a certain group, the valve of that group is adjusted.

[0068] In some embodiments, this application also provides an electronic device, which may be a mobile phone, computer, or tablet computer, including a memory and a processor. The memory stores a calculator program, which, when executed by the processor, implements the engine blockage determination method and engine blockage processing method in the above embodiments.

[0069] The processor is used to execute all or part of the steps of the engine blockage determination method and engine blockage processing method in the above embodiments. The memory is used to store various types of data, which may include, for example, instructions for any application or method in the electronic device, as well as application-related data.

[0070] The processor can be implemented as an Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), controller, microcontroller, microprocessor, or other electronic components, and is used to execute the steps of the engine blockage determination method and engine blockage processing method in the above embodiments.

[0071] Memory can be implemented from any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0072] In some embodiments, this application also provides a computer-readable storage medium, such as flash memory, hard disk, multimedia card, card-type memory (e.g., SD or DX memory), random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic memory, disk, optical disk, server, App application store, etc., which stores a computer program. When the computer program is executed by a processor, it can implement the above method steps. For specific implementation processes, please refer to the above embodiments. This embodiment will not be repeated here.

[0073] It should be understood that although the steps in the flowcharts of the various embodiments of this application are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in each embodiment may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0074] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

[0075] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for determining engine blockage, wherein the engine includes a fuel injector, characterized in that, include: Acquire the fuel injector data and fuel data of the engine; Based on the fuel injector data and the fuel data, calculate the ideal pressure drop for each of the fuel injectors; Based on the ideal pressure drop, determine the pressure difference parameters of each fuel injector; In response to a differential pressure parameter exceeding a threshold, it is determined that the fuel injector is clogged.

2. The method according to claim 1, characterized in that, The fuel injector data includes the pressure difference before and after the nozzle, the design flow coefficient, and the flow area; the fuel data includes the fuel density and the flow command.

3. The method according to claim 2, characterized in that, Based on the fuel injector data and the fuel data, calculate the ideal pressure drop for each fuel injector, including: The ideal flow rate for each of the fuel nozzles is determined according to the flow rate command; The ideal pressure drop of each fuel nozzle is calculated based on the ideal flow rate, the design flow coefficient, the flow area, and the fuel density.

4. The method according to claim 2, characterized in that, The fuel data also includes fuel temperature, and the fuel density is corrected based on the fuel temperature.

5. The method according to claim 2, characterized in that, Based on the ideal pressure drop, the differential pressure parameters of each fuel injector are determined, including: Based on the ideal pressure drop and the pressure difference before and after, calculate the pressure difference parameters of each fuel injector.

6. A method for treating engine blockage, characterized in that, include: After determining that a fuel injector is blocked by the method described in any one of claims 2-5, the actual flow rate of the blocked fuel injector is calculated. The flow rate adjustment command is executed based on the actual flow rate and the pressure difference parameter of the clogged fuel injector.

7. The method according to claim 6, characterized in that, Calculate the actual flow rate of the clogged fuel injector, including: Obtain the fuel nozzle data and fuel data corresponding to the blocked fuel nozzle, and calculate the actual flow rate of the blocked fuel nozzle.

8. The method according to claim 6, characterized in that, The flow regulation command includes: Calculate the dynamic average value of the differential pressure parameters for each fuel injector; The differential pressure parameters of each fuel injector are adjusted by utilizing the tracking error between the differential pressure parameters of each fuel injector and the dynamic average value, and the synchronization error between the differential pressure parameters of adjacent fuel injectors.

9. An electronic device, characterized in that, include: processor; And a memory storing a program, wherein the program includes instructions that, when executed by the processor, cause the processor to perform the method as described in any one of claims 7-8.

10. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method as described in any one of claims 7-8.

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