Beruflich Dokumente
Kultur Dokumente
1 Introduction
This paper considers diagnostics algorithms and issues
for an Auxiliary Power Unit (APU) for aircraft. APU is a
small gas turbine engine that provides electrical power
and compressed air. Honeywell is the leading
manufacturer of airborne APUs. This paper is focused
on diagnostics, trending, and prognostics of incipient
faults. Such faults often exhibit themselves as a
deterioration trend in the turbomachine performance
and eventually lead to the need to perform expensive
repair and overhaul activities. Timely detection of
incipient faults enables preventive maintenance and has
significant economic importance. The overall areas of
condition monitoring, diagnostics, trending, and
prognostics for such faults are known in industry as
PTM (Predictive Trend Monitoring).
Corresponding author: Honeywell CA35, 1 Results Way, Cupertino, CA 95014; e-fax: (208) 545-6408; e-mail: gorinevsky@ieee.org,
dimitry.gorinevsky@honeywell.com,
Load
Compressor
Gearbox
Generator Oil
Out Temp
Engine
Data
input
Plant Model
Prediction Model
output
+
-
prediction residual
Fault Estimation
algorithms
performance drop
estimate
Exhaust Gas
Temperature
Nominal Model
Fault Model
Models for noise
and modeling errors
Power Section
Nominal Model
Data Collection
Scenario
2 Technical problem
From Airplane
Altitude, OAT
rn = y n y n
(2)
rn = r0 + s n + n ,
where r0 is a constant offset of the residual, sn is the
measured parameter change caused by a fault and n is
the parameter change caused by the changing ambient
conditions and other factors not reflected in the model.
The measured parameter change sn can be distinguished
from n by having a different statistical behavior. For
instance, n can be assumed to be independent gaussian
variables with the same mean and covariance and sn a
step change of an unknown amplitude. The fault-related
change of the measured parameter y is estimated from
(2) by applying several filtering schemes and heuristics,
such as:
a) The residuals are compared to an absolute limit that
is based on economics and the requirement for the
APU to fulfill its mission. The drift over the limit is
illustrated in Figure 4.
b) Sudden change or difference of the residual
between successive points.
c) An APU that exhibits a very high rate of the
residual change consistently over several cycles is
also flagged for removal or inspection.
Bleed
Pressure
Inlet Temp
IGV Position
EGT
Generator Load
y = F (V ) ,
10
0
-10
-20
-30
-40
12600
12800
13000
13200
13400
13600
13800
14000
14200
14400
14600
EGT
Inlet pressure
Inlet temperature
V =
IGV position
Generator Load
150
Raw data
100
50
-50
-100
-150
-200
9000
9200
9400
9600
9800
10000
10200
10400
10600
4 APU Starting
Actual
fuel
Wf Cmd
Fuel
Controller
Aircraft
Load
Torque,
Bleed
Gas Path
Model
P2, T2,
N, NDot
Temp,
Press
Torque
are:
Ambient pressure
Starting time
Ambient temperature ,
=
y
Max EGT during start (3)
V =
Engine altitude
Speed at max EGT
Lube oil temperature
Lube
Oil
Heat
generation
100
Early warning
50
0
-50
-100
-150
7900
8000
8100
8200
8300
8400
8500
850
Fuel
HMU
Starter
Model
750
700
650
7900
8000
8100
8200
8300
8400
8500
y = F ( p, u, V ) ,
where the vector
y collects
(4)
100
Load
Comp DT
200
100
0
80
Inlet pressure
50
100
50
Engine Speed
100
40
IGV
Position
70
Fuel flow
PT
30
20
65
10
0
50
100
0
300
1000
800
600
400
200
EGT
50
Engine Speed
100
Electrical Load
Fuel Flow
200
Load Compressor
mass air flow
LC IGV Position
100
4
0
x 10
50
100
80
Speed
50
Generator
Power
60
40
50
TIME (SEC)
100
50
TIME (SEC)
Load Model
100
20
0
Inlet temperature
70
75
SCV
Position
90
100
r = y y . By
r = r0 + Sq +
(5)
is the vector
Fault
Seeded
Estimate
Power Section Efficiency Loss
0%
-0.49%
Load Compressor Degradation
1%
0.99%
Parasitic Load Torque
0.4
0.42
Fuel System Degradation
2%
2.11%
Table 1. Diagnostics algorithm results
S=
F
( p0 , u , V ) ,
p
(6)
7. Conclusions
The paper has described three increasingly advanced
approaches to model based diagnostics of small turbine
engines (aircraft auxiliary power units). The increasing
complexity of the approaches corresponds to the
increasing difficulty of fielding them with the legacy
engines. It has been demonstrated that a reliable
diagnostics of the faults is possible even from very
scarce data collected on such engines. This is achieved
through the use of the high fidelity models of the engine
available to the engine manufacturer.
By assuming that
Acknowledgments
q = S T 1 S
S T 1r q0 ,
(7)
References
1.
2.
3.
4.