CN112943458A - Engine flameout detection method and device, engine system and storage medium - Google Patents
Engine flameout detection method and device, engine system and storage medium Download PDFInfo
- Publication number
- CN112943458A CN112943458A CN201911256282.0A CN201911256282A CN112943458A CN 112943458 A CN112943458 A CN 112943458A CN 201911256282 A CN201911256282 A CN 201911256282A CN 112943458 A CN112943458 A CN 112943458A
- Authority
- CN
- China
- Prior art keywords
- pressure shaft
- engine
- pressure
- acceleration rate
- low
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/26—Starting; Ignition
- F02C7/264—Ignition
Abstract
The disclosure relates to an engine stall detection method and device, an engine system and a storage medium. The method comprises the following steps: acquiring parameters such as a low-pressure shaft rotating speed signal, a high-pressure shaft rotating speed signal, a total inlet temperature of a high-pressure compressor, a total inlet temperature of an engine, an equivalent total pressure of the engine and the like; determining a low-pressure shaft conversion acceleration rate, a high-pressure shaft conversion acceleration rate, a low-pressure shaft conversion acceleration rate threshold, a high-pressure shaft conversion acceleration rate upper limit threshold and a high-pressure shaft conversion acceleration rate lower limit threshold according to the parameters; starting timing under the condition that the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and larger than the high-pressure shaft conversion acceleration rate lower limit threshold; in a timing period, if the low-pressure shaft conversion acceleration rate is smaller than a low-pressure shaft conversion acceleration rate threshold value, a first flameout detection condition is met; and under the condition that the first flameout detection condition is met, judging that the flameout fault occurs in the engine. The method and the device can accurately detect whether the engine is flameout or not on line in real time.
Description
Technical Field
The disclosure relates to the technical field of engines, and in particular relates to an engine flameout detection method and device, an engine system and a storage medium.
Background
For an aviation turbofan engine, an engine stall condition occurs during the operation of the engine, and if an engine stall fault is not detected, the fan speed and the engine thrust both drop rapidly, which can cause the control system to increase fuel in a closed-loop control mode to hopefully supplement the drop of the speed. Increased fuel unburned, resulting in large amounts of fuel unburned, and failures can result in the engine losing thrust and operating capability.
How to accurately and timely detect the flameout fault of the engine is a technical problem to be solved urgently at present.
Disclosure of Invention
The disclosure provides an engine stall detection method and device, an engine system and a storage medium.
According to an aspect of the present disclosure, there is provided an engine stall detection method including:
acquiring a low-pressure shaft rotating speed signal, a high-pressure shaft rotating speed signal, a total inlet temperature of a high-pressure compressor, a total inlet temperature of an engine and an equivalent total pressure of the engine;
determining a low-pressure shaft conversion acceleration rate, a high-pressure shaft conversion acceleration rate, a low-pressure shaft conversion acceleration rate threshold value, a high-pressure shaft conversion acceleration rate upper limit threshold value and a high-pressure shaft conversion acceleration rate lower limit threshold value according to the low-pressure shaft rotation speed signal, the high-pressure shaft rotation speed signal, the total inlet temperature of the high-pressure compressor, the total inlet temperature of the engine and the equivalent total pressure of the inlet of the engine;
starting timing under the condition that the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and larger than the high-pressure shaft conversion acceleration rate lower limit threshold;
in a timing period, if the low-pressure shaft conversion acceleration rate is smaller than a low-pressure shaft conversion acceleration rate threshold value, a first flameout detection condition is met;
and under the condition that the first flameout detection condition is met, judging that the flameout fault occurs in the engine.
In some embodiments of the present disclosure, the engine stall detection method further comprises:
acquiring the traveling speed of the transportation equipment;
determining a high-pressure shaft conversion rotating speed threshold according to the low-pressure shaft rotating speed signal, the total temperature of an engine inlet and the advancing speed of the transportation equipment;
under the condition that the converted rotating speed of the high-pressure shaft is smaller than the converted rotating speed threshold value of the high-pressure shaft, a second flameout detection condition is met;
and under the condition that at least one of the first flameout detection condition and the second flameout detection condition is met, judging that the flameout fault occurs in the engine.
In some embodiments of the present disclosure, the engine stall detection method further comprises:
obtaining static pressure of an outlet of an engine compressor;
taking the ratio of the first-order time derivative of the static pressure at the outlet of the engine compressor and the static pressure at the outlet of the engine compressor as a compressor measurement parameter;
under the condition that the measured parameter of the gas compressor is smaller than the measured parameter threshold of the gas compressor, a third flameout detection condition is met;
and under the condition that at least one of the first flameout detection condition, the second flameout detection condition and the third flameout detection condition is met, judging that the flameout fault occurs in the engine.
In some embodiments of the present disclosure, the engine stall detection method further comprises:
obtaining an engine outlet temperature;
satisfying a fourth misfire detection condition when the engine outlet temperature is less than the engine outlet temperature threshold, or a first time derivative of the engine outlet temperature is less than a first time derivative of the engine outlet temperature threshold;
and under the condition that at least one of the first flameout detection condition, the second flameout detection condition, the third flameout detection condition and the fourth flameout detection condition is met, judging that the flameout fault occurs in the engine.
In some embodiments of the present disclosure, the engine stall detection method further comprises:
judging whether the engine is in an active stop state or not;
and under the condition that the engine is not in an active stop state, executing the step of acquiring a low-pressure shaft rotating speed signal, a high-pressure shaft rotating speed signal, the total inlet temperature of the high-pressure compressor, the total inlet temperature of the engine and the equivalent total pressure of the engine.
In some embodiments of the present disclosure, determining a low-pressure shaft conversion acceleration rate, a high-pressure shaft conversion acceleration rate, a low-pressure shaft conversion acceleration rate threshold, a high-pressure shaft conversion acceleration rate upper threshold, and a high-pressure shaft conversion acceleration rate lower threshold according to the low-pressure shaft rotation speed signal, the high-pressure compressor inlet total temperature, the engine inlet total temperature, and the engine inlet equivalent total pressure includes:
determining a low-pressure shaft conversion acceleration rate according to the low-pressure shaft rotating speed signal and the engine inlet equivalent total pressure, and determining a high-pressure shaft conversion acceleration rate according to the high-pressure shaft rotating speed signal and the engine inlet equivalent total pressure;
and determining a low-pressure shaft conversion acceleration rate threshold according to the low-pressure shaft rotation speed signal and the total temperature of the inlet of the engine, and determining a high-pressure shaft conversion acceleration rate upper limit threshold and a high-pressure shaft conversion acceleration rate lower limit threshold according to the high-pressure shaft rotation speed signal and the total temperature of the inlet of the high-pressure compressor.
In some embodiments of the present disclosure, the low-pressure axle reduced acceleration rate is determined according to the functional relationship N1dotR ═ (dN 1/dt)/(P/101.325);
the high-pressure axis reduced acceleration rate is determined according to the functional relationship N2dotR ═ (dN 2/dt)/(P/101.325);
wherein N1 is a low-pressure shaft speed signal, N2 is a high-pressure shaft speed signal, P is an engine inlet equivalent total pressure, N1dotR is a low-pressure shaft conversion acceleration rate, and N2dotR is a high-pressure shaft conversion acceleration rate.
