阅读说明：本技术 发动机及其熄火保护方法和装置、控制系统和存储介质 (Engine, flameout protection method and device thereof, control system and storage medium ) 是由 阙建锋 吴明峰 王玉东 于 2020-06-05 设计创作，主要内容包括：本公开涉及一种发动机及其熄火保护方法和装置、控制系统和存储介质。该发动机熄火保护方法包括：判断发动机是否发生熄火故障；在发动机发生熄火故障的情况下,通过调整控制规律实现发动机再点火；判断发动机再点火是否成功；在发动机再点火成功的情况下,控制发动机到达油门杆对应转速。本公开通过熄火故障的处理措施,实现了熄火故障的航线实时保护,提高了发动机工作安全性和飞行安全性。(The disclosure relates to an engine, a flameout protection method and device thereof, a control system and a storage medium. The engine stall protection method comprises the following steps: judging whether the engine has flameout fault or not; when the engine is in flameout fault, the reignition of the engine is realized by adjusting the control rule; judging whether the engine reignition is successful or not; and under the condition that the engine is successfully reignited, controlling the engine to reach the rotating speed corresponding to the throttle lever. The method realizes real-time protection of the fire-out fault air route through the handling measures of the fire-out fault, and improves the working safety and flight safety of the engine.)

1. An engine stall protection method, comprising:

judging whether the engine has flameout fault or not;

when the engine is in flameout fault, the reignition of the engine is realized by adjusting the control rule;

judging whether the engine reignition is successful or not;

and under the condition that the engine is successfully reignited, controlling the engine to reach the rotating speed corresponding to the throttle lever.

2. The engine stall protection method of claim 1, further comprising:

introducing flameout faults by adopting fuel oil step;

and under the condition that the engine has flameout fault, the fuel oil step is quitted, and the step of re-igniting the engine by adjusting the control rule is executed.

3. The engine stall protection method of claim 1 or 2, wherein the determining whether the engine has a stall fault comprises:

and detecting whether the engine has flameout fault by using the high-pressure shaft rotating speed signal.

4. The engine stall protection method of claim 3, wherein the detecting whether the engine has a stall fault using the engine high pressure shaft speed comprises:

acquiring the rotating speed of a high-pressure shaft, the total inlet pressure of a high-pressure compressor and the total inlet pressure of an engine;

determining a high-pressure shaft conversion acceleration rate and a high-pressure shaft conversion rotating speed according to the high-pressure shaft rotating speed, the total inlet pressure of the high-pressure compressor and the total inlet pressure of the engine;

under the conditions that the rotating speed of the high-pressure shaft is lower than the lower limit of the rotating speed of the high-pressure shaft and exceeds the change threshold of the rotating speed of the high-pressure shaft, and the converted acceleration rate of the high-pressure shaft is smaller than a first threshold of the converted acceleration rate of the high-pressure shaft, 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.

5. The engine stall protection method of claim 4, wherein the using the engine high pressure shaft speed to detect whether the engine has a stall fault further comprises:

obtaining static pressure of an outlet of an engine compressor;

under the condition that the converted rotating speed of the high-pressure shaft is lower than the converted rotating speed of the slow vehicle high-pressure shaft and exceeds the converted rotating speed change threshold of the high-pressure shaft, and the static pressure at the outlet of the engine gas compressor is lower than the static pressure at the outlet of the slow vehicle engine gas compressor and exceeds the static pressure change threshold of the outlet, meeting a second flameout detection condition;

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.

6. The engine stall protection method of claim 5, wherein the using the engine high pressure shaft speed to detect whether the engine has a stall fault further comprises:

satisfying a third flameout detection condition under the condition that the high-pressure shaft conversion acceleration rate is smaller than a second threshold of the high-pressure shaft conversion acceleration rate;

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.

7. The engine stall protection method of claim 1 or 2, wherein the achieving engine reignition by adjusting a control law comprises:

controlling two paths of igniters to ignite simultaneously;

oil supply is carried out according to a fire oil supply rule;

air is discharged according to an ignition and air discharge rule;

and closing the adjustable stator blade according to the ignition adjustable stator blade rule.

8. The engine misfire protection method as recited in claim 7 wherein the adjusting the control law to achieve engine reignition further comprises:

and determining the oil supply amount, the air discharge amount and the adjustment amount of the adjustable stator blade according to the converted rotating speed of the high-pressure shaft.

9. The engine stall protection method of claim 1 or 2, wherein the determining whether engine reignition was successful comprises:

and judging that the engine is successfully re-ignited under the condition that the temperature rising value of the turbine outlet is greater than the preset temperature rising value after the engine is flamed out for the preset time, or the high-pressure shaft conversion acceleration rate is higher than the corresponding high-pressure shaft conversion acceleration rate ignition threshold value.

10. The engine stall protection method of claim 1 or 2, wherein the controlling the engine to reach the throttle lever corresponding speed comprises:

and under the condition that the conversion rotating speed of the high-pressure shaft is greater than or equal to the high-pressure conversion rotating speed of the slow vehicle, oil is supplied according to an acceleration oil supply rule, air is discharged according to an acceleration rule, and the adjustable stator blade is adjusted according to the acceleration rule, so that the conversion rotating speed of the high-pressure shaft reaches the rotating speed of the throttle lever.