In some embodiments of the present disclosure, determining the low-pressure shaft reduced acceleration rate threshold based on the low-pressure shaft speed signal and the total engine inlet temperature includes:
determining the low-pressure shaft conversion rotating speed according to a functional relation N1R-N1/(T2/288.15) ^ 0.5;
determining a low-pressure shaft conversion acceleration rate threshold according to an interpolation function of the low-pressure shaft conversion rotating speed;
the method for determining the upper limit threshold value of the converted acceleration rate of the high-pressure shaft and the lower limit threshold value of the converted acceleration rate of the high-pressure shaft according to the rotating speed signal of the high-pressure shaft and the total temperature of the inlet of the high-pressure compressor comprises the following steps:
determining the high-pressure shaft conversion rotating speed according to a functional relation N2R-N2/(T25/288.15) ^ 0.5;
determining an upper limit threshold of a high-pressure shaft conversion acceleration rate and a lower limit threshold of the high-pressure shaft conversion acceleration rate according to an interpolation function of the high-pressure shaft conversion rotating speed;
wherein N1 is a low-pressure shaft speed signal, N2 is a high-pressure shaft speed signal, T2 is an engine inlet total temperature, T25 is a high-pressure compressor inlet total temperature, N1R is a low-pressure shaft conversion speed, N2R is a high-pressure shaft conversion speed, N1dotRthd is a low-pressure shaft conversion acceleration rate threshold value, N2dotRthdmax is a high-pressure shaft conversion acceleration rate upper limit threshold value, and N2dotRthdmin is a high-pressure shaft conversion acceleration rate lower limit threshold value.
According to another aspect of the present disclosure, there is provided an engine stall detection apparatus including:
the parameter acquisition module is used for acquiring a low-pressure shaft rotating speed signal, a high-pressure shaft rotating speed signal, the total inlet temperature of the high-pressure compressor, the total inlet temperature of the engine and the equivalent total pressure of the engine;
the data determination module is used for determining a low-pressure shaft conversion acceleration rate, a high-pressure shaft conversion acceleration rate, a low-pressure shaft conversion acceleration rate threshold value, a high-pressure shaft conversion acceleration rate upper limit threshold value and a high-pressure shaft conversion acceleration rate lower limit threshold value according to the low-pressure shaft rotation speed signal, the high-pressure compressor inlet total temperature, the engine inlet total temperature and the engine inlet equivalent total pressure;
the flameout judging module is used for starting timing under the condition that the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and is larger than the high-pressure shaft conversion acceleration rate lower limit threshold; in a timing period, if the low-pressure shaft conversion acceleration rate is smaller than a low-pressure shaft conversion acceleration rate threshold value, a first flameout detection condition is met; under the condition that a first flameout detection condition is met, judging that the flameout fault of the engine occurs;
in some embodiments of the present disclosure, the engine stall detection apparatus is configured to perform operations for implementing the engine stall detection method according to any one of the preceding claims.
According to still another aspect of the present disclosure, there is provided an engine stall detection apparatus including:
a memory; and a processor coupled to the memory, the processor configured to execute the engine stall detection method of any of the preceding claims based on instructions stored in the memory.
According to still another aspect of the present disclosure, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the engine stall detection method of the foregoing aspect.
According to yet another aspect of the present disclosure, there is provided an engine system including:
the rotating speed detection device is used for detecting a low-pressure shaft rotating speed signal and a high-pressure shaft rotating speed signal;
the temperature detection equipment is used for detecting the total inlet temperature of the high-pressure compressor and the total inlet temperature of the engine;
the pressure detection equipment is used for detecting total pressure at an inlet of the engine or ambient static pressure;
the engine flameout detection device is respectively electrically connected with the rotating speed detection equipment, the temperature detection equipment and the pressure detection equipment and is used for determining the low-pressure shaft conversion acceleration rate according to the low-pressure shaft rotating speed signal and the engine inlet equivalent total pressure and determining the high-pressure shaft conversion acceleration rate according to the high-pressure shaft rotating speed signal and the engine inlet equivalent total pressure; determining a low-pressure shaft conversion acceleration rate threshold according to the low-pressure shaft rotation speed signal and the total temperature of an inlet of an engine, and determining a high-pressure shaft conversion acceleration rate upper limit threshold and a high-pressure shaft conversion acceleration rate lower limit threshold according to the high-pressure shaft rotation speed signal and the total temperature of the inlet of the high-pressure compressor; when the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and larger than the high-pressure shaft conversion acceleration rate lower limit threshold, starting timing; and in the timing period, if the low-pressure shaft conversion acceleration rate is smaller than the low-pressure shaft conversion acceleration rate threshold value, judging that the engine flameout fault occurs.
In some embodiments of the present disclosure, the engine stall detection device is an engine stall detection device as described in any of the preceding claims.
By adopting the technical scheme, whether flameout fault occurs in the engine can be detected in real time on line, and the detection accuracy is very high, so that the operation safety of the transportation equipment is effectively improved.
Other features of the present disclosure and advantages thereof will become apparent from the following detailed description of embodiments of the present disclosure with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description, serve to explain the principles of the disclosure.
The present disclosure may be more clearly understood from the following detailed description, taken with reference to the accompanying drawings, in which:
FIG. 1 is a flow chart of an engine misfire detection method according to some embodiments of the present disclosure.
FIG. 2 is a schematic diagram of the logic for determining engine stall in accordance with certain embodiments of the present disclosure.
FIG. 3 is a graph of reduced acceleration rate as a function of time for the low and high pressure shafts after engine shutdown.
FIG. 4 is a flow chart of a method of engine misfire detection in accordance with further embodiments of the present disclosure.
FIG. 5 is a flow chart of a method of engine misfire detection in accordance with still further embodiments of the present disclosure.
FIG. 6 is a schematic diagram of the logic for determining engine stall in accordance with further embodiments of the present disclosure.
Fig. 7 is a slip relationship diagram of the high-pressure shaft converted rotation speed and the low-pressure shaft converted rotation speed in different states of the engine.
FIG. 8 is a flow chart of a method of engine misfire detection in accordance with further embodiments of the present disclosure.
FIG. 9 is a schematic diagram illustrating logic for determining engine stall in accordance with further embodiments of the present disclosure.
FIG. 10 is a graph of measured compressor parameters as a function of time after engine shutdown in accordance with certain embodiments of the present disclosure.
FIG. 11 is a flow chart of a method of engine misfire detection in accordance with still further embodiments of the present disclosure.
FIG. 12 is a schematic diagram of the logic for determining engine stall in accordance with further embodiments of the present disclosure.
FIG. 13 is a graph of engine outlet temperature as a function of time and a graph of a first time derivative of engine outlet temperature as a function of time in some embodiments of the present disclosure.
FIG. 14 is a block diagram of an engine misfire detection apparatus according to some embodiments of the present disclosure.
FIG. 15 is a block diagram of an engine misfire detection apparatus according to further embodiments of the present disclosure.
Fig. 16 is a block diagram of a computer system according to some embodiments of the present disclosure.
FIG. 17 is a schematic illustration of an engine system according to some embodiments of the present disclosure.
It should be understood that the dimensions of the various parts shown in the figures are not drawn to scale. Further, the same or similar reference numerals denote the same or similar components.
Detailed Description
Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and is in no way intended to limit the disclosure, its application, or uses. The present disclosure may be embodied in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. It should be noted that: the relative arrangement of parts and steps set forth in these embodiments should be construed as exemplary only and not as limiting unless otherwise specifically noted.
All terms (including technical or scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs unless specifically defined otherwise. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate.
One common type of engine includes a high pressure shaft and a low pressure shaft. The low-pressure shaft is a transmission shaft which is connected with a low-pressure turbine and a low-pressure compressor inside the double-shaft turbofan engine. One end of the low-pressure shaft is connected with the low-pressure turbine, and the other end of the low-pressure shaft is connected with the low-pressure compressor, namely a fan and a pressure boosting stage. Work and torque generated by the low pressure turbine are transferred to the fan and booster stage components through a low pressure shaft. High-pressure shaft: the inside of the double-shaft turbofan engine is connected with a high-pressure turbine and a transmission shaft of a high-pressure compressor. One end of the high-pressure shaft is connected with the high-pressure turbine, and the other end of the high-pressure shaft is connected with the high-pressure compressor. Work and torque generated by the high pressure turbine are transferred to the high pressure compressor components through the high pressure shaft.
The inventor finds out through research that: when the engine is turned off, both the fan speed and the engine thrust drop sharply, which also causes the control system to increase fuel in a closed loop control mode in the hope of supplementing the drop in speed, resulting in excessive increase in turbine temperature and speed, further exacerbating the consequences.
For engines such as aviation turbofan engines, where an engine stall condition occurs during engine operation, if an engine stall fault is not detected, both the fan speed and engine thrust are rapidly reduced, which may result in the control system increasing fuel in a closed loop control mode in an attempt to supplement the reduction in speed. Increased fuel unburned, resulting in large amounts of fuel unburned, and failures can result in the engine losing thrust and operating capability.
In a related art, a variety of sensors or monitoring devices may be used to detect misfire failure on an engine test stand. In transport facilities, however, only limited speed, temperature or pressure signals on board the engine can be used for misfire detection.
Thus, real-time misfire online detection of transportation devices is extremely important in dealing with engine misfire failure. If the flameout fault cannot be detected in real time, certain influence is brought to traffic safety such as flight. The real-time flameout fault detection and processing function represents the direction of the development of the engine airborne control technology, and the safety of traffic such as flight can be obviously improved.
How to rapidly and accurately judge the flameout fault of the engine is a technical problem to be solved urgently at present.
In order to solve the technical problem, embodiments of the present disclosure provide an engine stall detection method and apparatus, an engine system, and a storage medium.
In the disclosed embodiment, the engine may be a two-shaft turbofan engine for an aircraft, or may be a gas turbine having a high-pressure shaft and a low-pressure shaft structure for ground transportation equipment (such as a vehicle) or surface transportation equipment (such as a ship).
FIG. 1 is a flow chart of an engine misfire detection method according to some embodiments of the present disclosure. As shown in fig. 1, the engine stall detection method according to some embodiments of the present disclosure includes the following steps S101 to S105.
In step S101, a low-pressure shaft speed signal N1, a high-pressure shaft speed signal N2, a total high-pressure compressor inlet temperature T25, a total engine inlet temperature T2, and an equivalent total engine inlet pressure P are obtained.
These parameter data may be detected in real time by the associated sensor detection device and thus acquired in real time as the method steps are performed. The low-pressure shaft rotating speed signal N1 can be obtained by interpolation after the detection device acquires the low-pressure shaft rotating speed in real time, and the high-pressure shaft rotating speed signal N2 can be obtained by interpolation after the detection device acquires the high-pressure shaft rotating speed in real time. The detection device for detecting the low-pressure shaft rotating speed signal N1 is arranged on the low-pressure compressor, and the detection device for detecting the high-pressure shaft rotating speed signal N2 is arranged on the high-pressure compressor. In this step, the travel speed of the transport device may also be acquired in real time, for example, the flight mach number Ma of the aircraft may be acquired.
In the engine stall detection method, the engine inlet equivalent total pressure P may be an engine inlet total pressure P2, or may be an ambient static pressure P0 (i.e., an ambient pressure at a standard atmospheric pressure) as the engine inlet equivalent total pressure P, or may be a pressure value calculated according to the ambient static pressure P0 and a traveling speed of a transportation device (e.g., a flight mach number Ma of an aircraft).
Returning to fig. 1, in step S102, a low-pressure shaft speed signal N1, a high-pressure shaft speed signal N2, a high-pressure compressor inlet total temperature T25, an engine inlet total temperature T2, and an engine inlet equivalent total pressure P are determined, and a low-pressure shaft reduced acceleration rate N1dotR, a high-pressure shaft reduced acceleration rate N2dotR, a low-pressure shaft reduced acceleration rate threshold N1dotRthd, and a high-pressure shaft reduced acceleration rate upper limit threshold N2dotRthd are determined.
In some embodiments, step S102 may include: step S1021 — step S1022, wherein:
in step S1021, a low spool reduced acceleration rate N1dotR is determined based on the low spool speed signal N1 and the engine inlet equivalent total pressure P, and a high spool reduced acceleration rate N2dotR is determined based on the high spool speed signal N2 and the engine inlet equivalent total pressure P.
In some embodiments, low-pressure axle reduced acceleration rate N1dotR may be determined according to the functional relationship N1dotR ═ (dN1/dt)/(P/101.325), and high-pressure axle reduced acceleration rate N2dotR may be determined according to the functional relationship N2dotR ═ (dN 2/dt)/(P/101.325). Where dN1/dt represents the first time derivative of the low spool speed signal N1 and dN2/dt represents the first time derivative of the high spool speed signal N2. 101.325 is standard atmospheric pressure.
In step S1022, a low-pressure shaft reduced acceleration rate threshold N1dotRthd is determined based on the low-pressure shaft speed signal N1 and the total engine inlet temperature T2, and a high-pressure shaft reduced acceleration rate upper threshold N2dotRthdmax and a high-pressure shaft reduced acceleration rate lower threshold N2dotRthdmin are determined based on the high-pressure shaft speed signal N2 and the total high-pressure compressor inlet temperature T25.
In some embodiments, determining the low spool reduced acceleration rate threshold N1dotRthd may include:
determining a low-pressure shaft conversion rotating speed N1R according to a functional relation N1R ═ N1/(T2/288.15) ^0.5, wherein 288.15 is a standard temperature;
a low spool reduced acceleration rate threshold N1dotRthd is determined based on an interpolation function of the low spool reduced speed N1R.
In some embodiments, determining a high spool reduced acceleration upper threshold value N2dotRthdmax and a high spool reduced acceleration lower threshold value N2dotRthdmin may include:
determining a high-pressure shaft conversion rotating speed N2R according to a functional relation N2R-N2/(T25/288.15) ^ 0.5;
and determining a high-pressure shaft reduced acceleration upper limit threshold value N2dotRthdmax and a high-pressure shaft reduced acceleration lower limit threshold value N2dotRthdmin according to an interpolation function of the high-pressure shaft reduced rotation speed N2R.
Returning to fig. 1, in step S103, when high spool reduced acceleration rate N2dotR is smaller than high spool reduced acceleration rate upper threshold value N2dotRthdmax and larger than high spool reduced acceleration rate lower threshold value N2dotRthdmin, the timer is started. For example, the timer period Tk may be set to any value of more than 0 second and 2 seconds or less, for example, the timer period Tk may be set to 1.5 seconds.
In step S104, it is determined that the first misfire detection condition is satisfied (i.e., L1 is 1) if the low spool reduced acceleration rate N1dotR is less than the low spool reduced acceleration rate threshold N1dotRthd during the timer period Tk (i.e., t1 ≦ t1+ Tk, t1 being the initial timer time).
In step S105, it is determined that a misfire failure has occurred in the engine when the first misfire detection condition is satisfied.
The logic principle of the above steps for judging the engine stall is shown in fig. 2. As shown in fig. 2, the engine stall detection method of the present disclosure may further include: if the low-spool reduced acceleration rate N1dotR is equal to or greater than the low-spool reduced acceleration rate upper limit threshold value N1dotR, it is determined that the first misfire detection condition is not satisfied (i.e., L1 is equal to 0).