11. The engine stall protection method of claim 10, wherein controlling the engine to reach the throttle lever corresponding speed further comprises:

judging whether the engine is in a ground state or not under the condition that the converted rotating speed of the high-pressure shaft is smaller than the converted rotating speed of the high-pressure shaft of the slow vehicle;

controlling the engine to stop under the condition that the engine is in a ground state and the rotating speed of the high-pressure shaft is less than a first ground rotating speed threshold value;

and under the conditions that the engine is in a ground state and the rotating speed of the high-pressure shaft is greater than or equal to a first ground rotating speed threshold and less than a second ground rotating speed threshold, oil is supplied according to a ground starting control rule, air is released according to the ground starting control rule, and the adjustable stator blade is adjusted according to the ground starting control rule.

12. The engine stall protection method of claim 11, wherein controlling the engine to reach the throttle lever corresponding speed further comprises:

under the condition that the engine is in an air state and the rotating speed of the high-pressure shaft is less than a first air rotating speed threshold value, supplying oil according to an air auxiliary starting control rule, deflating according to the air auxiliary starting control rule, and adjusting the adjustable stator blade according to the air auxiliary starting control rule;

and under the conditions that the engine is in an air state and the rotating speed of the high-pressure shaft is greater than or equal to a first air rotating speed threshold value and less than a second air rotating speed threshold value, supplying oil according to a windmill starting control rule, discharging gas according to the windmill starting control rule, and adjusting the adjustable stator blade according to the windmill starting control rule.

13. An engine stall protection device, comprising:

the flameout fault detection module is used for judging whether the flameout fault occurs to the engine;

and the re-ignition module is used for realizing re-ignition of the engine by adjusting the control rule under the condition that the engine has flameout fault.

14. Engine stall protection device according to claim 13, characterized in that it is adapted to perform the operations for implementing the engine stall protection method according to any one of claims 1-12.

15. An engine stall protection device, comprising:

a memory to store instructions;

a processor configured to execute the instructions to cause the engine misfire protection apparatus to perform operations that implement the engine misfire protection method as recited in any one of claims 1 to 12.

16. An engine control system, characterized by comprising an engine stall protection device as defined in any one of claims 13 to 15.

17. An engine characterised by comprising an engine stall protection arrangement as claimed in any one of claims 13 to 15 or an engine control system as claimed in claim 16.

18. A computer readable storage medium storing computer instructions which, when executed by a processor, implement the engine misfire protection method as recited in any one of claims 1-12.

Technical Field

The disclosure relates to the field of engines, and in particular to an engine, a flameout protection method and device thereof, a control system and a storage medium.

Background

For an aviation turbofan engine, if the engine is flamed out during the operation of the engine, if no protective measures are taken in time after the flameout fault of the engine is detected, the rotating speed of a fan and the thrust of the engine are both sharply reduced, so that the fuel oil is increased by a control system in a closed-loop control mode to expect the reduction of the rotating speed. Increased fuel unburned, resulting in large amounts of fuel unburned, and failures can result in the engine losing thrust and operating capability.

On an engine test stand, a wide variety of sensors or monitoring devices may be employed to detect misfire faults. However, in flight on the aeronautical route, only limited rotation speed, temperature or pressure signals on board the engine can be used for flameout detection.

Disclosure of Invention

In view of at least one of the above technical problems, the present disclosure provides an engine, a misfire protection method and apparatus thereof, a control system, and a storage medium, which implement lane real-time protection of misfire failure through a measure of handling the misfire failure.

According to one aspect of the present disclosure, there is provided an engine stall protection method comprising:

judging whether the engine has flameout fault or not;

when the engine is in flameout fault, the reignition of the engine is realized by adjusting the control rule;

judging whether the engine reignition is successful or not;

and under the condition that the engine is successfully reignited, controlling the engine to reach the rotating speed corresponding to the throttle lever.

In some embodiments of the present disclosure, the engine stall protection method further comprises:

introducing flameout faults by adopting fuel oil step;

and under the condition that the engine has flameout fault, the fuel oil step is quitted, and the step of re-igniting the engine by adjusting the control rule is executed.

In some embodiments of the present disclosure, the determining whether the engine stall fault occurs includes:

and detecting whether the engine has flameout fault by using the high-pressure shaft rotating speed signal.

In some embodiments of the present disclosure, the detecting whether the engine stall fault occurs by using the rotation speed of the high-pressure shaft of the engine comprises:

acquiring the rotating speed of a high-pressure shaft, the total inlet pressure of a high-pressure compressor and the total inlet pressure of an engine;

determining a high-pressure shaft conversion acceleration rate and a high-pressure shaft conversion rotating speed according to the high-pressure shaft rotating speed, the total inlet pressure of the high-pressure compressor and the total inlet pressure of the engine;

under the conditions that the rotating speed of the high-pressure shaft is lower than the lower limit of the rotating speed of the high-pressure shaft and exceeds the change threshold of the rotating speed of the high-pressure shaft, and the converted acceleration rate of the high-pressure shaft is smaller than a first threshold of the converted acceleration rate of the high-pressure shaft, 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 detecting whether the engine stall fault occurs by using the rotation speed of the high-pressure shaft of the engine further comprises:

obtaining static pressure of an outlet of an engine compressor;

under the condition that the converted rotating speed of the high-pressure shaft is lower than the converted rotating speed of the slow vehicle high-pressure shaft and exceeds the converted rotating speed change threshold of the high-pressure shaft, and the static pressure at the outlet of the engine gas compressor is lower than the static pressure at the outlet of the slow vehicle engine gas compressor and exceeds the static pressure change threshold of the outlet, meeting a second flameout detection condition;

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 detecting whether the engine stall fault occurs by using the rotation speed of the high-pressure shaft of the engine further comprises:

satisfying a third flameout detection condition under the condition that the high-pressure shaft conversion acceleration rate is smaller than a second threshold of the high-pressure shaft conversion acceleration rate;

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 disclosure, said adjusting the control law to achieve engine reignition comprises:

controlling two paths of igniters to ignite simultaneously;

oil supply is carried out according to a fire oil supply rule;

air is discharged according to an ignition and air discharge rule;

and closing the adjustable stator blade according to the ignition adjustable stator blade rule.