As shown in fig. 2, the engine stall detection method of the present disclosure may further include: if the low-spool reduced acceleration rate N1dotR is equal to or greater than the low-spool reduced acceleration rate upper limit threshold value N1dotR, it is determined that the first misfire detection condition is not satisfied (i.e., L1 is equal to 0).
The engine stall detection method of the present disclosure may further include: if the high-spool reduced acceleration rate N2dotR is equal to or greater than the high-spool reduced acceleration rate upper threshold value N2dotRthdmax, or if the high-spool reduced acceleration rate N2dotR is equal to or less than the high-spool reduced acceleration rate lower threshold value N2dotRthdmin, it is determined that the first misfire detection condition is not satisfied (i.e., L1 is equal to 0).
The low and high spool reduced acceleration rates N1dotR and N2dotR as a function of time after engine shutdown are shown in FIG. 3. As can be seen from fig. 3, as time increases after engine shutdown, both the low-spool reduced acceleration rate N1dotR and the high-spool reduced acceleration rate N2dotR exhibit a tendency to decrease and then increase from zero until they again approach zero. Different from the steady state, the stop, the high-pressure shaft breakage, the surge and other states of the engine, after the engine is flamed out, the high-pressure shaft conversion acceleration rate N2dotR can be rapidly and sharply reduced and then is slowly increased, and the reduction of the low-pressure shaft conversion acceleration rate N1dotR is relatively delayed compared with the reduction of the high-pressure shaft conversion acceleration rate N2 dotR. As shown in fig. 3, after the engine is turned off, when the high spool reduced acceleration rate N2dotR is smaller than the high spool reduced acceleration rate upper threshold value N2dotRthdmax and larger than the high spool reduced acceleration rate lower threshold value N2dotRthdmin (i.e., time t 1), the low spool reduced acceleration rate N1dotR is generally reduced to be smaller than the low spool reduced acceleration rate threshold value N1dotRthd within the timer period Tk (i.e., from time t1 to time t1+ Tk).
Therefore, by adopting the engine flameout detection method disclosed by the embodiment of the disclosure, whether the engine is flameout or not can be detected on line in real time, and the detection accuracy is very high, so that the operation safety of the transportation equipment is effectively improved.
FIG. 4 is a flow chart of a method of engine misfire detection in accordance with further embodiments of the present disclosure. In some embodiments of the present disclosure, the engine stall detection method may include the following steps S200 to S207.
In step S200, the characteristic criterion adopted by the present disclosure assumes that the engine is in a non-stop state, and at this time, when the engine is not in an active stop state, it determines that the initial condition characteristic L0 is 1; when the engine is in an active parking mode such as EEC controlled parking, fire switch parking, and rack parking, the initial condition characteristic L0 is determined to be 0.
In step S201, the present disclosure does not increase the on-board measurement point of the engine, but utilizes the rotation speed, temperature or pressure signal of the related art to extract the first derivative of the rotation speed of the high-pressure shaft and the rotation speed of the low-pressure shaft from the rotation speed signal, so as to obtain an acceleration rate signal that changes rapidly, and further determine whether the current data meets the first misfire detection condition (L1). Wherein, when the first misfire detection condition is satisfied, L1 is 1; when the first misfire detection condition is not satisfied, L1 is 0.
In some embodiments of the present disclosure, step S201 may include the engine stall detection method related to determining the first stall detection condition in any of the above-mentioned embodiments of the present disclosure (e.g., any of fig. 1-3).
In step S202, in order to provide a detection rate and reduce a false alarm rate and a missing detection rate, the present disclosure further uses a temperature signal and a rotation speed signal to synthesize a converted rotation speed value, and compares a slip between a high-voltage converted rotation speed and a low-voltage converted rotation speed, thereby determining whether the current data meets a second flameout detection condition (L2) so as to distinguish flameout and broken shaft faults. Wherein, when the second misfire detection condition is satisfied, L2 is 1; when the second misfire detection condition is not satisfied, L2 is 0.
In step S203, it is determined whether the current data satisfies a third misfire detection condition (L3) in combination with a first time derivative PS3dot comparison of the engine compressor outlet static pressure, so as to distinguish surge and misfire faults. Wherein, when the third misfire detection condition is satisfied, L3 is 1; when the third misfire detection condition is not satisfied, L3 is 0.
In step S204, the first time derivative EGTdot of the engine outlet temperature is compared in combination with the engine outlet temperature EGT, and it is determined whether the current data satisfies a fourth misfire detection condition (L4) as one of the misfire temperature characteristic criteria. Wherein, when the fourth misfire detection condition is satisfied, L4 is 1; when the fourth misfire detection condition is not satisfied, L4 is 0.
In step S205, the possibility of flameout fault occurrence is determined by logic judgment according to the satisfaction of the current data to the first flameout detection condition, the second flameout detection condition, the third flameout detection condition and the fourth flameout detection condition.
In some embodiments of the present disclosure, step S205 may include: judging whether L0 (L1+ L2+ L3+ L4) is greater than or equal to N, wherein N is a natural number which is greater than or equal to 1 and less than or equal to 4.
It should be noted that the occurrence of an engine stall fault can be determined when at least one of the first stall detection condition, the second stall detection condition, the third stall detection condition, and the fourth stall detection condition is satisfied or is satisfied at the same time.
In some preferred embodiments of the present disclosure, N is equal to 4. That is, when the first misfire detection condition, the second misfire detection condition, the third misfire detection condition, and the fourth misfire detection condition need to be satisfied simultaneously, the accuracy of misfire fault detection is highest.
In step S206, when L0 ≧ N (L1+ L2+ L3+ L4), it is determined that a misfire failure has occurred.
In step S207, when L0 × (L1+ L2+ L3+ L4) < N, it is determined that the misfire failure has not occurred.
According to the embodiment of the disclosure, after flameout, the engine is in a non-stop state, namely the fuel switch is turned on, and meanwhile, the acceleration rate peak value relation of the high-pressure rotor and the low-pressure rotor is different from the steady state and the deceleration, and the high-pressure rotor and the low-pressure rotor are different from each other in the rotating speed change and the broken shaft condition, so that the flameout detection method is obtained.
According to the embodiment of the disclosure, the real-time detection of the flameout fault is realized through the sensor (such as an airborne sensor) on the transportation equipment in the related art, and the working safety and the transportation safety of the engine are improved.
Because this openly above-mentioned embodiment has set up a plurality of quantitative parameters of judging flameout trouble, can save in transportation such as flight to carry out the fault research according to the quantitative parameter after transportation.
The flameout quantization parameter of the embodiment of the disclosure can also be applied to the whole machine bench test of engines such as aero-engines and the like, and is used for judging and monitoring the occurrence of flameout faults, so that the safety level of the test is improved, and the difficulty of test data mining is reduced.
A method for implementing engine stall detection by determining the second stall detection condition, the third stall detection condition and the fourth stall detection condition in steps S202-S204 in the embodiment of fig. 4 respectively is described below by using a specific embodiment.
FIG. 5 is a flow chart of a method of engine misfire detection in accordance with still further embodiments of the present disclosure. In some embodiments of the present disclosure, the engine stall detection method of the present disclosure (e.g., step S202 of the embodiment of fig. 4) may include the following steps S301 to S304.
In step S301, the travel speed of the transport apparatus, for example, the flight mach number Ma of the aircraft, is acquired.
In step S302, a high-pressure shaft conversion rotating speed N2R is determined according to the high-pressure shaft rotating speed signal N2 and the total inlet temperature T25 of the high-pressure compressor. The method of determining the high-pressure shaft reduced rotation speed N2R may be as described with reference to the previous embodiments.
In step S303, a high-pressure shaft-reduced speed threshold N2Rthd is determined based on the low-pressure shaft speed signal N1, the total engine inlet temperature T2, and the travel speed of the transport device (e.g., the aircraft Mach number Ma). In some embodiments, this step comprises:
determining a low-pressure shaft conversion rotating speed N1R according to a functional relation N1R ═ N1/(T2/288.15) ^ 0.5;
and determining the high-pressure shaft conversion rotating speed threshold value N2Rthd according to an interpolation function of the low-pressure shaft conversion rotating speed N1R and the traveling speed of the transport equipment (such as the flight Mach number Ma of the aviation aircraft).
In step S304, when the high-pressure shaft converted rotation speed N2R is less than the high-pressure shaft converted rotation speed threshold value N2Rthd, it is determined that the second misfire detection condition is satisfied (i.e., L2 is 1).
The logic principle of the above steps for judging the engine stall is shown in fig. 6. As shown in fig. 6, the engine stall detection method of the present disclosure may further include: if the high-pressure shaft reduced rotation speed N2R is not less than the high-pressure shaft reduced rotation speed threshold value N2Rthd, it is determined that the second misfire detection condition is not satisfied (i.e., L2 is 0).
The slip relationship between the converted rotating speed of the high-pressure shaft and the converted rotating speed of the low-pressure shaft of the engine in different states is shown in fig. 7, wherein a line a is a slip relationship curve between the converted rotating speed of the high-pressure shaft and the converted rotating speed of the low-pressure shaft after the high-pressure shaft is broken; line b is a slip relation curve of the high-pressure shaft conversion rotating speed and the low-pressure shaft conversion rotating speed when the high-pressure shaft conversion rotating speed N2R is lower than the high-pressure shaft conversion rotating speed threshold value N2Rthd and the engine is in a flameout and parking process state; the line c is a slip relation curve of the high-pressure shaft converted rotating speed and the low-pressure shaft converted rotating speed of the engine in an emergency deceleration state; the line d is a slip relationship curve of the high pressure shaft converted rotation speed and the low pressure shaft converted rotation speed at the engine steady state.
As can be seen from fig. 7, after the engine is turned off, the slip relationship between the high-pressure shaft converted rotation speed and the low-pressure shaft converted rotation speed is clearly distinguished from the slip relationship curve of the engine at steady state, high-pressure shaft breakage and emergency deceleration. When the high-pressure shaft reduced rotation speed N2R is less than the high-pressure shaft reduced rotation speed threshold value N2Rthd, it can be determined that an engine stall fault has occurred.
FIG. 8 is a flow chart of a method of engine misfire detection in accordance with further embodiments of the present disclosure. In some embodiments of the present disclosure, the engine stall detection method of the present disclosure (e.g., step S203 of the embodiment of fig. 4) may include the following steps S401 to S403.
In step S401, engine compressor outlet static pressure PS3 is obtained.
In step S402, the ratio of the first time derivative PS3dot of the engine compressor outlet static pressure and the engine compressor outlet static pressure PS3 is used as the compressor measurement parameter B.
In step S403, in the case where the compressor measured parameter B is smaller than the compressor measured parameter threshold Bthd, the third misfire detection condition is satisfied (i.e., L3 is 1).
The logic principle of the above steps for judging the engine stall is shown in fig. 9. As shown in fig. 9, the engine stall detection method of the present disclosure may further include: if the compressor measured parameter B is not less than the compressor measured parameter threshold Bthd, it is determined that the third misfire detection condition is not satisfied (i.e., L3 is 0).
FIG. 10 is a graph of measured compressor parameters as a function of time after engine shutdown in accordance with certain embodiments of the present disclosure. As can be seen from fig. 10, as time increases after the engine is shut down, the measured compressor parameter threshold Bthd shows a tendency to decrease rapidly and then decrease slowly until it approaches a constant value. The method is different from the surge state of the engine, and after the engine surges, the measured parameter threshold value Bthd of the gas compressor is rapidly and sharply reduced and then vibrates up and down at a constant value. The above-described embodiments of the present disclosure can distinguish between misfire and broken shaft faults.
FIG. 11 is a flow chart of a method of engine misfire detection in accordance with still further embodiments of the present disclosure. In some embodiments of the present disclosure, the engine stall detection method of the present disclosure (e.g., step S204 of the embodiment of fig. 4) may include the following steps S501-S502.
In step S501, the engine outlet temperature EGT is acquired.
In step S502, the fourth misfire detection condition is satisfied (i.e., L4 ═ 1) when the engine outlet temperature EGT is less than the engine outlet temperature threshold value EGTthd, or the first time derivative of the engine outlet temperature EGTdot is less than the first time derivative of the engine outlet temperature threshold value EGTdotthd.
The logic principle of the above steps for judging the engine stall is shown in fig. 12. As shown in fig. 12, the engine stall detection method of the present disclosure may further include: if the engine outlet temperature EGT is not less than the engine outlet temperature threshold EGTthd and the first time derivative of the engine outlet temperature EGTdot is not less than the first time derivative of the engine outlet temperature threshold EGTdotthd, then it is determined that the fourth misfire detection condition is not satisfied (i.e., L4 is 0).
FIG. 13 is a graph of engine outlet temperature as a function of time and a graph of a first time derivative of engine outlet temperature as a function of time in some embodiments of the present disclosure. As can be seen from the left graph in fig. 13, as time increases after the engine is turned off, the engine outlet temperature threshold EGTthd shows a tendency to decrease rapidly, then decrease slowly until it approaches a constant value, and then increase slowly. As can be seen from the right hand graph in fig. 13, the first time derivative EGTdot of the engine outlet temperature shows a tendency to decrease slowly to a constant value and then increase slowly as time increases after engine shutdown.
According to the embodiment of the disclosure, the real-time detection of the flameout fault of the air route is realized through the existing airborne sensor, and the working safety and the flight safety of the engine are improved.
Because the above embodiment of the present disclosure sets up a plurality of quantitative parameters for determining flameout faults, the quantitative parameters can be stored in the flight process, and fault research can be performed according to the quantitative parameters after the flight is finished.
In some embodiments of the present disclosure, the engine stall detection method of the present disclosure may further include: and sending the acquired parameters and/or the determined parameters to the storage device. In this way, the technician can further analyze the data after the operation of the transportation device is finished, for example, after the flight of the aircraft is finished, so as to further explore the cause of the fault. In addition, the parameter data can also be used in the whole machine bench test of the transport equipment engine, and is used for assisting in detecting the occurrence of engine flameout faults, thereby being beneficial to improving the safety of the test and reducing the difficulty of the experiment data mining.
The engine stall detection method disclosed by the embodiment of the disclosure can be used for engine stall detection of a double-shaft turbofan engine of an aviation airplane, and can also be used for engine stall detection of gas turbines of vehicles or ships and the like.
As shown in fig. 14, some embodiments of the present disclosure also provide an engine stall detection apparatus, including:
and the parameter acquisition module 31 is used for acquiring a low-pressure shaft rotating speed signal, a high-pressure shaft rotating speed signal, a total inlet temperature of the high-pressure compressor, a total inlet temperature of the engine and an equivalent total pressure of the engine.
And the data determining module 32 is used for determining a low-pressure shaft conversion acceleration rate, a high-pressure shaft conversion acceleration rate, a low-pressure shaft conversion acceleration rate threshold value, a high-pressure shaft conversion acceleration rate upper limit threshold value and a high-pressure shaft conversion acceleration rate lower limit threshold value according to the low-pressure shaft rotation speed signal, the high-pressure compressor inlet total temperature, the engine inlet total temperature and the engine inlet equivalent total pressure.