In some embodiments of the present disclosure, said adjusting the control law to achieve engine reignition further comprises: and determining the oil supply amount, the air discharge amount and the adjustment amount of the adjustable stator blade according to the converted rotating speed of the high-pressure shaft.

In some embodiments of the disclosure, the determining whether engine reignition was successful comprises:

and judging that the engine is successfully re-ignited under the condition that the temperature rising value of the turbine outlet is greater than the preset temperature rising value after the engine is flamed out for the preset time, or the high-pressure shaft conversion acceleration rate is higher than the corresponding high-pressure shaft conversion acceleration rate ignition threshold value.

In some embodiments of the disclosure, the controlling the engine to reach the throttle lever corresponding speed comprises:

and under the condition that the conversion rotating speed of the high-pressure shaft is greater than or equal to the high-pressure conversion rotating speed of the slow vehicle, oil is supplied according to an acceleration oil supply rule, air is discharged according to an acceleration rule, and the adjustable stator blade is adjusted according to the acceleration rule, so that the conversion rotating speed of the high-pressure shaft reaches the rotating speed of the throttle lever.

In some embodiments of the disclosure, the controlling the engine to reach the throttle lever corresponding speed further comprises:

judging whether the engine is in a ground state or not under the condition that the converted rotating speed of the high-pressure shaft is smaller than the converted rotating speed of the high-pressure shaft of the slow vehicle;

controlling the engine to stop under the condition that the engine is in a ground state and the rotating speed of the high-pressure shaft is less than a first ground rotating speed threshold value;

and under the conditions that the engine is in a ground state and the rotating speed of the high-pressure shaft is greater than or equal to a first ground rotating speed threshold and less than a second ground rotating speed threshold, oil is supplied according to a ground starting control rule, air is released according to the ground starting control rule, and the adjustable stator blade is adjusted according to the ground starting control rule.

In some embodiments of the disclosure, the controlling the engine to reach the throttle lever corresponding speed further comprises:

under the condition that the engine is in an air state and the rotating speed of the high-pressure shaft is less than a first air rotating speed threshold value, supplying oil according to an air auxiliary starting control rule, deflating according to the air auxiliary starting control rule, and adjusting the adjustable stator blade according to the air auxiliary starting control rule;

and under the conditions that the engine is in an air state and the rotating speed of the high-pressure shaft is greater than or equal to a first air rotating speed threshold value and less than a second air rotating speed threshold value, supplying oil according to a windmill starting control rule, discharging gas according to the windmill starting control rule, and adjusting the adjustable stator blade according to the windmill starting control rule.

According to another aspect of the present disclosure, there is provided an engine stall protection device comprising:

the flameout fault detection module is used for judging whether the flameout fault occurs to the engine;

and the re-ignition module is used for realizing re-ignition of the engine by adjusting the control rule under the condition that the engine has flameout fault.

In some embodiments of the present disclosure, the engine stall protection device is used for executing operations for implementing the engine stall protection method according to any one of the embodiments.

According to another aspect of the present disclosure, there is provided an engine stall protection device comprising:

a memory to store instructions;

a processor configured to execute the instructions to cause the engine stall protection device to perform operations to implement the engine stall protection method according to any one of the above embodiments.

According to another aspect of the present disclosure, an engine control system is provided, which includes the engine stall protection device according to any one of the embodiments.

According to another aspect of the present disclosure, an engine is provided, which includes the engine stall protection device according to any one of the above embodiments, or includes the engine control system according to any one of the above embodiments.

According to another aspect of the present disclosure, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, which when executed by a processor, implement the engine stall protection method according to any one of the above embodiments.

The method realizes real-time protection of the fire-out fault air route through the handling measures of the fire-out fault, and improves the working safety and flight safety of the engine.

Drawings

In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a schematic diagram of some embodiments of the disclosed engine misfire protection method.

FIG. 2 is a schematic illustration of further embodiments of the engine misfire protection method of the present disclosure.

FIG. 3 is a schematic diagram of a misfire fault detection method in some embodiments of the present disclosure.

FIG. 4 is a schematic illustration of an engine reignition method in some embodiments of the present disclosure.

FIG. 5 is a graphical illustration of controlling engine speed to throttle lever response in some embodiments of the present disclosure.

FIG. 6 is a schematic view of some embodiments of the disclosed engine misfire protection apparatus.

FIG. 7 is a schematic view of additional embodiments of the engine misfire protection apparatus of the present disclosure.

Detailed Description

The technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the drawings in the embodiments of the present disclosure, and it is obvious that the described embodiments are only a part of the embodiments of the present disclosure, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments disclosed herein without making any creative effort, shall fall within the protection scope of the present disclosure.

The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present disclosure unless specifically stated otherwise.

Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description.