The flameout judging module 33 is used for starting timing under the condition that the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and is larger than the high-pressure shaft conversion acceleration rate lower limit threshold; in a timing period, if the low-pressure shaft conversion acceleration rate is smaller than a low-pressure shaft conversion acceleration rate threshold value, a first flameout detection condition is met; and under the condition that the first flameout detection condition is met, judging that the flameout fault occurs in the engine.
In some embodiments of the present disclosure, the engine stall detection apparatus may be used to perform operations for implementing the engine stall detection method according to any one of the preceding claims.
In a similar way, the engine stall detection device of the embodiment of the disclosure, by adopting the engine stall detection method of the embodiment of the disclosure, can detect whether the engine stalls on line in real time, and has high detection accuracy, thereby effectively improving the operation safety of the transportation equipment. .
As shown in fig. 15, some embodiments of the present disclosure also provide an engine stall detection apparatus, including: a memory 41 and a processor 42 coupled to the memory 41, the processor 42 being configured to execute the engine stall detection method according to any of the preceding embodiments based on instructions stored in the memory 41.
It should be understood that the various steps of the foregoing engine misfire detection method may be implemented by a processor and may be implemented by any one of software, hardware, firmware, or a combination thereof.
In addition to the engine misfire detection methods, apparatus described above, embodiments of the present disclosure may also take the form of a computer program product embodied on one or more non-volatile storage media containing computer program instructions. Accordingly, some embodiments of the present disclosure further provide a computer readable storage medium, on which a computer program is stored, which when executed by a processor implements the engine stall detection method according to any of the preceding claims.
As shown in fig. 16, some embodiments of the present disclosure also provide a computer system. The computer system may be embodied in the form of a general purpose computing device, which may be used to implement the engine stall detection method of the above embodiments. The computer system includes a memory 51, a processor 52 and a bus 50 that connects the various system components.
The memory 51 may include, for example, a system memory, a non-volatile storage medium, and the like. The system memory stores, for example, an operating system, an application program, a Boot Loader (Boot Loader), and other programs. The system memory may include volatile storage media such as Random Access Memory (RAM) and/or cache memory. The non-volatile storage medium stores, for example, instructions to perform corresponding embodiments of the display method. Non-volatile storage media include, but are not limited to, magnetic disk storage, optical storage, flash memory, and the like.
The processor 52 is configured to execute the engine stall detection method according to any of the preceding embodiments, based on instructions stored in the memory 51.
The processor 52 may be implemented as discrete hardware components, such as a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gates or transistors, or the like. Accordingly, each of the modules, such as the judging module and the determining module, may be implemented by a Central Processing Unit (CPU) executing instructions in a memory for performing the corresponding step, or may be implemented by a dedicated circuit for performing the corresponding step.
Bus 50 may employ any of a variety of bus architectures. For example, bus structures include, but are not limited to, Industry Standard Architecture (ISA) bus, Micro Channel Architecture (MCA) bus, and Peripheral Component Interconnect (PCI) bus.
The computer system may also include an input-output interface 53, a network interface 54, a storage interface 55, and the like. The input/output interface 53, the network interface 54, the storage interface 55, and the memory 51 and the processor 52 may be connected by a bus 50. The input/output interface 53 may provide a connection interface for an input/output device such as a display, a mouse, and a keyboard. The network interface 54 provides a connection interface for various networking devices. The storage interface 55 provides a connection interface for external storage devices such as a floppy disk, a usb disk, and an SD card.
As shown in fig. 17, some embodiments of the present disclosure also provide an engine system, including:
a rotational speed detection device 61 for detecting a low-pressure shaft rotational speed signal and a high-pressure shaft rotational speed signal;
the temperature detection device 62 is used for detecting the total inlet temperature of the high-pressure compressor and the total inlet temperature of the engine;
a pressure detection device 63 for detecting the total engine inlet pressure or the ambient static pressure;
the engine flameout detection device 65 is electrically connected with the rotating speed detection device, the temperature detection device and the pressure detection device respectively and is used for determining the low-pressure shaft conversion acceleration rate according to the low-pressure shaft rotating speed signal and the engine inlet equivalent total pressure and determining the high-pressure shaft conversion acceleration rate according to the high-pressure shaft rotating speed signal and the engine inlet equivalent total pressure; determining a low-pressure shaft conversion acceleration rate threshold according to the low-pressure shaft rotation speed signal and the total temperature of an inlet of an engine, and determining a high-pressure shaft conversion acceleration rate upper limit threshold and a high-pressure shaft conversion acceleration rate lower limit threshold according to the high-pressure shaft rotation speed signal and the total temperature of the inlet of the high-pressure compressor; when the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and larger than the high-pressure shaft conversion acceleration rate lower limit threshold, starting timing; and in the timing period, if the low-pressure shaft conversion acceleration rate is smaller than the low-pressure shaft conversion acceleration rate threshold value, judging that the engine flameout fault occurs.
In some embodiments of the present disclosure, the engine stall detecting device 65 is an engine stall detecting device as claimed in claim 9 or 10.
In some embodiments, as shown in fig. 17, the engine system may further include: a traveling speed detection device 64 for detecting a traveling speed of the transportation device; the engine flameout detection device is also electrically connected with the advancing speed detection equipment and is used for determining the converted rotating speed of the high-pressure shaft according to the rotating speed signal of the high-pressure shaft and the total temperature of the inlet of the high-pressure compressor; determining a high-pressure shaft conversion rotating speed threshold according to the low-pressure shaft rotating speed signal, the total temperature of an engine inlet and the advancing speed of the transportation equipment; and when the converted rotating speed of the high-pressure shaft is smaller than the threshold value of the converted rotating speed of the high-pressure shaft, judging that the engine flameout fault occurs.
Wherein the engine system comprises a two-shaft turbofan engine system or a two-shaft gas turbine system.
In some embodiments of the present disclosure, the rotation speed detecting device 61, the temperature detecting device 62, the pressure detecting device 63, and the travel speed detecting device 64 may be implemented as sensors existing on the transportation device.
For example: for an aircraft engine, the rotation speed detecting device 61, the temperature detecting device 62, the pressure detecting device 63, and the travel speed detecting device 64 may be implemented as on-board sensors.
The engine system disclosed by the embodiment can detect whether the engine is flameout or not in real time on line when in work, and the detection accuracy is very high, so that the operation safety of the transportation equipment is effectively improved.
It is worth mentioning that, compared with the engine system of the related art, the engine system of the embodiment of the present disclosure may not add any on-board detection device, that is, the engine system may fully utilize the existing on-board detection device that has been verified through safety and reliability to achieve the above-mentioned beneficial effects. For transportation equipment such as aviation airplanes and the like, no new airborne detection equipment is added, which means further guarantee for safety. Therefore, by adopting the engine system disclosed by the embodiment of the disclosure, the working safety of the engine can be effectively improved, and the flight safety of the aviation aircraft is improved.
Thus, various embodiments of the present disclosure have been described in detail. Some details that are well known in the art have not been described in order to avoid obscuring the concepts of the present disclosure. It will be fully apparent to those skilled in the art from the foregoing description how to practice the presently disclosed embodiments.
Although some specific embodiments of the present disclosure have been described in detail by way of example, it should be understood by those skilled in the art that the foregoing examples are for purposes of illustration only and are not intended to limit the scope of the present disclosure. It will be understood by those skilled in the art that various changes may be made in the above embodiments or equivalents may be substituted for elements thereof without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.
Claims (12)
1. An engine stall detection method comprising:
acquiring a low-pressure shaft rotating speed signal, a high-pressure shaft rotating speed signal, a total inlet temperature of a high-pressure compressor, a total inlet temperature of an engine and an equivalent total pressure of the engine;
determining a low-pressure shaft conversion acceleration rate, a high-pressure shaft conversion acceleration rate, a low-pressure shaft conversion acceleration rate threshold value, a high-pressure shaft conversion acceleration rate upper limit threshold value and a high-pressure shaft conversion acceleration rate lower limit threshold value according to the low-pressure shaft rotation speed signal, the high-pressure shaft rotation speed signal, the total inlet temperature of the high-pressure compressor, the total inlet temperature of the engine and the equivalent total pressure of the inlet of the engine;
starting timing under the condition that the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and larger than the high-pressure shaft conversion acceleration rate lower limit threshold;
in a timing period, if the low-pressure shaft conversion acceleration rate is smaller than a low-pressure shaft conversion acceleration rate threshold value, a first flameout detection condition is met;
and under the condition that the first flameout detection condition is met, judging that the flameout fault occurs in the engine.
2. The engine stall detection method as defined in claim 1, further comprising:
acquiring the traveling speed of the transportation equipment;
determining a high-pressure shaft conversion rotating speed threshold according to the low-pressure shaft rotating speed signal, the total temperature of an engine inlet and the advancing speed of the transportation equipment;
under the condition that the converted rotating speed of the high-pressure shaft is smaller than the converted rotating speed threshold value of the high-pressure shaft, a second flameout detection condition is met;
and under the condition that at least one of the first flameout detection condition and the second flameout detection condition is met, judging that the flameout fault occurs in the engine.
3. The engine stall detection method as defined in claim 2, further comprising:
obtaining static pressure of an outlet of an engine compressor;
taking the ratio of the first-order time derivative of the static pressure at the outlet of the engine compressor and the static pressure at the outlet of the engine compressor as a compressor measurement parameter;
under the condition that the measured parameter of the gas compressor is smaller than the measured parameter threshold of the gas compressor, a third flameout detection condition is met;
and under the condition that at least one of the first flameout detection condition, the second flameout detection condition and the third flameout detection condition is met, judging that the flameout fault occurs in the engine.
4. The engine stall detection method as defined in claim 3, further comprising:
obtaining an engine outlet temperature;
satisfying a fourth misfire detection condition when the engine outlet temperature is less than the engine outlet temperature threshold, or a first time derivative of the engine outlet temperature is less than a first time derivative of the engine outlet temperature threshold;
and under the condition that at least one of the first flameout detection condition, the second flameout detection condition, the third flameout detection condition and the fourth flameout detection condition is met, judging that the flameout fault occurs in the engine.
5. The engine stall detection method according to any one of claims 1 to 4, further comprising:
judging whether the engine is in an active stop state or not;
and under the condition that the engine is not in an active stop state, executing the step of acquiring a low-pressure shaft rotating speed signal, a high-pressure shaft rotating speed signal, the total inlet temperature of the high-pressure compressor, the total inlet temperature of the engine and the equivalent total pressure of the engine.
6. The engine stall detection method according to any one of claims 1 to 4, wherein determining the low-pressure axis reduced acceleration rate, the high-pressure axis reduced acceleration rate, the low-pressure axis reduced acceleration rate threshold value, the high-pressure axis reduced acceleration rate upper threshold value and the high-pressure axis reduced acceleration rate lower threshold value according to the low-pressure axis rotation speed signal, the high-pressure compressor inlet total temperature, the engine inlet total temperature and the engine inlet equivalent total pressure comprises:
determining a low-pressure shaft conversion acceleration rate according to the low-pressure shaft rotating speed signal and the engine inlet equivalent total pressure, and determining a high-pressure shaft conversion acceleration rate according to the high-pressure shaft rotating speed signal and the engine inlet equivalent total pressure;
and determining a low-pressure shaft conversion acceleration rate threshold according to the low-pressure shaft rotation speed signal and the total temperature of the inlet of the engine, and determining a high-pressure shaft conversion acceleration rate upper limit threshold and a high-pressure shaft conversion acceleration rate lower limit threshold according to the high-pressure shaft rotation speed signal and the total temperature of the inlet of the high-pressure compressor.
7. The engine stall detection method according to claim 6, wherein:
the low-pressure axis reduced acceleration rate is determined according to the functional relationship N1dotR ═ dN 1/dt)/(P/101.325);
the high-pressure axis reduced acceleration rate is determined according to the functional relationship N2dotR ═ (dN 2/dt)/(P/101.325);
wherein N1 is a low-pressure shaft speed signal, N2 is a high-pressure shaft speed signal, P is an engine inlet equivalent total pressure, N1dotR is a low-pressure shaft conversion acceleration rate, and N2dotR is a high-pressure shaft conversion acceleration rate.
8. The engine stall detection method according to claim 6, wherein:
the determining of the low-pressure shaft conversion acceleration rate threshold value according to the low-pressure shaft rotating speed signal and the total temperature of the inlet of the engine comprises the following steps:
determining the low-pressure shaft conversion rotating speed according to a functional relation N1R-N1/(T2/288.15) ^ 0.5;
determining a low-pressure shaft conversion acceleration rate threshold according to an interpolation function of the low-pressure shaft conversion rotating speed;
the method for determining the upper limit threshold value of the converted acceleration rate of the high-pressure shaft and the lower limit threshold value of the converted acceleration rate of the high-pressure shaft according to the rotating speed signal of the high-pressure shaft and the total temperature of the inlet of the high-pressure compressor comprises the following steps:
determining the high-pressure shaft conversion rotating speed according to a functional relation N2R-N2/(T25/288.15) ^ 0.5;
determining an upper limit threshold of a high-pressure shaft conversion acceleration rate and a lower limit threshold of the high-pressure shaft conversion acceleration rate according to an interpolation function of the high-pressure shaft conversion rotating speed;
wherein N1 is a low-pressure shaft rotating speed signal, N2 is a high-pressure shaft rotating speed signal, T2 is the total temperature of an engine inlet, T25 is the total temperature of a high-pressure compressor inlet, N1R is the low-pressure shaft converted rotating speed, and N2R is the high-pressure shaft converted rotating speed.
9. An engine stall detection apparatus comprising:
the parameter acquisition module is used for acquiring a low-pressure shaft rotating speed signal, a high-pressure shaft rotating speed signal, the total inlet temperature of the high-pressure compressor, the total inlet temperature of the engine and the equivalent total pressure of the engine;
the data determination module is used for determining a low-pressure shaft conversion acceleration rate, a high-pressure shaft conversion acceleration rate, a low-pressure shaft conversion acceleration rate threshold value, a high-pressure shaft conversion acceleration rate upper limit threshold value and a high-pressure shaft conversion acceleration rate lower limit threshold value according to the low-pressure shaft rotation speed signal, the high-pressure compressor inlet total temperature, the engine inlet total temperature and the engine inlet equivalent total pressure;
the flameout judging module is used for starting timing under the condition that the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and is larger than the high-pressure shaft conversion acceleration rate lower limit threshold; in a timing period, if the low-pressure shaft conversion acceleration rate is smaller than a low-pressure shaft conversion acceleration rate threshold value, a first flameout detection condition is met; under the condition that a first flameout detection condition is met, judging that the flameout fault of the engine occurs;
wherein the engine stall detection apparatus is configured to perform an operation to implement the engine stall detection method according to any one of claims 1 to 8.
10. An engine stall detection apparatus comprising:
a memory; and
a processor coupled to the memory, the processor configured to execute the engine stall detection method of any of claims 1-8 based on instructions stored in the memory.