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.

In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

The inventor finds out through research that: when the flight path is flying, the engine is parked and flameout in the air particularly through a rain area and a hail area. Flameout protection handling measures are extremely important in the event of engine flameout failure. If the flameout fault cannot be processed and thrust recovery is realized, certain influence is brought to flight safety. The flameout protection method and the flameout protection system can represent the direction of the development of the airborne control technology of the engine, and can obviously improve the flight safety.

Accordingly, the present disclosure provides an engine, a flameout protection method and device thereof, a control system and a storage medium.

FIG. 1 is a schematic diagram of some embodiments of the disclosed engine misfire protection method. Preferably, the present embodiment may be implemented by the engine stall protection apparatus of the present disclosure. The method comprises the following steps 11-14, wherein:

and 11, judging whether the engine has flameout fault or not.

In some embodiments of the present disclosure, the engine may be a turbine engine, such as an aircraft turbine engine.

In other embodiments of the present disclosure, the engine may be a surface gas turbine or a marine gas turbine.

In some embodiments of the present disclosure, flameout refers to an engine combustion chamber flame being extinguished in an out-of-park condition when the engine is still fueled.

In some embodiments of the present disclosure, step 11 may comprise: and detecting whether the engine has flameout fault by using the high-pressure shaft rotating speed signal.

In some embodiments of the present disclosure, the step of detecting whether the engine has a misfire fault using the rotation speed of the high-pressure shaft of the engine may include: acquiring the rotating speed of a high-pressure shaft, the total inlet pressure of a high-pressure compressor and the total inlet pressure of an engine; determining a high-pressure shaft conversion acceleration rate and a high-pressure shaft conversion rotating speed according to the high-pressure shaft rotating speed, the total inlet pressure of the high-pressure compressor and the total inlet pressure of the engine; under the conditions that the rotating speed of the high-pressure shaft is lower than the lower limit of the rotating speed of the high-pressure shaft and exceeds the change threshold of the rotating speed of the high-pressure shaft, and the converted acceleration rate of the high-pressure shaft is smaller than a first threshold of the converted acceleration rate of the high-pressure shaft, 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 step of detecting whether the engine has a misfire fault using the rotation speed of the high-pressure shaft of the engine may further include: obtaining static pressure of an outlet of an engine compressor; under the condition that the converted rotating speed of the high-pressure shaft is lower than the converted rotating speed of the slow vehicle high-pressure shaft and exceeds the converted rotating speed change threshold of the high-pressure shaft, and the static pressure at the outlet of the engine gas compressor is lower than the static pressure at the outlet of the slow vehicle engine gas compressor and exceeds the static pressure change threshold of the outlet, meeting a second flameout detection condition; 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 step of detecting whether the engine has a misfire fault using the rotation speed of the high-pressure shaft of the engine may further include: satisfying a third flameout detection condition under the condition that the high-pressure shaft conversion acceleration rate is smaller than a second threshold of the high-pressure shaft conversion acceleration rate; 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.

And step 12, when the engine is in flameout fault, the reignition of the engine is realized by adjusting the control rule.

In some embodiments of the present disclosure, the step of implementing engine reignition by adjusting the control law in step 12 may include: controlling two paths of igniters to ignite simultaneously; oil supply is carried out according to a fire oil supply rule; air is discharged according to an ignition and air discharge rule; and closing the adjustable stator blade according to the ignition adjustable stator blade rule.

In some embodiments of the present disclosure, the step of supplying oil according to a fire oil supply rule, discharging gas according to an ignition gas discharge rule, and closing the adjustable stator vane according to an ignition adjustable stator vane rule includes: and determining the oil supply amount, the air discharge amount and the adjustment amount of the adjustable stator blade according to the converted rotating speed of the high-pressure shaft.

And step 13, judging whether the engine reignition is successful or not.

In some embodiments of the present disclosure, step 13 may comprise: in the event that the turbine outlet temperature rise Δ T is greater than the predetermined temperature rise Δ T44_ ightd after the engine is shutdown for the predetermined time T _ ightd, or the high spool reduced acceleration rate N2dotR is greater than the corresponding high spool reduced acceleration rate firing threshold N2dotR _ ightd, it is determined that the engine is successfully reignited.

And step 14, controlling the engine to reach the rotating speed corresponding to the throttle lever under the condition that the engine is successfully reignited.

In some embodiments of the present disclosure, step 14 may comprise: and when the engine judges that the ignition is successful, the engine exits flameout or abnormal state logic, and when the N2R is not less than the slow vehicle rotating speed, the engine is controlled to reach the state corresponding to the position of the throttle lever in a steady closed loop or acceleration and deceleration manner.

Based on the engine flameout protection method provided by the above embodiment of the disclosure, the flameout fault can be detected by using the rotating speed of the high-pressure shaft of the engine. The method for realizing reignition after flameout in the embodiment of the disclosure comprises variable geometric area control and ignition oil supply regulation adjustment.

According to the embodiment of the disclosure, by taking flameout fault treatment measures, real-time protection of a fire-out fault course is realized, and the working safety and flight safety of the engine are improved.

The flameout protection method disclosed by the embodiment of the disclosure can also be applied to a complete machine bench test of an aircraft engine, and is beneficial to reducing the damage of high-rotating-speed flameout of the engine to the engine.

The above-described embodiments of the present disclosure may be used with other types of aircraft turbine engines; and the flame-out protection device can also be used for flame-out protection of a ground gas turbine and a marine gas turbine, and is beneficial to improving the operation safety of the gas turbine.

FIG. 2 is a schematic illustration of further embodiments of the engine misfire protection method of the present disclosure. Preferably, the present embodiment may be implemented by the engine stall protection apparatus of the present disclosure. Steps 21-24 of the embodiment of fig. 2 are the same as or similar to steps 11-14, respectively, of the embodiment of fig. 1. The method of the embodiment of fig. 2 may comprise the following steps 21-26, wherein:

and step 21, judging whether the engine has flameout fault or not.

And step 22, when the engine is in flameout fault, the engine is reignited by adjusting the control rule.

And step 23, judging whether the engine reignition is successful or not.

In some embodiments of the present disclosure, step 23 may comprise: in the event that the turbine outlet temperature rise Δ T is greater than the predetermined temperature rise Δ T44_ ightd after the engine is shutdown for the predetermined time T _ ightd, or the high spool reduced acceleration rate N2dotR is greater than the corresponding high spool reduced acceleration rate firing threshold N2dotR _ ightd, it is determined that the engine is successfully reignited.

And 24, controlling the engine to reach the rotating speed corresponding to the throttle lever under the condition that the engine is successfully reignited.

In some embodiments of the present disclosure, step 24 may comprise: and when the engine judges that the ignition is successful, the engine exits flameout or abnormal state logic, and when the N2R is not less than the slow vehicle rotating speed, the engine is controlled to reach the state corresponding to the position of the throttle lever in a steady closed loop or acceleration and deceleration manner.

And 25, introducing flameout faults by adopting fuel oil step.

And 26, under the condition that the engine is in flameout fault, the fuel oil step is quitted, and the step 22 of realizing the engine reignition by adjusting the control law is executed.

According to the flameout protection verification method disclosed by the embodiment of the disclosure, flameout faults are introduced by adopting the fuel oil step, and after flameout is judged, the fuel oil step is quitted, and flameout protection is executed.

FIG. 3 is a schematic diagram of a misfire fault detection method in some embodiments of the present disclosure. As shown in fig. 3, the misfire failure detection method (e.g., step 21 of the fig. 2 embodiment or step 11 of the fig. 1 embodiment) may include steps 211-216, wherein:

and step 211, acquiring a high-pressure shaft rotating speed signal N2, a high-pressure compressor inlet total temperature T25, an engine inlet total temperature T2, an engine inlet total pressure P2, an engine compressor outlet static pressure PS3 and an engine outlet temperature EGT which are measured on line by the turbofan engine.

In some embodiments of the present disclosure, the low pressure shaft refers to a drive shaft inside the two-shaft turbofan engine that connects the low pressure turbine and the low pressure compressor. 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.

In some embodiments of the present disclosure, the high-pressure shaft refers to a drive shaft inside the two-shaft turbofan engine that connects the high-pressure turbine and the 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.

And 212, determining a high-pressure shaft conversion acceleration rate N2dotR and a high-pressure shaft conversion rotation speed N2R according to the high-pressure shaft rotation speed N2, the total inlet temperature T25 of the high-pressure compressor and the total inlet pressure P2 of the engine.

In some embodiments of the present disclosure, step 212 may include steps 2121-2123, wherein:

at step 2121, the first time derivative N2dot of N2 is calculated, where N2dot ═ dN 2/dt.

And step 2122, calculating a conversion acceleration rate N2dotR according to the formula (1).

N2dotR＝N2dot/(P2/101.325) (1)

And step 2123, calculating the high-pressure conversion rotating speed N2R according to the formula (2).

N2R＝N2/(T25/288.15)^0.5 (2)

In step 213, in the case where the high-pressure shaft rotation speed N2 is lower than the high-pressure shaft rotation speed lower limit (N2 minimum limit value N2 — min) and exceeds the high-pressure shaft rotation speed change threshold N2_ minthd (percentage is relative to N2 minimum limit value), and the high-pressure shaft reduced acceleration rate N2dotR is smaller than the high-pressure shaft reduced acceleration rate first threshold N2dotR _ thd1, that is, in the case where equation (3) is satisfied, the first misfire detection condition is satisfied.

N2-N2_ minthd < -N2_ minthd, and N2dotR < ═ N2dotR _ thd1 (3)

Step 214, when the high-pressure shaft reduced rotating speed N2R is lower than the slow vehicle high-pressure shaft reduced rotating speed N2R_IDLEExceeds the high-pressure shaft reduced speed change threshold N2R _ minthd (percentage is relative to the slow speed N2R)_IDLE) And the static pressure PS3 at the outlet of the engine compressor is lower than the static pressure PS3 at the outlet of the slow-speed engine compressor_IDLEIn the case where the outlet static pressure variation threshold PS3_ thd is exceeded, that is, in the case where equation (4) is satisfied, the second misfire detection condition is satisfied.

N2R-N2R_IDLE<-N2R _ minthd, and PS3-PS3_IDLE<＝-PS3_thd(4)

In step 215, a third misfire detection condition is satisfied in the case where the high-spool reduced acceleration rate N2dotR is less than the corresponding high-spool reduced acceleration rate second threshold value N2dotR _ thd2, i.e., in the case where equation (5) is satisfied.

N2dotR<＝N2dotR_thd2 (5)

And step 216, in the non-stop process and the non-starting process, 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.

The above embodiments of the present disclosure check the stall state, and detect the stall fault by using the rotation speed of the high-pressure shaft of the engine.

FIG. 4 is a schematic illustration of an engine reignition method in some embodiments of the present disclosure. As shown in fig. 4, the engine reignition method (e.g., step 22-step 24 of the fig. 2 embodiment or step 11-step 14 of the fig. 1 embodiment) may include steps 401-404. Preferably, steps 401-404 are performed simultaneously, wherein:

and step 401, controlling two paths of igniters to ignite simultaneously.

Step 402, the oil supply rule is according to the ignition oil supply rule, and the form is as follows: wfr ═ Wfr (N2R).

And step 403, simultaneously reducing the air flow at the inlet of the combustion chamber through air discharge, and improving the ignition air-fuel ratio, wherein the air discharge rule is executed according to the ignition air discharge rule in the form of: TBV ═ TBV (N2R).

Step 404, simultaneously reducing the inlet air flow of the combustion chamber and improving the ignition oil-gas ratio by closing the adjustable stator vanes, wherein the rule of the adjustable stator vanes is executed according to the rule of the ignition adjustable stator vanes, and the form is as follows: VSV ═ VSV (N2R).

In some embodiments of the present disclosure, in steps 402-404, the oil supply amount, the air release amount, and the adjustment amount of the adjustable stator blade may be determined according to the converted rotation speed of the high-pressure shaft.

Step 405, determines whether the turbine outlet temperature rise Δ T is greater than a predetermined temperature rise Δ T44_ ightd after the engine is shutdown for a predetermined time T _ ightd, or whether the high spool reduced acceleration rate N2dotR is greater than a corresponding high spool reduced acceleration rate firing threshold N2dotR _ ightd.

And step 406, under the condition that the delta T is greater than the preset temperature increasing value delta T44_ ightd or the high-pressure shaft conversion acceleration rate N2dotR is greater than the corresponding high-pressure shaft conversion acceleration rate ignition threshold value N2dotR _ ightd, judging that the engine is successfully reignited, and controlling the engine to reach the corresponding rotating speed of the throttle lever.

The method for realizing reignition after flameout comprises variable geometric area control and ignition oil supply regulation.

FIG. 5 is a graphical illustration of controlling engine speed to throttle lever response in some embodiments of the present disclosure. As shown in fig. 5, the method for controlling the engine to reach the throttle lever corresponding speed (e.g., the step of controlling the engine to reach the throttle lever corresponding speed in step 24 of the embodiment of fig. 2) may include steps 501-512, wherein:

step 501, judging whether the high pressure shaft conversion rotating speed N2R is less than the slow vehicle high pressure conversion rotating speed N2R_IDLE. When the conversion speed of the high-pressure shaft is less than the high-pressure conversion speed of the slow vehicle (N2R)<N2R_IDLE) In case (3), step 504 is performed; otherwise, when the high-pressure shaft conversion rotating speed is larger than or equal to the slow vehicle high-pressure conversion rotating speed (N2R is larger than or equal to N2R)_IDLE) In case of (3), step 502 is performed.

And 502, adjusting according to an acceleration rule.

In some embodiments of the present disclosure, step 502 may specifically include: oil is supplied according to an acceleration oil supply rule, air is discharged according to an acceleration rule, and the adjustable stator blade is adjusted according to the acceleration rule.

And step 503, enabling the converted rotating speed of the high-pressure shaft to reach the rotating speed of the throttle lever.

And step 504, judging whether the engine is in a ground state or not under the condition that the converted rotating speed of the high-pressure shaft is less than the converted rotating speed of the high-pressure shaft of the slow vehicle. In the case where the engine is in the ground state, step 505 is executed; otherwise, in the case where the engine is in the air state, step 509 is executed.

Step 505, determine whether the high pressure shaft speed N2 is less than a first ground speed threshold N2_ Grthd. In the event that the high-pressure shaft speed is less than the first ground speed threshold (N2< N2_ Grthd), performing step 506; otherwise, if the high-pressure shaft speed is greater than or equal to the first ground speed threshold (N2 ≧ N2_ Grthd), step 507 is performed.

In step 506, engine shutdown (emergency shutdown) is controlled.

In step 507, when the high-pressure shaft rotation speed is greater than or equal to the first ground rotation speed threshold and less than the second ground rotation speed threshold (N2_ Grthd ≦ N2< N2_ GIthd), step 508 is executed.

Step 508, ground start (starter off); thereafter, step 502 is performed.

In some embodiments of the present disclosure, step 508 may specifically include: supplying oil according to a ground starting control rule, discharging gas according to the ground starting control rule, and adjusting the adjustable stator blade according to the ground starting control rule.

In step 509, it is determined whether the high spool speed N2 is less than the first airborne speed threshold N2_ Flthd. In the event that the high-pressure spool rotational speed is less than the first airborne rotational speed threshold (N2< N2_ Flthd), performing step 510; otherwise, if the high-pressure shaft speed is greater than or equal to the first airborne speed threshold (N2 ≧ N2_ Flthd), step 511 is performed.

Step 510, supplying oil according to an air auxiliary starting control rule, deflating according to the air auxiliary starting control rule, and adjusting adjustable stator blades according to the air auxiliary starting control rule; thereafter, step 502 is performed.

In step 511, when the high-pressure shaft rotation speed is greater than or equal to the first air rotation speed threshold and less than the second air rotation speed threshold (N2_ Flthd is less than or equal to N2< N2_ FIthd), step 512 is executed.

Step 512, starting the windmill; thereafter, step 502 is performed.

In some embodiments of the present disclosure, step 512 may specifically include: supplying oil according to the windmill starting control rule, discharging air according to the windmill starting control rule, and adjusting the adjustable stator blade according to the windmill starting control rule.

The method for controlling the engine to reach the corresponding rotating speed of the throttle lever after the re-ignition is successful in the embodiment of the disclosure comprises the following steps: the method comprises a processing method for successfully igniting at a rotating speed above slow vehicles, a processing method for successfully igniting below ground slow vehicles and a processing method for successfully igniting below air slow vehicles.

According to the embodiment of the disclosure, the flameout fault is processed and protected by adopting a high-pressure shaft rotating speed signal N2, a total inlet temperature T25 of a high-pressure compressor, a total inlet temperature T25 of an engine, a total inlet pressure P25 of the engine, a static outlet pressure PS3 of the engine and an outlet temperature EGT of the engine which are measured on line by a turbofan engine, and controlling the fuel flow of the engine, an air release valve of the engine and adjustable stator blades of the compressor.

According to the embodiment of the disclosure, by taking flameout fault treatment measures, real-time protection of a fire-out fault course is realized, and the working safety and flight safety of the engine are improved.

FIG. 6 is a schematic view of some embodiments of the disclosed engine misfire protection apparatus. As shown in fig. 6, the engine misfire protection apparatus of the present disclosure may include a misfire fault detection module 61 and a reignition module 62, wherein:

and the flameout fault detection module 61 is used for judging whether the flameout fault occurs to the engine.

In some embodiments of the present disclosure, the misfire fault detection module 61 may be used to detect whether a misfire fault has occurred to the engine using the high-pressure shaft speed signal.

In some embodiments of the present disclosure, the misfire fault detection module 61 may be configured to obtain a high-pressure shaft speed, a high-pressure compressor inlet total temperature, and an engine inlet total pressure; determining a high-pressure shaft conversion acceleration rate and a high-pressure shaft conversion rotating speed according to the high-pressure shaft rotating speed, the total inlet pressure of the high-pressure compressor and the total inlet pressure of the engine; under the conditions that the rotating speed of the high-pressure shaft is lower than the lower limit of the rotating speed of the high-pressure shaft and exceeds the change threshold of the rotating speed of the high-pressure shaft, and the converted acceleration rate of the high-pressure shaft is smaller than a first threshold of the converted acceleration rate of the high-pressure shaft, 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 misfire fault detection module 61 may also be used to obtain an engine compressor outlet static pressure; under the condition that the converted rotating speed of the high-pressure shaft is lower than the converted rotating speed of the slow vehicle high-pressure shaft and exceeds the converted rotating speed change threshold of the high-pressure shaft, and the static pressure at the outlet of the engine gas compressor is lower than the static pressure at the outlet of the slow vehicle engine gas compressor and exceeds the static pressure change threshold of the outlet, meeting a second flameout detection condition; 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, misfire fault detection module 61 may be further operable to satisfy a third misfire detection condition if the high-pressure axis reduced acceleration rate is less than the high-pressure axis reduced acceleration rate by a second threshold; 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.

The above embodiments of the present disclosure check the stall state, and detect the stall fault by using the rotation speed of the high-pressure shaft of the engine.

And the reignition module 62 is configured to achieve reignition of the engine by adjusting the control law when the engine has a misfire fault.

In some embodiments of the present disclosure, the reignition module 62 may be configured to control the two igniters to ignite simultaneously; oil supply is carried out according to a fire oil supply rule; air is discharged according to an ignition and air discharge rule; and closing the adjustable stator blade according to the ignition adjustable stator blade rule.

In some embodiments of the present disclosure, the reignition module 62 may also be configured to determine the amount of oil supply, the amount of air bleed, and the amount of adjustment of the adjustable stator vanes based on the high spool scaled speed.

In some embodiments of the present disclosure, the engine misfire protection apparatus of the present disclosure may also be used to determine whether engine reignition was successful; and under the condition that the engine is successfully reignited, controlling the engine to reach the rotating speed corresponding to the throttle lever.

In some embodiments of the disclosure, the determining whether engine reignition was successful comprises:

and judging that the engine is successfully re-ignited under the condition that the temperature rising value of the turbine outlet is greater than the preset temperature rising value after the engine is flamed out for the preset time, or the high-pressure shaft conversion acceleration rate is higher than the corresponding high-pressure shaft conversion acceleration rate ignition threshold value.

The method for realizing reignition after flameout comprises variable geometric area control and ignition oil supply regulation.

In some embodiments of the disclosure, the controlling the engine to reach the throttle lever corresponding speed comprises:

and under the condition that the conversion rotating speed of the high-pressure shaft is greater than or equal to the high-pressure conversion rotating speed of the slow vehicle, oil is supplied according to an acceleration oil supply rule, air is discharged according to an acceleration rule, and the adjustable stator blade is adjusted according to the acceleration rule, so that the conversion rotating speed of the high-pressure shaft reaches the rotating speed of the throttle lever.

In some embodiments of the disclosure, the controlling the engine to reach the throttle lever corresponding speed further comprises:

judging whether the engine is in a ground state or not under the condition that the converted rotating speed of the high-pressure shaft is smaller than the converted rotating speed of the high-pressure shaft of the slow vehicle;

controlling the engine to stop under the condition that the engine is in a ground state and the rotating speed of the high-pressure shaft is less than a first ground rotating speed threshold value;

and under the conditions that the engine is in a ground state and the rotating speed of the high-pressure shaft is greater than or equal to a first ground rotating speed threshold and less than a second ground rotating speed threshold, oil is supplied according to a ground starting control rule, air is released according to the ground starting control rule, and the adjustable stator blade is adjusted according to the ground starting control rule.

In some embodiments of the disclosure, the controlling the engine to reach the throttle lever corresponding speed further comprises:

under the condition that the engine is in an air state and the rotating speed of the high-pressure shaft is less than a first air rotating speed threshold value, supplying oil according to an air auxiliary starting control rule, deflating according to the air auxiliary starting control rule, and adjusting the adjustable stator blade according to the air auxiliary starting control rule;

and under the conditions that the engine is in an air state and the rotating speed of the high-pressure shaft is greater than or equal to a first air rotating speed threshold value and less than a second air rotating speed threshold value, supplying oil according to a windmill starting control rule, discharging gas according to the windmill starting control rule, and adjusting the adjustable stator blade according to the windmill starting control rule.

The method for controlling the engine to reach the corresponding rotating speed of the throttle lever after the re-ignition is successful in the embodiment of the disclosure comprises the following steps: the method comprises a processing method for successfully igniting at a rotating speed above slow vehicles, a processing method for successfully igniting below ground slow vehicles and a processing method for successfully igniting below air slow vehicles.

In some embodiments of the present disclosure, the engine misfire protection apparatus of the present disclosure may also be used to introduce misfire faults using fuel step changes; and under the condition that the engine has flameout fault, the fuel oil step is quitted, and the step of re-igniting the engine by adjusting the control rule is executed.

According to the flameout protection verification method disclosed by the embodiment of the disclosure, flameout faults are introduced by adopting the fuel oil step, and after flameout is judged, the fuel oil step is quitted, and flameout protection is executed.

In some embodiments of the present disclosure, the engine stall protection device may be used to perform operations for implementing the engine stall protection method as described in any of the above embodiments (e.g., any of fig. 1-5).

According to the embodiment of the disclosure, by taking flameout fault treatment measures, real-time protection of a fire-out fault course is realized, and the working safety and flight safety of the engine are improved.

FIG. 7 is a schematic view of additional embodiments of the engine misfire protection apparatus of the present disclosure. As shown in fig. 7, the engine stall protection apparatus of the present disclosure may include a memory 71 and a processor 72, wherein:

a memory 71 for storing instructions.

A processor 72 configured to execute the instructions to cause the engine stall protection apparatus to perform operations to implement the engine stall protection method according to any of the embodiments described above (e.g., any of fig. 1-5).

The flameout protection method disclosed by the embodiment of the disclosure can also be applied to a complete machine bench test of an aircraft engine, and is beneficial to reducing the damage of high-rotating-speed flameout of the engine to the engine.

The above-described embodiments of the present disclosure may be used with other types of aircraft turbine engines; and the flame-out protection device can also be used for flame-out protection of a ground gas turbine and a marine gas turbine, and is beneficial to improving the operation safety of the gas turbine.

According to another aspect of the present disclosure, an engine control system is provided, which includes the engine stall protection device as described in any one of the above embodiments (e.g., the embodiment of fig. 6 or fig. 7).

Based on the engine control system provided by the embodiment of the disclosure, by taking flameout fault treatment measures, real-time protection of a flameout fault air route is realized, and the working safety and flight safety of the engine are improved.

According to another aspect of the present disclosure, an engine is provided, which includes an engine misfire protection apparatus as described in any of the above embodiments (e.g., the embodiments of fig. 6 or fig. 7), or includes an engine control system as described in any of the above embodiments.

In some embodiments of the present disclosure, the engine may be a turbine engine, such as an aircraft turbine engine.

In other embodiments of the present disclosure, the engine may be a surface gas turbine or a marine gas turbine.

Based on the engine provided by the embodiment of the disclosure, by taking flameout fault treatment measures, real-time protection of a flameout fault air route is realized, and the working safety and flight safety of the engine are improved.

According to another aspect of the present disclosure, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, which when executed by a processor, implement the engine misfire protection method as described in any of the above embodiments (e.g., any of fig. 1-5).

Based on the computer readable storage medium provided by the above embodiment of the present disclosure, by taking flameout fault processing measures, real-time protection of a fire-out fault course is realized, and the working safety and flight safety of an engine are improved.

The embodiment of the disclosure can be applied to the whole machine bench test of the aero-engine, and is beneficial to reducing the damage of high-rotating-speed flameout of the engine to the engine.

The above-described embodiments of the present disclosure may be used with other types of aircraft turbine engines; and the flame-out protection device can also be used for flame-out protection of a ground gas turbine and a marine gas turbine, and is beneficial to improving the operation safety of the gas turbine.

The engine misfire protection apparatus described above may be implemented as a general purpose processor, a Programmable Logic Controller (PLC), a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any suitable combination thereof, for performing the functions described herein.

Thus far, the present disclosure has 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.

It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware to implement the above embodiments, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk, an optical disk, or the like.

The description of the present disclosure has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the disclosure in the form disclosed. Many modifications and variations will be apparent to practitioners skilled in this art. The embodiment was chosen and described in order to best explain the principles of the disclosure and the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various embodiments with various modifications as are suited to the particular use contemplated.