11. An engine system, comprising:
the rotating speed detection device is used for detecting a low-pressure shaft rotating speed signal and a high-pressure shaft rotating speed signal;
the temperature detection equipment is used for detecting the total inlet temperature of the high-pressure compressor and the total inlet temperature of the engine;
the pressure detection equipment is used for detecting total pressure at an inlet of the engine or ambient static pressure;
the engine flameout detection device is respectively electrically connected with the rotating speed detection equipment, the temperature detection equipment and the pressure detection equipment and is used for determining the low-pressure shaft conversion acceleration rate according to the low-pressure shaft rotating speed signal and the engine inlet equivalent total pressure and determining the high-pressure shaft conversion acceleration rate according to the high-pressure shaft rotating speed signal and the engine inlet equivalent total pressure; determining a low-pressure shaft conversion acceleration rate threshold according to the low-pressure shaft rotation speed signal and the total temperature of an inlet of an engine, and determining a high-pressure shaft conversion acceleration rate upper limit threshold and a high-pressure shaft conversion acceleration rate lower limit threshold according to the high-pressure shaft rotation speed signal and the total temperature of the inlet of the high-pressure compressor; when the high-pressure shaft conversion acceleration rate is smaller than the high-pressure shaft conversion acceleration rate upper limit threshold and larger than the high-pressure shaft conversion acceleration rate lower limit threshold, starting timing; in a timing period, if the low-pressure shaft conversion acceleration rate is smaller than a low-pressure shaft conversion acceleration rate threshold value, judging that an engine flameout fault occurs;
wherein the engine stall detection apparatus is the engine stall detection apparatus as claimed in claim 9 or 10.
12. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out an engine stall detection method according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911256282.0A CN112943458B (en) | 2019-12-10 | 2019-12-10 | Engine flameout detection method and device, engine system and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911256282.0A CN112943458B (en) | 2019-12-10 | 2019-12-10 | Engine flameout detection method and device, engine system and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112943458A true CN112943458A (en) | 2021-06-11 |
| CN112943458B CN112943458B (en) | 2022-05-24 |
Family
ID=76225680
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911256282.0A Active CN112943458B (en) | 2019-12-10 | 2019-12-10 | Engine flameout detection method and device, engine system and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112943458B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114893301A (en) * | 2022-04-14 | 2022-08-12 | 北京动力机械研究所 | Small turbofan engine parameter fault judgment method and redundancy control method |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3517509A (en) * | 1968-08-26 | 1970-06-30 | North American Rockwell | Integrated aircraft propulsion control system |
| CN102953835A (en) * | 2012-11-09 | 2013-03-06 | 沈阳黎明航空发动机(集团)有限责任公司 | Control device and control method for stable running of gas turbine |
| CN104791107A (en) * | 2015-03-16 | 2015-07-22 | 北京华清燃气轮机与煤气化联合循环工程技术有限公司 | Gas turbine combustion control device and method |
| JP2016205371A (en) * | 2015-04-17 | 2016-12-08 | 本田技研工業株式会社 | Ignition detection device of gas turbine engine for aircraft |
| CN106321252A (en) * | 2015-06-19 | 2017-01-11 | 中航商用航空发动机有限责任公司 | Fuel control method and system for starting process of aero-engine |
| CN106414956A (en) * | 2014-05-27 | 2017-02-15 | 赛峰航空器发动机 | Method and device for control of a thrust of a turbojet engine |
| CN109611217A (en) * | 2018-11-07 | 2019-04-12 | 大连理工大学 | A kind of design method of aero-engine transition state control law optimization |
| CN110221537A (en) * | 2019-07-01 | 2019-09-10 | 南京航空航天大学 | Control method, device and aero-engine limitation protection control method, device |
-
2019
- 2019-12-10 CN CN201911256282.0A patent/CN112943458B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3517509A (en) * | 1968-08-26 | 1970-06-30 | North American Rockwell | Integrated aircraft propulsion control system |
| CN102953835A (en) * | 2012-11-09 | 2013-03-06 | 沈阳黎明航空发动机(集团)有限责任公司 | Control device and control method for stable running of gas turbine |
| CN106414956A (en) * | 2014-05-27 | 2017-02-15 | 赛峰航空器发动机 | Method and device for control of a thrust of a turbojet engine |
| CN104791107A (en) * | 2015-03-16 | 2015-07-22 | 北京华清燃气轮机与煤气化联合循环工程技术有限公司 | Gas turbine combustion control device and method |
| JP2016205371A (en) * | 2015-04-17 | 2016-12-08 | 本田技研工業株式会社 | Ignition detection device of gas turbine engine for aircraft |
| CN106321252A (en) * | 2015-06-19 | 2017-01-11 | 中航商用航空发动机有限责任公司 | Fuel control method and system for starting process of aero-engine |
| CN109611217A (en) * | 2018-11-07 | 2019-04-12 | 大连理工大学 | A kind of design method of aero-engine transition state control law optimization |
| CN110221537A (en) * | 2019-07-01 | 2019-09-10 | 南京航空航天大学 | Control method, device and aero-engine limitation protection control method, device |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114893301A (en) * | 2022-04-14 | 2022-08-12 | 北京动力机械研究所 | Small turbofan engine parameter fault judgment method and redundancy control method |
| CN114893301B (en) * | 2022-04-14 | 2023-09-08 | 北京动力机械研究所 | Parameter control temperature parameter judging method and redundancy control method for small turbofan engine |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112943458B (en) | 2022-05-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10962448B2 (en) | Method for monitoring the engines of an aircraft | |
| US10254199B2 (en) | Method for monitoring the engines of an aircraft | |
| CN110735669B (en) | Method and device for judging rotating stall of aviation gas turbine engine | |
| US10487752B2 (en) | Overthrust protection system and method | |
| US8869603B2 (en) | Debris detection in turbomachinery and gas turbine engines | |
| US9790807B2 (en) | Turbomachine comprising a monitoring system comprising a module for engaging a protection function of the turbomachine and monitoring method | |
| US9207148B2 (en) | Combustor flameout detection logic | |
| CN111038714B (en) | Over-rotation detection device and method for auxiliary power device | |
| CN112943458B (en) | Engine flameout detection method and device, engine system and storage medium | |
| US10551818B2 (en) | Fault detection methods and systems | |
| CN112282941A (en) | Shaft shear detection in gas turbine engines | |
| CN110736625B (en) | Method for identifying flameout of main combustion chamber of dual-rotor gas turbine engine | |
| EP2906796B1 (en) | Engine monitor for a multi-engine system | |
| US11035246B2 (en) | Method and system for detecting fan blade structural failure | |
| US8781709B2 (en) | Monitoring of a filter of the fuel-supply system of an aircraft engine | |
| JP6205319B2 (en) | Method and apparatus for monitoring turbine efficiency of an aircraft auxiliary power unit | |
| CN113008567B (en) | Method and device for detecting breakage of high-pressure shaft of engine and engine system | |
| GB2551054A (en) | Method for monitoring the operation of a turbomachine | |
| CN114608833B (en) | Turbofan engine low-pressure shaft fracture detection method and system and turbofan engine | |
| RU2305788C2 (en) | Method of emergency protection of gas-turbine engine at failures and troubles | |
| RU2306446C1 (en) | Method of control of aircraft power plant | |
| US10054002B2 (en) | Method for assisting with the detection of damage to a turbojet duct | |
| US20230322401A1 (en) | Aircraft auxiliary power unit (apu) controllers and related methods | |
| EP4332708A1 (en) | Engine control system and method with artificial intelligence sensor training | |
| US20240043137A1 (en) | Aircraft engine anomaly detection based on odor, sound, and/or image |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |