Technical diagnostics of gas turbine engines. Methods of technical diagnostics of aviation equipment Institution of higher professional

Introduction

1 Overview and rationale 7

1.1 Diagnostics of the main objects of the aircraft 10

1.1.1 Methods for diagnostics of airframe structural elements 10

1.1.2 Technical diagnostics of aircraft engines 24

1.1. 2.1 Aircraft gas turbine engine as an object of diagnostics 24

1.1. 2.2 Methods and means of technical diagnostics of GTE 26

1.3 Methods and means of diagnostics of aircraft systems and their assemblies 43

1.1.3.1 Methods for diagnosing the hydraulic system and its units 43

2 Aircraft systems as objects of diagnostics

2.1 General 56

2.2 Checking the operation of the oil system 59

2.3 Limitations of the oil system 59

2.4 Oil system malfunctions 60

2.5 Oil system service technology 61

3 Development of a technique for recognizing malfunctions of systems and units of aircraft

3.1 Recognition methods in technical diagnostics 63

3.1.1 Probabilistic recognition methods 66

3.1.1.1 Bayesian Method 66

3.1.2 Method of statistical decisions 68

3.1.1.2.1 Minimum Risk Method 70

3.1.1.2.2 Minimax method 71

3. 1. 1. 2. 3 Neumann-Pearson method 71

3.2 Deterministic recognition methods 71

3.1.2 .1 Linear methods Stochastic approximation methods 73

3.1.2.2 Metric recognition methods 76

3.1.2.3 Logical methods 77

3.1. 2.4 Curve recognition 77

3. 1. 2. 4. 1 Assessment of non-random deviations by reference levels 77

3. 1. 2. 4, 2 Estimation of the current value of parameter 79

3.1.2.4.3 Curve smoothing 79

3.2 Calculation method 81

3.2.1 Application of the generalized Bayes formula to determine the faulty state 81

3.2.2 Determination of options and calculation conditions 87

3.2. 3 Derivation of calculated expressions 90

4 Fault Recognition Technique Implementation

4.1 Determination of the conditions for calculating the malfunctioning states of the oil system 136

4.2 Signs and malfunctions of the oil system 137

4.3 Calculation and determination of malfunctions of the oil system of the engine D-ZOKU-154 145

4.3. 1 Determination of options for calculating malfunctioning states of the oil system 157

4.4 Main results and conclusions of the work 209

Conclusion 211

Bibliographic description 213

Introduction to work

Aircraft (AC) are one of the most complex technical systems created and used by man. But like any technical product, aircraft tend to fail, that is, to interrupt the operation process, and this reduces flight safety.

It is possible to eliminate a failure or malfunction, but without identifying and eliminating the cause that causes them, reliability cannot be guaranteed. The reason can be determined by the manifesting signs (consequences).

If there is one symptom, then it clearly indicates a faulty element, unit or product. It is much more difficult when a malfunction manifests itself in several symptoms. In this case, even a highly qualified specialist is not always able to determine the cause of the malfunction. Additional verification, control, time and material costs are required. Problems associated with determining the cause of a malfunction can be resolved using recognition methods. Models, tables, graphs calculated and built on their basis will reduce the time to find the cause of a failure or malfunction and reduce material costs.

purpose of work

Improving the reliability and airworthiness of aircraft by developing the introduction of methods for recognizing faulty states of units, products and systems.

Research objectives

Collection and analysis of statistical material on faulty states of aircraft systems.

Analysis and determination of the possibility of applying the Bayesian method to faulty states of aircraft units, products and systems.

Determination of possible options for calculating the probability of the appearance of faulty conditions in the manifestation of various combinations of symptoms of faults.

Determination of the conditions for the implementation of a mathematical model for determining faulty conditions when various combinations of signs are manifested.

Development of a methodology for determining faulty states of aircraft units, products and systems using the Bayesian method.

Application of the developed methodology in practice during aircraft maintenance and repair.

The object of the research is units, products and systems of aviation equipment in faulty conditions.

The subject of the research is the functional connections of units, products, aircraft systems and a mathematical model of troubleshooting based on the Bayesian method.

The scientific novelty of the dissertation work is:

In solving the problem of finding faulty states of aircraft units, products and systems using the probabilistic recognition method, the Bayesian method.

In substantiating the conditions for constructing a mathematical model of the probability of the appearance of faulty states of aircraft aggregates and systems.

In the development of a mathematical model for the likelihood of a particular malfunctioning state of aircraft units and systems, using the Bayesian method.

In the development of methods for determining the faulty states of specific aircraft systems.

In the development of a methodology for presenting the results of calculations for diagnosing the faulty state of units and systems in a form convenient for use in the process of technical operation of aviation equipment.

The practical value of the work thing is:

1. Using the technique for determining aircraft faulty states
using the probabilistic Bayesian method, allows you to reduce the time
and costs in the course of work to restore the aircraft reliability and
flight safety.

2. The developed method for determining faulty conditions
aviation technology, applicable to any systems of all types of aircraft
and helicopters.

The application of the technique on new types of aircraft, during the period of their development, when the experience of technical operation has not yet been accumulated, will make it possible to speed up the process of restoring reliability.

The developed methods and mathematical model enable the reliability and technical diagnostics groups of airlines to independently use them when performing work to restore the aircraft reliability.

Aircraft gas turbine engine as an object of diagnostics

The aircraft engine is AT's most complex and demanding product. An engine failure leads to a difficult flight situation, and possibly to serious consequences. Therefore, special attention is paid to the aircraft engine in technical diagnostics.

Diagnostics of aircraft gas turbine engines is based on the general theory of technical diagnostics and its development is inextricably linked with progress in aircraft engine building and the improvement of the aircraft operation system. In recent years of aviation development, the importance of technical diagnostics of aviation gas turbine engines has significantly increased in connection with: the entry into operation of more complex in the manufacture and use of aviation gas turbine engines with a large thrust-to-weight ratio and resource, with increased requirements for reliability; with the need to identify malfunctions at an early stage of their development in order to prevent failures in flight; with difficulty to quickly find faults without the use of special methods and diagnostic tools; with the transition to progressive methods of maintenance and repair.

An aircraft gas turbine engine is characterized by the presence of interacting many complex systems: a compressor, a combustion chamber, a turbine, fuel control equipment, lubrication systems, venting, starting, air bleeding, control of the blades of straighteners, etc. and analyzing the parameters of these systems and parameters that reflect the relationship between the systems. Operating experience shows that in order to diagnose a modern gas turbine engine with a depth of up to a node, it is necessary to measure and specially process up to 1000 parameters. Difficulties in choosing parameters for diagnostics are that each mode of engine operation has its own parameters. This is explained by the dynamics of the interaction of gas flows in the flow path of the engine and the rotating masses of the rotors, the thermal inertia of the engine. The main faulty conditions of aviation gas turbine engines. The faulty states of the GTE are listed according to its main units.

Compressor! abrasive and erosive wear of the blades and flow path, damage to the blades by foreign objects and compressor surge, blade breakage due to fatigue cracks.

Combustion chamber: burnout of the flame tube and combustion chamber housing, deformation and cracks of the flame tube and combustion chamber housing due to the uneven distribution of the temperature field.

Gas turbine: extraction of turbine rotor blades due to centrifugal forces acting on them under high temperature conditions; burning or overheating of nozzle and rotor blades due to disruption of the fuel combustion process; rupture or destruction of rotor blades due to excess gas temperature or improper operation (engine shutdown without preliminary cooling at reduced modes), increased vibration of the gas turbine engine; fatigue or thermal cracks on the blade feathers and shanks.

Engine rotor bearings: structural and production reasons, oil starvation, foreign particles entering the raceways, increased engine vibrations, overheating or fatigue damage.

Oil and fuel systems of the engine: the appearance of shavings in the oil due to the destruction of engine parts; high oil consumption due to external leaks, wear of O-rings and bushings; drop and fluctuation of oil pressure as a result of misalignment and failure of oil pumps, pressure reducing valves, etc .; overheating of oil as a result of failure of system units: radiators, pumps; external leakage of connections; destruction of the impeller and bearings of the booster pump, Methods and means of technical diagnostics of gas turbine engines

At present, various TD methods are used to diagnose gas turbine engines, using many diagnostic signals that are different in nature. Methods for technical diagnostics of gas turbine engines are presented in Figure 1.4.

Vibroacoustic diagnostics of GTE. During the operation of the GTE, all its parts, assemblies and assemblies perform forced and resonant oscillations. These vibrations depend on the magnitude and nature of the disturbing forces, their frequencies, on the elastic-mass characteristics of the engine's structural elements, which, in turn, depend on a number of design, technological and operational factors.

Oil system service technology

The malfunctions of the oil system include: a) deviations of the parameters of the oil system from the norm; b) the presence of shavings on the filter elements of the main oil filter; c) the presence of shavings on the filter signaling filter; d) the presence of chips on the magnetic plugs. 2 Faults in the deviation of oil system parameters from the norm include: a) Low oil pressure (at idle mode - less than 2.5 kgf / cm2, in other modes - less than 3.5 kgf / cm2). b) Leakage of oil from the oil tank into the engine in the parking lot (more than 1 kg per day). c) An increase in the oil level in the oil tank above 33 ± 1 kg (fuel ingress into the oil system). 3 The faults of the filter-signaling device include: a) No signal - the “CHIPS IN OIL” display does not light up. When inspecting the filter during routine maintenance, chips were found. b) False signal - the "CHIPS IN OIL" display is on. When inspecting the filter, no chips were found. 1 Drainage of oil from the system Drainage of oil from the oil system is carried out in the following cases: - when the oil and fuel systems are preserved, if the oil in the engine does not correspond to the standards; - when replacing units of the oil system; -in case of changing the brand of oil. 2 Filling the system with oil Filling the oil system with oil is carried out in the following cases: - when replacing the engine; - when replacing units of the oil system; -in case of changing the brand of oil. 3

Flushing of the oil system Flushing of the engine oil system is carried out in the following cases: - when removing the engine, which was operated on VNII NP-50-1-4F oil; - in case of need to replace the VNII NP-50-1-4F oil with MK-8 or MK-8P oil; - upon detection of metal shavings on the FSS and on the oil filter, if the engine is approved for further operation. 4 Pressure regulation in the oil system Oil pressure regulation is performed when the oil pressure in the engine is low or high. The oil pressure is regulated by the screw of the pressure reducing valve of the injection pump, which is installed on the KIMA. 5 Preservation of the oil system Preservation of the oil system provides for the protection of the oil system and rubbing engine parts from corrosion during storage. To preserve the oil system, MK-8 and MK-8P oils are used. If the oil meets the basic requirements, the engine oil system is considered mothballed. As an exception, it is allowed to preserve the engine with VNII NP-50-1-4F oil with a note about this in the form. 6 Preservation and packing of units Preservation of units of the oil system is carried out when long-term storage is required, as well as when they are sent to the supplier plant for examination. The following are subject to conservation: the front support discharge pump, the KPMA discharge and supply pumps and the rear support centrifugal prompter. 7 Booster pump pressure reducing valve The booster pump reducing valve is located on the KPMA on the left side (in flight). The pressure reducing valve is used to regulate the oil pressure at the inlet to the injection pump. 8 Non-return valve The non-return valve is located on the booster pump cover and serves to prevent oil from leaving the oil tank during parking.

After the valve is installed, a tightness test is performed. 9 Oil filter The oil filter is located at the bottom of the KPMA. Dismantling of the filter from the KPMA housing is carried out in order to inspect and rinse the filter. 10 Filtering sections of the oil filter Dismantling of the filtering sections of the oil filter is carried out in order to deep rinse the screens of the filtering sections or replace them. Deep washing is done after 250 ± 25 hours. One of the main tasks of technical diagnostics is to recognize the technical condition of an object in conditions of limited information. The analysis of the state is carried out in the operational mode, in which it is extremely difficult to obtain comprehensive information, and therefore, based on the information received, it is not always possible to make an unambiguous conclusion. In this regard, it is necessary to apply various recognition methods. Recognition of the technical condition of the object being diagnosed is the assignment of its condition to one of the possible classes (diagnoses). The set of sequential actions in the recognition process is called a recognition algorithm. An essential part of recognition is the choice of parameters that describe the state of the object. They must be informative enough so that the recognition process can be carried out for a selected number of diagnoses.

Linear Methods Stochastic Approximation Methods

Linear separation methods, stochastic approximation methods are aimed at determining the position of the dividing plane dividing the entire space into areas of diagnoses (states). Let the feature space (Fig. 11) contain points belonging to diagnoses (states) Si, ..., Sn (in in our case two). For each of these diagnoses, there are scalar functions fj (X) (i = l, 2, ..., n) that satisfy condition f; (X) fj (X) for XGS; (j = l, 2, ..., n; i). Such functions are called discriminant. The discriminant function fj (X) depends on all coordinates of the space, i.e. fi (X) = f (xb x2) xn) and for the points of diagnosis Sj has the greatest value in comparison with the values of the discriminant functions of other diagnoses Sj The discriminant functions are written as follows: where Xі1ї ... Dі / n + l - "weight" coefficients. For convenience of geometric interpretation, the vector "X" is supplemented with one more component xN + l = 1. If the diagnoses Si and S2 have a common border, then the equation of the dividing surface will have the form Separation into two states Si and S2 is essential. See Figure 3. 3. This case is called differential diagnosis or dichotomy. When recognizing two states, the difference of the corresponding discriminating functions can be taken as the separating function.The separating function gives the following decision rule:

To increase the recognition reliability, "sensitivity thresholds -" are used, and then the decision rule has the form at f (X) 8, XeSi; for f (X) -c, XeS2; for -s f (X) e - refusal of recognition (that is, additional research is required). Thus, in general, the dividing function when diagnosing into two states can be represented as a scalar product. The dividing surface is a plane in (w + I) -dimensional space or a hyperplane. Dividing Hyperplane Equation The last equation means that the "weight" vector is perpendicular to the dividing hyperplane. In the additional feature space, the dividing hyperplane always passes through the origin. Therefore, the vector X uniquely determines the position of the dividing plane in the feature space. A special algorithm has been developed for determining the "weight" vector using a training sequence consisting of a set of samples with a known diagnosis. These recognition methods are based on the assumption that images of objects with the same state are closer to each other than images of objects with different states, and are based on a quantitative assessment of this proximity. A point in the feature space is taken as an object image, and the distance between points is considered a measure of proximity. Let's consider the metric method using the example shown in Figure 3.4. Suppose that for diagnostics in the feature space, an object X is presented and a diagnostic measure of distance L is used. To assign an object X to one of the diagnoses, the distance L to the reference points ai and a2 is determined.

Calculation and determination of malfunctions of the oil system of the D-ZOKU-154 engine

In the numerator: the product of the value P (S,) is the probability of the appearance of a faulty i-th state (for the case under consideration - S2) - ($ 2), by the value of P (K / S /) - the probability of the manifestation of a complex of signs (for our case, the manifestation one sign - kj), in a faulty іth state (for the case under consideration - S2). Based on these designations, in the numerator we get the expression: P (S2) P (to і / S2). In the denominator: the sum of the product of the value P (S s) - the probability of occurrence of combinations of faulty states, that is, their joint occurrence (for the case under consideration Sj and S2 - determine the number of terms), by the value P (K / S s) - the probability of a complex of signs (in our case - the manifestation of one feature kj), in a combination of faulty states (for the case under consideration - Si and S2) - P (to i / Sj) and P (to 1 / S2). Based on these designations, in the denominator we get the expression: P (Sj) P (k \ / S \) + P (S2) P (k 1 / S2). Let us reduce the obtained expressions in the form Comparing the results obtained for the II option - the manifestation of one feature in two faulty states (S] and S2), we come to a certain conclusion.

The third (III) option does not require calculation. This is due to the fact that if both symptoms appear in the same faulty state, then this clearly indicates this particular fault. But in order to test the possibility of applying the generalized Bayes formula, we will carry out a calculation and look at the result. We turn to the consideration of the third option - the manifestation of two signs and k2) in one faulty STATE;). For case I a) - the simultaneous manifestation of two signs (k (and k2) in one faulty state (Si). It is necessary to obtain - PfSj / k \ k2). Generalized Bayes formula (3. 27) In the numerator; the product of the value of P (S j) is the probability of the appearance of a faulty i-th state (in relation to the considered case -Si) - P (Si), by the value of P (K / S /) - the probability of the manifestation of a complex of signs (for the case under consideration - the simultaneous manifestation signs - kt and k2), in a faulty state (for the considered case - Si) - P (k, k2 / Si) or P (k] / Si) P (k2 / S [). Based on these designations, in the numerator we get the expression: P (S) P (kik2 / Si) or P (S ki) P (k i / S]) P (k2 / Si). In the denominator: the sum of the product of the value P (S s) - the probability of occurrence of combinations of faulty states (for the case under consideration only S] - determine the number of terms) - P (S]), by the value of P (K / S s) - the probability of a complex of signs (for the case under consideration - the simultaneous manifestation of signs - k] and k2), in a combination of faulty states (in this case, only Si) - P (kj / S]) and P (kg / S]). As a result, in the denominator we get the expression - P (Si) P (k) P (k2 / S]). Let us reduce the resulting expression to the form That is, we get the same result as in case I a). For case I c) - with the implicit manifestation of another (second) feature \ k) uk2). We need to get -P (Sl / k: k2) Generalized Bayes formula (3.27) In the numerator: the product of the value P (S;) - the probability of the appearance of a faulty i-th state (in relation to the case under consideration - Si) - P (Si), on the value of P (K / S;) - the probability of the manifestation of a complex of signs (for our case - the manifestation of the sign ki and not the manifestation of the sign k2) -kx Ї, in the faulty / -th state (for the case under consideration - Si) - (, /, ) or P (kx IS () P (k2lSx). Based on these designations, in the numerator we obtain the expression: P (S () P (k \ I Sj) P (k2 / S (). In the denominator: the sum of the product of the value P (S c) - the probability of occurrence of combinations of faulty states (for the case under consideration only - Si) - P (Sj), by the value of P (K / S c) - the probability of the manifestation of a complex of signs (for the case under consideration - the manifestation of the sign k and not the manifestation of the sign k2), in a combination of faulty states (in this case, only Si) - P (kx IS () P (k2ISx). As a result, in the denominator we obtain the expression - / (,) P (kx 15,) P (ї2 /,). Let us reduce the obtained expressions in the expression

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Ministry of Education and Science of Russia

Research work

Methods for technical diagnostics of aviation equipment

Moscow 2014

Introduction

3. Methods of generalized assessment of the state of technical systems

3.1 Methods of convolution of private control parameters to a generalized indicator

3.2 Methods of generalized assessment of the state of technical systems by information criterion

Conclusion

Literature

Introduction

Technical diagnostics is a direction in science and technology, which is the process of determining the technical state of an object to be diagnosed with a certain degree of accuracy. The main purpose of technical diagnostics of an aviation GTE is to organize processes for assessing its technical condition.

Diagnostics as a scientific direction forms the ideology, principles, methods of diagnosing and predicting the technical condition of products during their testing and operation.

Technical diagnostics solves the following tasks:

¦ creation of a traceable product;

¦ development of systems and means of obtaining the necessary information;

¦ development of methods for processing and analyzing the information received;

¦ substantiation and implementation of the most rational methods for registering parameters;

This paper discusses the methods of technical diagnostics of aviation equipment.

1. Methods for diagnostics of aviation equipment

1. Methods for diagnostics of AT and their capabilities

In the process of diagnosing aviation equipment during its operation according to its state, three main stages can be distinguished (Fig. 1.). The first of them is operational diagnostics, the task of which is to determine whether it is possible to continue the normal operation of a given AT object ("the system is in good order") or whether this object should be subjected to any maintenance procedures ("the system is out of order") before the next flight.

Rice. 1. General scheme of operational diagnostics

Such a task in one volume or another for all observed AT objects should be solved, as a rule, at the end of each flight day, "for tomorrow." Efficiency is achieved by the proper organization of the flow of information and the use of computer technology for its processing.

The second stage is an additional diagnostic analysis, the result of which is a list of maintenance procedures for the elements and systems of the AT, recognized as faulty, without removing them from the aircraft ("on the wing").

The third stage is the implementation of the specified maintenance procedures, after which a decision is made on the further operation of the AT facility or its removal from the aircraft and sending it for repair.

At present, methods and diagnostic tools based on various physical principles are widespread and significantly developed, allowing control to cover the most critical units, assemblies and systems. As an example, let us dwell on the diagnostic methods for aircraft gas turbine engines (GTE) (Fig. 2.), which are the most important objects of AT. They can be conventionally divided into methods of direct measurements of structural diagnostic parameters that determine the technical condition of a gas turbine engine, and methods of in-place (on-line) diagnostics by indirect parameters. Diagnostic parameters containing information on changes in the structural characteristics of the engine state are used as indirect ones. These methods make it possible to obtain fairly accurate assessment results, for example, the wear of individual elements. However, their use is hampered by the low manufacturability of the GTE and in most cases necessitates the disassembly of the engine. This reduces the reliability of control, since the state of any technical object after disassembly is not adequate to its state before these procedures. It should also be noted that disassembly of the gas turbine engine in most cases is not possible during operation.

The methods of operative diagnostics based on indirect parameters are devoid of the listed disadvantages, although at present they do not always allow localizing the site of the defect. The use of methods for measuring structural characteristics may be necessary if it is impossible to use methods of operational diagnostics or to clarify the results of control.

Rice. 2. Methods and tools for diagnostics of GTE

The main of the used and promising methods of operational diagnostics of gas turbine engines include:

· Diagnostics based on the results of the analysis of thermogasdynamic parameters;

· Diagnostics by thermal parameters;

· By vibroacoustic parameters;

· Tribodiagnostics;

· Optical-visual diagnostics;

· Analysis of combustion products;

· Measurement of the rotor run-out.

The application of each of the methods is carried out using diagnostic equipment. So, for example, for the analysis of the composition of impurities in oil, means of various complexity and principles of operation are used - from the simplest magnetic plugs installed in the lines of the engine oil system to complex spectrum analyzers.

Diagnostics of malfunctions by thermal parameters provides for obtaining information both from thermal sensors (thermal converters) and from photoelectric pyrometers and thermal imagers, which have recently been successfully introduced in diagnostic practice.

The control of vibroacoustic parameters involves the use of various types of vibration transducers and signal equipment. Methods are being developed for assessing the tension of structural elements using holographic installations (creating the so-called "vibration portraits").

Sometimes the detection of malfunctions by the methods mentioned requires the creation of a rather complex mathematical apparatus that makes it possible to identify signs with specific defects.

The relative variety of methods is explained by the fact that none of them allows one to take into account all the requirements for the formation of a diagnosis with 100% certainty, since they carry specific information of different value.

None of the methods allows you to assess the condition of the engine with a sufficient degree of detail.

A combination of a number of methods can provide deeper control (usually on the ground), but this often requires special conditions and a long time.

So, for the diagnosis of AT, it is advisable to use the parameters that have the maximum information content, complementing and clarifying each other.

Thus, the task of assessing the information potential of the parameters used for the purposes of AT diagnostics is very urgent today.

2. Analysis of methods of technical diagnostics of aviation equipment

The comparative analysis of the information content of AT diagnostics methods, presented below, is based on the generally accepted approach put forward by M. Bongard about the value of the probability function of approaching the target (the "address" of the defect) when registering the parameter values. True, no quantitative characteristics of the mentioned function are given in this chapter of the manual. This relationship (informativeness - method) is confirmed by the practice of operation, where an indirect criterion of informativeness is the accuracy of the diagnosis when a symptom is registered by this method.

2.1 Thermal methods and their effectiveness

One of the most informative methods for assessing the state of AT are methods for monitoring thermal parameters. At present, their use in flight is limited to monitoring the temperature at various points, for example, the flow path of the engine, and comparing it with permissible values. Thermal methods were more developed during bench tests of gas turbine engines. Their main advantage is the ability to obtain information without significant disassembly of the aircraft engine. When thermometry of the turbine rotor blades, thermocouples and a common current collector are installed on them. This entails inconvenience for the formation of a diagnosis due to the limited number of control points.

Non-contact thermometry methods have several advantages. The objects of non-contact thermometric diagnostics can be both the engine as a whole and its individual units and parts. The control system converts the infrared image into a visible one so that the visible brightness distribution is proportional to the infrared brightness of the object, i.e. spatial distribution of temperature T (y, z) or emissivity (y, z). This transformation is usually carried out by sequential analysis of various points of the object with an elementary radiometric field of view, which forms an area S on the body of the object. The instantaneous field is chosen small and quickly moved over the object. The distribution of the infrared brightness L (y, z) of an object when scanning it with an area S forms a signal S (t) in the receiver, the amplitude of which changes over time in accordance with the change in the sighted brightness. After amplification, the S (t) signal is converted into a visible signal. Reproduction of an infrared image by line analysis makes it possible to obtain a heat map of the observed area (the relationship between heat transfer in the medium and its structure).

One of the informative methods for detecting defects in hard-to-reach GTE units is the method of infrared thermography. It is divided into active and passive methods. Active preheats the object. Observations of thermal phenomena on the surface as a result of heat propagation through the material can provide information about its internal structure. The heat source used in this case is used to create a so-called. thermal shock, and the receiving thermographic system analyzes the scattering and propagation of heat waves.

The limitations of the scope of application of the method are related to the fact that observations can be carried out only in a transient mode, when the relative velocities of propagation of the heat flux inside the material are determined. After reaching temperature equilibrium, thermal contrasts are no longer observed. In addition, such objects as aircraft gas turbine engines have a large controlled surface, and it is difficult to carry out their uniform heating. This also applies to other functional systems of the aircraft - hydraulic, fuel, etc. Difficulties in applying the method are explained by the fact that it depends on a large number of parameters that must be taken into account for each application. These include:

· Emissivity of the test material;

· Type of infrared receiving device;

· Field of view and placement of the receiving device;

· The speed of movement of the receiving device relative to the object;

· The nature and intensity of heating (using conventional sources or lasers);

· Focusing of the heat flow;

· The distance between the heat source and the test object;

· The distance between the heat source and the infrared receiving system.

A significant drawback of the active method when assessing the state of the functional systems of aircraft and HELL can be considered the ability to control only those parts that are on its surface (body). Access to the rest of the units requires their detailed disassembly.

The passive method has more opportunities in this regard. It consists in using the natural heat released during the operation of the gas turbine engine, and in observing the temperature distribution in time and space using a passive infrared receiving device. Comparison with the ideal heat dissipation model allows you to determine all temperature deviations that are important for the process of the object's functioning. The temperature difference between individual zones characterizes the conditions for heat removal from them, and, thereby, the physicochemical composition, thickness, structure, presence of defects, etc. The passive method seems to be more promising and can be used to determine the most informative points on the engine surface in order to install a built-in control system (temperature sensors) in these zones.

Thermal diagnostics involves the use of a wide range of expensive tools. During visual control, for parallel information retrieval, electron-optical converters are used - evapographs, ejeographs, devices with liquid crystals and photosensitive films, thermal imagers (Fig. 3.), etc.

Rice. 3. Thermal imager TVS-200

Despite this, non-contact thermal diagnostics is very promising due to its high information content. It is important that the developed diagnostic tools make it possible to directly detect defects and predict their development in the process of testing aircraft and blood pressure. Existing methods of processing infrared thermometry make it possible to predict specific faults.

2.2 Possibilities of vibroacoustic methods for assessing the state of aviation equipment

Vibroacoustic diagnostics of AT is also quite informative. It is based on the general principles of recognizing the states of technical systems based on the initial information contained in the vibroacoustic signal. The characteristics of the vibroacoustic signal accompanying the operation of the gas turbine engine are used here as diagnostic signs. As a rule, the vibration level of the engine is controlled using vibration transducers, which signal a possible malfunction in flight, but do not allow determining the specific place of its development. In bench tests, contactless discrete-phase methods are used to obtain information about vibration stress and oscillations of the compressor impeller blades. Their use requires rigid fastening of the engine to the stand and installation of special vibration transducers on the compressor casing and rotor. Currently, promising devices and methods of vibroacoustic analysis are being developed, which have not yet reached the stage of mass operational use. As mentioned, holographic and acoustic methods can make it possible to determine the most informative points on the engine body (amplitude, frequency and phase characteristics of vibration, which are associated with the state of individual units and parts). When processing information, the set of these parameters is associated with the state of the object W (t) at the moment (period) of time t. In this case, the set of possible states of the object is divided into two subsets. The subset W * is a set of operable states that have a margin of operability that determines the proximity of the object to the maximum permissible state. The subset W ** includes all conditions corresponding to the occurrence of failures in the engine operation.

To make a diagnosis, all possible states are divided into a certain number of classes Wi, i = 1,2, ... n, to be recognized. But if the number of classes in the subset W ** is determined by the number of possible failures, then it is practically impossible to classify according to the degree of performance in the subset W * due to the continuity of changes in these states in the space of diagnostic signs and time. In addition, such a classification is hampered by the multi-parameter nature of the object, which is a gas turbine engine.

If the defect is accompanied by increased vibroactivity, then it is important here to localize the sources of an increased level of vibrational energy. In this case, two possible options are distinguished: the noise sources are independent or statistically related. The level of difficulties due to the need to separate the influence of sources significantly reduces the information content of the vibration diagnostics of a gas turbine engine.

The measures that increase its information content include the following:

· Detailed experience of fine-tuning the engine in order to identify the most vulnerable spots, a clear division into a finite set of classes of states to be recognized - W = (W1, W2,…, Wm);

· Substantiation of reference values of vibration parameters;

· Selection of measuring instruments and their placement on the basis of the physical processes occurring in the gas turbine engine;

· Localization of radiation sources of increased vibrational energy in the engine under study;

· Determination of the dynamic characteristics of individual units, assemblies and the engine as a whole to build a diagnostic model;

· Development of algorithms for determining the current state of the gas turbine engine.

An important point is the formation of standards, which are averaged values for a given class of attributes. With the help of a set of classifying functions, the parameters of the vibroacoustic signal are recognized. In the decision-making subsystem, the actual state of the control object is determined by the current values of the parameters, which can be used as initial values when constructing algorithms for predicting possible failures.

Despite the above measures, the solution of the problem of localization of radiation sources of increased vibroactivity causes significant difficulties.

Recently, the method of optical holography, which has increased information content, has begun to find application in the vibration diagnostics of a gas turbine engine. A condition for its effective use is also the creation of standards (a library of vibration portraits of GTE defect states). First, a reference vibration portrait of a working engine is obtained, and then, introducing known characteristic defects, vibration portraits corresponding to specific defect conditions are obtained. Comparison of the latter with the reference one can make it possible to determine informative points on the engine surface that are sensitive to certain defects. To make a diagnosis, it is enough to identify the vibration portrait of the engine under investigation with the set available in the library. However, this method is not yet sufficiently developed in practice and is provided with equipment.

Diagnostics of AT based on the construction of diagnostic models is considered to be less informative, but more accessible. connections between the space of states and the space of diagnostic signs. At the same time, no importance is attached to the form in which this connection is presented.

A diagnostic model is considered to meet its purpose if it allows the following conditions to be met:

· Formulate the principles of dividing the set W into two subsets - workable W * and unworkable W ** states;

· Define a criterion for assessing the degree of performance of an object and its belonging to one of the classes in the subset W *;

· To establish the signs of the arisen failures (to distinguish the states in the subset W **).

Differential and algebraic equations, logical relationships, nodal admittance matrices, functional, structural, regression and other models are usually used as diagnostic models, which make it possible to relate the parameters of the technical state with the vibroacoustic state of the object. The main types of models include: structural and investigative; dynamic; regression.

The structural-consequence model of a diagnosed object is created on the basis of an engineering study of its structure and functioning, a statistical analysis of reliability indicators and diagnostic parameters. It should provide a visual representation of the most vulnerable and responsible elements, as well as the relationship between structural parameters and diagnostic features. This problem must be solved when building a model of any type. It is solved on the basis of statistical analysis, which is time consuming.

When constructing a dynamic diagnostic model, an object is considered as a multidimensional system with p inputs and n outputs. The equation of communication of the vector of input actions

X (t) = (х1 (t), х2 (t), ...., Хn (t))

and the vector of output signals

Y (t) = (y1 (t), y2 (t),…., Yn (t))

written in operator form

where B is the operator of the system, containing implicit data on the parameters of the technical state Zi of the system.

In fig. 4 shows the simplest model of a "black box".

A change in the parameters of a technical condition can cause a change in the operator at a constant X (t).

As a criterion for the operability of the dynamic link, the degree of correspondence of the actual operator Bi to the operator of the normal functioning of the Bio mechanism is taken, which can be estimated by the value of the residual in accordance with the diagram shown in Fig. 5., where X is the disturbing effect, Yo is the reaction of the nominal model of the investigated dynamic link, Y is the discrepancy, U is the diagnostic feature.

Rice. 4. Black box model

Rice. 5. The simplest dynamic link diagram

1 - dynamic link of the controlled object;

2 - forming link;

3 - nominal mathematical model

WITH help equations identification can to form model " black box " , diagnostic signs representing by myself natural frequencies, vibration decrement, etc. However, their specification depends on the understanding of the physics of processes, generated by a developing defect. To this we can add that using complex mathematical apparatus necessary for constructing models of this type, for solving practical tasks are often difficult.

The most effective is the method of constructing a regression model based on the use of the mathematical apparatus for planning an experiment. This method is used to search for a "characteristic" diagnostic feature that is unambiguously associated with any parameter of the technical condition. The modeling task is reduced to finding the regression coefficients and assessing the adequacy of the model in accordance with certain rules. In the process of processing the results of the experiment, the following values are estimated: the variance of the response function according to the results of parallel experiments; the variance of the reproducibility of the response function according to the results of all experiments; homogeneity of variances according to F - Fisher's criterion (regression coefficients; confidence interval of regression coefficients; model adequacy).

As a result of the analysis, a characteristic diagnostic feature is determined, which is a function of one argument. It should be noted that despite the significant level of development of vibration diagnostic models and algorithms for constructing diagnostic processes in general, in most cases, assessments of the state of the "norm - not norm" type are obtained, which in some cases is insufficient.

When solving problems of localizing vibration sources (increasing information content), as well as establishing links between structural parameters and signal parameters, an important place is given to decoding the latter. The vibroacoustic signal of any mechanism has a complex structure, depending on the dynamics of functioning and a set of component parts. At present, a number of dependences of the change in the characteristics of a vibroacoustic signal on the arising defects of typical elements of various mechanisms, including those used in aircraft engines, have been obtained. Vibration spectra are measured at several operating modes of the gas turbine engine for a more reliable comparison of the calculated frequencies with the real frequency spectrum of vibration. When a source of intense vibration is detected in a certain frequency band, its location is determined by the spatial distribution of the vibration level of the structure.

For some work processes, a certain relationship was found between operating and vibroacoustic parameters. For example, in compressors, the vortex noise is proportional to the 3.5-5th power of the relative flow velocity of the medium on the blade, and the continuous noise of rolling bearings is much less dependent on the load and the rotor speed. Therefore, if in this mechanism, with a change in the speed regime, the noise intensity increases proportionally, for example, to the 4th degree of the rotor speed, then we can conclude about its aerodynamic origin. In some cases, to identify the sources, the vibration mode is determined, i.e. measure the amplitude and phase, as well as the distribution of the exciting forces.

Thus, the methods of vibroacoustic diagnostics of gas turbine engines are based on the general principles of diagnostics of technical systems by indirect (generally uninformative) parameters. In addition, the area of their application is limited by the possibility of access to the engine, as well as by the imperfection of diagnostic tools and mathematical models connecting structural parameters with diagnostic features. Nevertheless, in a number of cases, it is possible to obtain a quantitative estimate of the operability margin of engine components based on the results of measuring vibroacoustic signals, which makes it possible to predict the values of the residual resources of the GTE elements.

2.3 Efficiency of tribodiagnostics of GTE elements

The process of destruction of wear parts, as a rule, begins with the destruction of the surface layer of the material under the action of high dynamic stresses, which manifests itself in the form of separation of material particles. This leads to an increased concentration of stresses at the points of separation and, as a consequence, to the further development of the fracture process. In this case, wear products are carried away by the oil circulating in the engine. Their presence and accumulation can serve as a signal of a malfunction.

In this case, the oil is the carrier of information about the state of the rubbing pairs. Experience shows that the time interval from the beginning of the destruction process of the surface layer to the moment of complete destruction of the part is, as a rule, large enough, which makes it possible to detect faults already at the initial stage of the wear process.

The amount and shape of wear products entering the oil depends on the rate of accumulation of wear particles.

The most common tribodiagnostics methods are: magnetic, spectral analysis, colorimetric, ferrographic, radioactive isotope method. Each of them is more informative than vibration diagnostics methods.

Magnetic method (in GA the PKM device is used, formerly POZH-M). The method is based on measuring the force of interaction of ferromagnetic oil particles with an artificially created external magnetic field. Since the amount of ferromagnetic metals in the operating oil of engines is usually significantly higher than other wear products, their determination can serve as an integral assessment of the degree of wear of rubbing engine pairs.

The electromagnetic control method, as a kind of magnetic method, is based on the interaction of the alternating magnetic field of the inductor with the electromagnetic field arising from the eddy currents of metal particles in the operating oil. The disadvantages of the method include the low sensitivity of the analyzers, their susceptibility to the influence of external alternating fields, as well as the impossibility of determining non-magnetic wear particles.

Emission-spectral method (in GA, devices such as MFS, MOA, Spektrooil are used). This method uses the phenomenon of the gas of the test substance glowing as a result of heating it to a temperature above 10000C. At such temperatures, the energy of motion of gas particles is such that when they collide, the processes of dissociation and ionization occur, as a result of which, along with atoms and molecules, free electric charges - ions and electrons - are formed in the gas. The heated, partially ionized, electrically conductive gas-plasma emits electromagnetic oscillations in the optical range of the spectrum. An essential component of this radiation is the line spectra of atoms, in which each element corresponds to its own wavelength of radiation of a certain intensity. By examining the spectrum, it is possible to determine the chemical composition of the gas forming it, and, consequently, the composition of the analyzed sample.

The intensity of analytical spectral lines (radiation power per unit volume of plasma) is proportionally related to the concentration of the corresponding elements in the sample. The installation allows you to determine not only the qualitative, but also the quantitative composition of the sample. To carry out a quantitative analysis, it is necessary to choose an adequate model of the spectroanalytical process (the relationship between the signal and the concentration of the element under study) and to carry out the calibration of the installation with its help.

X-ray spectral method (in the HA, the BARS-3, SPEKTROSKAN, BRA-17, PRISMA devices are used). The method is based on recording the wavelength and intensity of the characteristic fluorescent radiation of chemical elements that make up a "dry" oil sample. Characteristic radiation is quantum radiation with a line (discrete) spectrum that occurs when the energy state of an atom changes. The wavelength of characteristic radiation depends on the atomic number of a chemical element and decreases as it increases. The phenomenon of fluorescence is associated with the transition of atoms, molecules or ions from excited states to the normal state under the influence of characteristic radiation. The radiation is excited by X-rays directed at the oil sample. The characteristic radiation of the determined elements is separated from the secondary radiation of the sample by a crystal analyzer and is recorded using six selective X-ray filters and six proportional counters ("Spectroscan").

aviation diagnostics vibroacoustic technical

Rice. 6. Energy dispersive analyzer "Spectroscan Max"

The analysis begins with the installation of the analyzed sample into the sample-loading device of the spectrometer and lasts from 10 to 1000 sec. depending on the analyzed material and the required analysis accuracy. The radiation quanta are converted into voltage pulses, the rate of arrival of which is measured and displayed, and stored in the computer's memory, the values are printed out on a printer. The spectrometer is fully computer controlled.

Rice. 7. X-ray spectrum analyzer "PRISMA"

Scintillation method. The method of detecting charged particles by counting light flashes arising when these particles hit a zinc sulphide (ZnS) screen is one of the first methods for detecting nuclear radiation. Back in 1903, Crookes and other scientists showed that if you look at a zinc sulphide screen, irradiated by particles through a magnifying glass in a dark room, you can see the appearance of individual short-term flashes of light - scintillations. It was found that each of these scintillations is created by a separate particle hitting the screen. Crookes built a simple device called the Crookes spinthariscope for counting particles. The visual scintillation method was later used mainly to register particles and protons with energies of several million electron volts. We failed to register individual fast electrons, since they cause very weak scintillations. Sometimes, when a zinc sulphide screen was irradiated with electrons, it was possible to observe flashes, but this only happened when a sufficiently large number of electrons fell simultaneously on the same crystal of zinc sulphide. Gamma rays do not cause any flashes on the screen, creating only a general glow. This allows particles to be detected in the presence of strong radiation. The visual scintillation method allows registering a very small number of particles per unit time. The best conditions for counting scintillations are obtained when their number lies between 20 and 40 per minute. Of course, the scintillation method is subjective, and the results depend to some extent on the individual qualities of the experimenter. Despite its shortcomings, the visual scintillation method has played a huge role in the development of nuclear and atomic physics. With the help of it, Rutherford registered particles as they were scattered by atoms. It was these experiments that led Rutherford to the discovery of the nucleus. For the first time, the visual method made it possible to detect fast protons knocked out of nitrogen nuclei when bombarded with particles, i.e. the first artificial splitting of the nucleus.

The scintillation method of registration was revived in the late forties of the XX century. on a new basis. By this time, photomultiplier tubes (PMTs) had been developed, which made it possible to register very weak flashes of light. Scintillation counters have been created, with the help of which the counting rate can be increased by a factor of 108 or even more in comparison with the visual method, and it is also possible to register and analyze in energy both charged particles and neutrons and gamma rays.

A scintillation counter is a combination of a scintillator (phosphorus) and a photomultiplier tube (PMT). The set of the counter also includes a power supply source for the PMT and radio-technical equipment providing amplification and registration of PMT pulses. Sometimes the combination of phosphorus with a photomultiplier is produced through a special optical system (light guide). The principle of operation of the scintillation counter is as follows. A charged particle, falling into the scintillator, ionizes and excites its molecules, which after a very short time (10-6-10-9 seconds) pass into a stable state, emitting photons. There is a flash of light (scintillation). Some of the photons hit the photomultiplier photocathode and knock out photoelectrons from it. The latter, under the action of the voltage applied to the PMT, are focused and directed to the first electrode (dynode) of the electron multiplier. Further, as a result of secondary electron emission, the number of electrons increases like an avalanche, and a voltage pulse appears at the output of the PMT, which is then amplified and recorded by radio equipment. The amplitude and duration of the output pulse are determined by the properties of both the scintillator and the PMT. As phosphors are used: organic crystals, liquid organic scintillators, solid plastic scintillators, gas scintillators. The main characteristics of scintillators are: light output, spectral composition of radiation and duration of scintillations. When a charged particle passes through the scintillator, a certain number of photons with one or another energy appear in it. Some of these photons will be absorbed in the volume of the scintillator itself, and instead of them other photons with a slightly lower energy will be emitted. As a result of the reabsorption processes, photons will be released, the spectrum of which is characteristic of the given scintillator. It is very important that the spectrum of photons emerging from the scintillator coincides or at least partially overlaps with the spectral characteristic of the PMT. The degree of overlap of the external scintillation spectrum with the spectral characteristic of the given PMT is determined by the matching coefficient.

NPO Saturn OJSC became the first Russian enterprise that invested serious financial resources in the development of diagnostics technology based on the results of scintillation measurements of gas turbine engines of the D-30KP / KU / KU-154 series. a method of obtaining the maximum possible diagnostic information about the parameters of wear particles in the oil, in flushes from the oil filter, magnetic plugs, filter-signaling devices, etc. The use of a scintillation oil analyzer made it possible in diagnostic aviation practice to quickly assess not only the general technical condition of the engine according to the criterion "good "-" not serviceable ", but also separately assess the technical condition of transmission bearings and aircraft engine drive boxes.

Colorimetric method (instruments such as KFK-2, FEK-M are used in GA). The method is based on the Lambert-Beer law and the principle of measuring the transmittance of light through the medium under study. Light fluxes are alternately directed to the photodetector: full and passed through the reference and then the oil medium, then the ratio of these fluxes is determined. Either distilled water or oil that meets TU standards is used as a standard. According to the values of the optical-color characteristics of the investigated oil samples, the state of the friction units washed by the oil is judged.

The ratio of luminous fluxes, is the transmittance or the degree of transparency of the test solution

Optical density (D) is determined by the formula:

Organoleptic method. With this method, the degree of wear particles is detected visually or using any devices and devices (magnetic plugs, filters, alarms). As you know, various types of chip alarms (electronic, electromechanical, etc.) are used on engines. These alarms have one fundamental drawback, which is associated with the possibility of false alarms due to the accumulation of resinous substances in the oil and various kinds of foreign contaminants that are not related to the development of the defect. The alarms only register the presence of wear, but do not allow monitoring the rate of the accumulation of chips in the oil. Thus, this method is not sufficiently informative from the point of view of the accuracy of identifying the morphology of wear particles.

Ferrographic method (in GA, ferrographs of the PF, DR type are used, mainly imported). Ferrography is a microscopic analysis of particles separated from liquids. The method has a number of advantages over the methods mentioned above, the main of which is the low measurement error.

To assess the state of rubbing pairs, two types of ferrographs are used. It is an analytical ferrograph and a direct reading ferrograph. The latter estimates the mass concentration of impurities in the sample; with the help of an analytical ferrograph, the morphological signs of wear particles are studied in order to establish the "address" of the defect.

The particles, which, together with the oil, flow down the inclined surface of a plate made of quartz glass, are exposed to a graduated magnetic field, under the influence of which the Fe particles settle in decreasing order of their size. The minimum particle size is 3.0-5.0 microns.

The concentration of particles is "captured" in two areas: at the entrance to the deposition zone and at a distance of 4 mm from this zone. At these points, the intensity of light passing through the deposits is measured, which is proportional to the concentration of particles in the sample.

Radioactive isotope method

The use of the radioactive isotope method consists in installing an activated part on the engine, the wear of which must be determined. During engine operation, radioactive particles along with other wear products enter the oil. The wear rate of the part is determined based on the measurement of the radioactivity of the oil. The method is highly informative, because directly indicates the "address" of the defect. The main methods of oil activation are: installation of radioactive inserts on specified areas of the part surface; irradiation of parts with neutrons; the introduction of isotopes into metals during their melting; electrolytic coating of parts with a radioactive element.

The use of radioactive isotopes for the study of wear has a number of advantages. This method has high sensitivity and the ability to continuously record measurements directly while the engine is running. With its help, you can determine the wear of a given area of the part. In addition, the method allows one to study a number of issues related to the operation and wear of the engine: running-in of parts during starts, the nature of wear (corrosive, mechanical, etc.), oil consumption, etc.

However, the determination of the wear of parts by the method of radioactive isotopes presents a certain difficulty. To this it should be added that the application of the method is limited by the need for special preparation of the engine before testing, as well as biological protection of the operating personnel from radiation. The method allows you to estimate the wear of only one part (or a group of parts). The simultaneous separate determination of the wear of several parts is very difficult, because requires the use of isotopes with different radiation energies and special equipment for separate registration of these emissions.

2.4 Efficiency of diagnostics of liquid systems of aircraft and blood pressure

When diagnosing AT fluid systems in operation, portable and built-in tools are used. Most of the parameters characterizing the state of fluid systems are non-electrical quantities (pressure, temperature, flow rate of the working fluid, etc.). For the convenience of measuring and processing diagnostic parameters, it is necessary to transform them into electrical signals.

For this, various transducers are used, which are classified according to their principle of operation as follows, and their measurement functionality is indicated in brackets:

· Ultrasonic (consumption, parameters of the working fluid);

· Piezoelectric (pressure pulsations, vibrations);

· Induction (rotation frequency);

· Transformer (movement, pressure, consumption);

· Photovoltaic (rotation frequency, radiation intensity);

· Inductive (pressure, linear displacement);

· Thermocouples, thermal resistance (temperature);

· Strain gages (relative displacements);

Potentiometric (pressure, linear and angular velocities), etc.

Turbine flow meters of the RTSM type have an acceptable accuracy of flow measurement. In them, the measured volumes of liquid are cut off by a rotating impeller, and the frequency of its rotation indicates the value of the volumetric flow rate.

Spring-loaded pressure gauges are simple and reliable devices for measuring excess pressure, for the degree of vacuum - the so-called. vacuum gauges. Various types of membranes, bellows, selsyns, etc. are used as sensing elements in these devices.

Rice. 8. Leak detector IVU-002:

1 - electronic block-converter;

2 - ultrasonic probe with cable;

3 - software;

4 - connecting cord for recharging the battery;

5 - battery; 6- case

To register leaks of working fluid, special type recorders are used, called thermistors (semiconductor microthermal resistances). Thermistors are used to assess internal leaks in fluid systems. They are installed in the drain lines. The cause of internal leaks is usually the wear of spools, sealing sleeves and other elements in units of fluid systems that form friction pairs. Fluid pressure pulsations are transmitted to the body of the units with an ultrasonic frequency. The greatest vibration amplitude occurs in the place of the unit body where worn-out friction pairs are located. To measure vibrations and convert them into an electrical signal in GA, ultrasonic indicators such as TUZ-1, IKU-1, IVU-002/5-MP, T-2001, etc., called leak detectors, are used (Fig. 8). The leak detection method is quite informative, however, the conclusion about the malfunction of the units of the liquid-gas systems of AT is made on the basis of indirect signs, which to some extent reduces the information content.

2.5 Efficiency of GTE diagnostics by thermogasdynamic parameters

In accordance with generally accepted concepts, thermogasdynamic parameters include: pressure, temperature, pressure-temperature ratio, flow velocity, fuel and oil consumption, flow area of the flow path, thrust, and rotational speed of the rotors. The information content of the gas-turbine engine thermogasdynamic diagnostics is low.

The general approaches here do not differ from the approaches used in vibration or model diagnostics discussed above. There are only a few specific differences. Typically, for thermogasdynamic diagnostics of gas turbine engines, the method of mathematical modeling of the "behavior" of the above parameters during engine operation is used. There are deterministic, probabilistic and combined GTE models. In deterministic models, all relationships, variables and constants are specified precisely (which is very difficult in preventing failures). This condition provides the ability to unambiguously determine the resulting function. In probabilistic models, the corresponding laws of distribution of random variables are specified, which leads to a probabilistic estimate of this function. Deterministic models are used more often. Here, the signs of the state of the engine can be: thrust R, fuel consumption Cr, temperature of gases in front (T) or behind the turbine (Tg), parameters of the working fluid along the path, parameters of fuel, oil systems, etc. Examples of possible malfunctions are: burnout of turbine blades, combustion chambers, deformation of elements of the flow path, etc. Decisions are made based on critical deviations of thermogasdynamic parameters.

The change in gas temperature behind the turbine is compared with a reference mathematical model. The reference model is built from the original engine data. The temperature is controlled during takeoff, which corresponds to the control temperature behind the turbine. In some cases, the temperature T, as well as the parameters Tn and Pn, are used to calculate the engine thrust and compare it with the thrust that should be in specified conditions.

Certain possibilities are incorporated in the "fuel consumption" diagnostic parameter. Experience shows that damage to the gas-turbine engine flow path increases fuel consumption by 120-150 kg / h while changing other thermodynamic parameters. Fuel consumption reflects well the state of the combustion chambers and turbine nozzles. However, accurate flow measurement is difficult due to flow meter errors caused by the need to take into account the density of kerosene at different temperatures.

Under certain conditions, GTE diagnostics can also be carried out by the fuel pressure in front of the Pf injectors, but here, too, measurement errors can play a decisive role.

To minimize the errors in assessing the state of the gas turbine engine based on the results of the measured thermogasdynamic parameters, the values of the parameters lead to standard conditions, and their measurement should be carried out at the same altitudes and engine operating modes.

The results of research in the field of thermogasdynamic diagnostics of gas turbine engines made it possible to establish that the most sensitive and informative indicator of the state of the flow path of engines is the adiabatic efficiency of the turbine m. before the turbine Tg *. This dependence will be empirical and specific to this type of engine.

Deterministic models for diagnosing a gas turbine engine can be expressed through a system of equations of the engine state, by solving which it is possible to form a diagnosis, make a prediction and give recommendations on preventing or eliminating a possible failure. Diagnostic equations are a finite set of expressions constructed for the increment of air flow rate, gas temperature in front of the turbine, specific flow rate, and other thermogasdynamic parameters. The right side of these equations contains deviations of the parameters, which are determined by comparing the current values with the reference values (at a certain engine operating mode).

The most important stage of thermogasdynamic diagnostics of gas turbine engines is the drawing up of diagnostic equations. The number of diagnostic equations is determined by the classes of possible states of the GTE.

Recently, for the diagnostics of gas turbine engines, it has been proposed to use complex parameters, which in analytical form relate several parameters to each other and, thus, most fully characterize the working processes occurring in the engine. So, to diagnose HPT, a number of enterprises use the ratio of the gas temperature behind the turbine Tg to the oil pressure in the Rikm torque meter. In this case, the relative deviation of the controlled parameter from the reference parameter is used as a criterion for assessing the state of the engine by a complex parameter:

K = Vzam-Ve,

where Vzam = Tg / Rikm is a complex parameter reduced to standard atmospheric conditions. The use of this value to monitor the technical state of the HPT during bench tests, as well as in operating conditions, turned out to be effective for assessing the engine's performance.

2.6 Methods for diagnostics of the gas-turbine engine flow path

Along with the above-described methods of control and diagnostics of AT, the most general and operational information about the state of critical units and engine parts, such as compressor and turbine blades, combustion chambers, discs, body welds, etc., is provided by optical control methods using borescopes. , fiberscopes and endoscopes. These devices successfully detect a wide group of defects such as: cracks, burnouts, warpage (violation of the macrogeometry of parts), corrosion, erosion, depletion of contact surfaces, wear of elements of labyrinth seals, carbon formation, etc.

To date, a number of domestic and foreign manufacturers of endoscopes offer their products on the Russian market: Intek, Karl Storz, Namikon, Olympas, Optimized, Richard Wolf, Machida, SiMT "," Kazan Optical and Mechanical Association "," Tochpribor "," Everest-VIT "and others. Existing optical devices for detecting these defects can be conditionally divided into three groups.

The first group of devices is straight endoscopes with lens optics, end and lateral vision, with straight and angled eyepieces. These devices differ in diameter and length of the working part. They have different optical characteristics and different mechanization. This group includes such devices as N-200, USP-8M, RVP-491 and a number of others.

Endoscopes are designed for inspection and detection of surface defects (cracks, nicks, notches, etc.) on the rotor blades of all compressor and turbine stages of engines in operation. The design of the device allows the operator, without changing his position, to inspect all surfaces located around the working part of the endoscope. In preparation for operation, the device is connected to a source of electric current and introduced through the inspection hatch in the housing into the flow path of the engine.

The USP-8M endoscope is used for inspection and detection of defects on the nozzle apparatus of the first stage turbine, nozzles and walls of the combustion chamber. Structurally, it consists of a tube with a lens, an illumination device and an eyepiece.

The RVP-491 endoscope is designed to inspect the turbine rotor blades and is similar in design to the USP-8M endoscope. For fixing the objective at a certain distance from the object, as well as for the convenience of working with the device during inspection, there is a stop with which the device is installed on the edge of the examined blade.

The second group of devices includes endoscopes with one or more movable links interconnected by universal optical hinges. Their distinctive feature is the ability to inspect curved channels.

The N-185 endoscope is designed to detect cracks on the intermediate ring of the nozzle apparatus of the first stage of the engine turbine by an indirect method, which consists in examining the rear inner shell of the turbine in order to detect discoloration on it formed from gases escaping from the inner contour of the engine through cracks (if any ) on the intermediate ring of the nozzle apparatus. Structurally, the device is a tube consisting of an objective part with rotary and fixed links ("knees") of the main, intermediate, three extension tubes and an eyepiece. A lighting device is mounted on the movable link of the objective part. All parts of the device can be easily assembled and disassembled without the use of tools. The H-170 endoscope is designed to inspect and detect defects on the nozzle of the first stage of the turbine, nozzles and parts of the combustion chamber. The device is a rather complex articulated lens system, consisting of a head link with a lens and a lighting device, several intermediate links and an eyepiece link, interconnected by optical hinges. Due to the large number of degrees of freedom, the device penetrates through a complex curved channel - inspection hatches in the engine shells and an annular combustion chamber, thereby providing control of the lower part of the nozzle apparatus, nozzle plate and combustion chamber elements on engines that do not have lower hatches.

...

"Department of Technical Operation of Aircraft and Aircraft Engines OF Mashoshin. DIAGNOSTICS OF AIRCRAFT EQUIPMENT (information basis) Recommended by the Educational Methodological ..."

-- [ Page 1 ] --

FEDERAL AIR TRANSPORT AGENCY

FEDERAL STATE EDUCATIONAL

ESTABLISHMENT OF A HIGHER PROFESSIONAL

EDUCATION

"MOSCOW STATE TECHNICAL

UNIVERSITY OF CIVIL AVIATION "

Department of Technical Operation of Aircraft and Aircraft Engines O. F. Mashoshin

AIRCRAFT DIAGNOSTICS

(informational basis) Recommended by the Educational and Methodological Association of universities of the Russian Federation for education in the field of operation of aviation and space technology for interuniversity use as a teaching aid Moscow - 2007 BBK 056 М38 Published by the decision of the Editorial and Publishing Council of the Moscow State Technical University GA Reviewers: Dr. ... and econ. Sciences, prof. E.Yu.Barzilovich;

Dr. Tech. Sciences, prof. V.A. Pivovarov.

Mashoshin O.F.

М38 Aviation equipment diagnostics. Tutorial. - M .: MGTU GA, 2007 .-- 141 p.

ISBN (978-5-86311-593-1) The textbook examines a set of issues related to the theoretical foundations of technical diagnostics, from the standpoint of information support for the diagnostic processes of aircraft and aircraft engines.

Against the background of consideration of classical interpretations and theoretical provisions of technical diagnostics, the manual sets out issues related to the information potential of both monitored parameters and diagnostic methods and selection, first of all, of those that have the maximum information content. Also, considerable attention is paid to information theory in relation to solving diagnostic problems.

The manual is published in accordance with the curriculum and program of specialty 160901 in the discipline "Diagnostics of aviation equipment"

for full-time students of IV and V courses, and can also be useful for undergraduates and postgraduates studying the problems of diagnostics in aviation.

Considered and approved at the meetings of the department on 06.03.07 and the Methodical Council on 13.03.07.

Preface Introduction Glossary of terms and concepts Chapter 1. Fundamentals of technical diagnostics 13

1.1. The main directions of technical diagnostics 13

1.2. Technical di tasks

- & nbsp– & nbsp–

FOREWORD

The discipline "Diagnostics of aviation technology" is one of the main disciplines for the training of students of the Faculty of Mechanics.

The purpose of its teaching is dictated by the requirements of the qualification characteristics of students - graduates of the specified specialty in the acquisition of knowledge and the formation of skills in the field of control of the technical condition of aircraft and engines of GA during operation, which make it possible to scientifically and technically reasonably solve modern problems of diagnostics of aviation equipment.

It should be noted that the presented tutorial focuses on the informational component of the diagnosis, its foundations. For the reader's judgment, along with the classical approach to presenting the material, an unconventional method is proposed that reveals both the technical side of diagnostics and philosophical views, aspects - the essence of the formation of the flow of information in general and information support of the diagnostic processes in particular.

According to the Second Law of Thermodynamics, in the world around us, any state of the system, obtained from various sources of information, tends to disorganization, and subsequently is unstable and fragmented. In this regard, it is important to identify and understand the essence of the concept - "information potential", which is understood as the underutilized opportunity to take into account the information significance of both the diagnostic object, diagnostic methods, and the controlled parameters of any technical system subject to diagnosis.

Thus, in this textbook, attention is focused on the formation of diagnoses, taking into account the value of the received information of the controlled parameters, i.e. their underutilized information potential, which will allow the attentive reader

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INTRODUCTION

The term "DIAGNOSTICS" of Greek origin (diagnostikos), consisting of the words - dia (between, apart, after, through, time) and gnosis (knowledge).

Thus, the word diagnostikos can be interpreted as the ability to recognize. In the ancient world, diagnostics were people who, after battles on the battlefields, counted the number of killed and wounded.

In the Renaissance, diagnosis is already a medical concept, meaning the recognition of a disease. In the XIX - XX centuries. this concept began to be widely used in philosophy, and then in psychology, medicine, technology and other fields. In a general sense, diagnostics is a special kind of cognition, located between the scientific knowledge of the essence and the identification of any single phenomenon. The result of such knowledge is a diagnosis, i.e.

conclusion about the belonging of an entity, expressed in a single phenomenon, to a certain class established by science.

In turn, recognition is the teaching about the methods and principles of recognizing diseases and about the signs that characterize certain diseases. In the broad sense of this word, the recognition process is used in all branches of science and technology, it is one of the elements of knowledge of matter, that is, it allows you to determine the nature of phenomena, substances, materials and specific objects. From a philosophical and logical point of view, the term "diagnostics" can be legitimately used in any branch of science. Thus, technical diagnostics is the science of recognition (assignment to one of the possible classes) of the state of a technical system. When diagnosing, the object is established by comparing the knowledge accumulated by science about the group, the class of the corresponding objects.

Let's introduce one more term - "individuality". Individuality is the uniqueness of an object, its identity, equality with itself.

There are no, and cannot be, two objects identical to each other in nature.

The individuality of an object is expressed in the presence of a unique set of features that no other similar object has. Such signs for the subject of diagnosis are size, shape, color, weight, material structure, surface relief and other signs. For example, for a person, these are the features of the figure, the structure of the head, face and limbs, the physiological characteristics of the body, the characteristics of the psyche, behavior, skills, etc. For technical objects - changes in physical and mechanical properties, diagnostic criteria, technical parameters in various operating conditions.

Since the objects of the material world are individual, identical with themselves, then they, therefore, have individual characteristics and properties. In turn, these features of objects are changeable and are displayed on other objects. This means that the mappings are also individual, with the property of variability.

On the other hand, all objects of the material world undergo continuous changes (a person gets old, shoes wear out, etc.). In some, these changes come quickly, in others - slowly, in some, the changes may be significant, and in others - not so significant.

Although objects change constantly, over a certain period of time they retain the most stable part of their characteristics, which allow identification. Here, identification is understood as the identification between the regularities of the manifested diagnostic parameters and one or another state of the object. When identifying a specific object, attention is most often paid to the threshold values of any physical quantities, while diagnostic signs that indicate a change in the state of an object in the process of its recognition play an important role. The property of material objects to preserve the totality of their characteristics despite their changes is called relative stability.

It should be noted that dictionaries and encyclopedias still identify diagnostics and the term "diagnosis" more often with a medical type of recognition, meanwhile, this type of cognition is widespread in a wide variety of areas of scientific and practical human activity.

Diagnostics, as a scientific discipline and as an area of scientific and practical activity, is socially conditioned, changing in the course of the historical development of society. Its modern development in the century is carried out in the direction of expanding the XXI possibilities of a faster and more accurate approach to the goal, recognizing the reasons for deviations from the norms of a technical object. In turn, the development of diagnostics is characterized by uneven variability of its individual sides, as well as the influence on each other of various signs and parameters of controlled objects from the standpoint of information content, and often even from the standpoint of redundancy of the information flow. This applies to all levels and sections of the diagnostics.

I hope that those readers who are inclined to think seriously about the main issues of scientific knowledge, who have a craving for independent thinking, who are looking for something new, unusual, going beyond the usual framework, will leave their feedback and critical remarks after reading this manual.

10 Glossary of terms and concepts Technical diagnostics is based on a number of specific terms and concepts established by state standards (GOST 26656-85, GOST 20911-89). Below are data according to GOST, OST, STP, as well as taken from scientific, technical and educational literature.

Let's selectively focus on the basic terms.

Technical condition - a set of properties of an object that are subject to change during operation, characterized at a certain point in time by the specified requirements and features established by the NTD.

The object of diagnostics is a product or its component part, which is the subject of work in the process of diagnostics.

Diagnostics is the process of determining the type of technical condition of an object or system.

Diagnostic sign is an individual characteristic of the state or development of an object, process, characterizing its property, quality.

Diagnostic parameter is a digitized physical quantity that reflects the technical condition of an object and characterizes any property of an object in the process of its diagnosis.

Criterion - (from the Greek. Kriterion) a sign on the basis of which an assessment, definition or classification of something is made; yardstick of assessment.

Malfunction (faulty state) - the state of an object in which it does not meet at least one of the requirements established by the NTD.

Serviceability (serviceable condition) - the state of an object in which it meets all the requirements established by the NTD.

Serviceable state is the state (operability) - of an object, a product, in which it is able to perform the specified functions, keeping the values of the specified parameters within the established NTD.

Inoperable state (inoperability) - the state of an object, product, in which the value of at least one parameter characterizing the ability to perform specified functions does not meet the requirements of the NTD.

Failure is an event consisting in a violation of the operational state of the diagnostic object.

Defect - each individual non-compliance of an object with the requirements established by the NTD.

Traceability property characterizing

- the suitability of the object to carry out its control by the specified methods and means of technical diagnostics.

Diagnostic program a set of algorithms

- diagnostics, lined up in a certain sequence.

Reliability is the property of an object to persist continuously

- performance for a certain time or operating time.

Reliability is the property of an object to perform specified functions, keeping in time the values of the established performance indicators within the specified limits, corresponding to the specified modes and conditions of use, maintenance, storage and transportation modes.

Durability is the property of an object to remain operational until the onset of a limiting state with an installed maintenance and repair system.

Forecasting is the process of determining the technical state of the object of control for the coming period of time in a certain interval.

Operating time - the operating time of the object (in hours, plantings, cycles, years).

A priori - (from the Latin apriori - from the previous) the concept of logic and the theory of knowledge, characterizing knowledge that precedes experience and is independent of it.

Dissipation - (from Latin dissipatio dissipation) - 1) for energy - the transition of the energy of ordered motion (for example, the energy of an electric current) into the energy of the chaotic movement of particles (heat); 2) for the atmosphere, the gradual volatilization of atmospheric gases (earth, other planets and cosmic bodies) into the surrounding space.

Resource - the duration of the object's operation (in hours, plantings, cycles).

Non-destructive control - quality control of a product, product, object, which must not violate the suitability for its intended use.

A control method is a set of rules for applying certain principles to control.

Method of control - a set of rules for the application of certain types of implementation of control methods.

Control means - a product (device, flaw detector) or material used to carry out control, taking into account the variety of methods, control methods.

Automated diagnostic system - a diagnostic system in which diagnostic procedures are carried out with partial direct participation of a person.

Automatic diagnostic system - a diagnostic system in which diagnostic procedures are carried out without direct human participation.

Tribodiagnostics - (from Lat. Tribus, tribuo - to divide, distribute) the area of diagnostics, which determines the technical condition of rubbing parts based on the analysis of wear products in the lubricating oil.

Chapter 1. Basics of technical diagnostics

The main directions of technical diagnostics 1.1.

Technical diagnostics studies methods of obtaining and evaluating diagnostic information, diagnostic models and decision-making algorithms. Technical diagnostics is the process of determining the technical state of an object with a certain (TS) accuracy. The purpose of technical diagnostics is the effective organization of the diagnostic processes of aviation equipment (AT) during the manufacture, operation, repair and storage, as well as increasing its reliability and resource with high-quality technical maintenance (MOT), safe and reliable operation.

When diagnosing, the state of the object is determined at a given time, for the upcoming and past periods of work.

The glider, engine, functional AT systems are subject to continuous, qualitative changes. The direction of these changes is predetermined by the second law of thermodynamics, which states that ordered systems (including all technical devices) tend to spontaneously break down over time, i.e.

lose the orderliness inherent in them during creation. This tendency manifests itself with the combined action of numerous disorganizing factors that cannot be taken into account in the design and manufacture of AT, therefore the quality change processes seem irregular, random, and their consequences are unexpected.

When operating an AT according to its actual technical condition, it is important to ensure the required efficiency of maintenance.

For this purpose, early diagnostics is used, which makes it possible to detect AT malfunctions with anticipation at such a stage of their development, which allows, albeit limited, but safe continuation of operation.

Due to the early detection of defects and malfunctions, technical diagnostics can eliminate failures during maintenance, which increases the reliability and efficiency of the AT operation. This means that diagnostics, improving and developing, develops into predicting the states of AT, which is one of the areas of technical diagnostics.

Here, decisions should be based on failure models studied in reliability theory. When forecasting, the choice of the type of model and its justification are very important, since the forecast carried out according to different models gives significantly different results. It should be noted that forecasting using diagnostic models can be carried out not only by extrapolation, but also in the direction of decreasing the operating time by interpolation. This prediction of the past state is called genesis. Genesis is necessary when assessing the state of an object prior to failure.

Thus, drawing a line under the above, one should focus on three main areas, around which the ideas about classical and applied problems in the field of theoretical and practical diagnostics, its informational components - genesis, diagnosis, prognosis, are based.

Technical diagnostics tasks 1.2.

Technical diagnostics of AT solves a wide range of problems, but the main one is the recognition of the states of technical systems in conditions of limited information. Solving diagnostic problems (assigning an object to a working or faulty state) is always associated with the risk of a false alarm or missing a defect.

It should be noted that malfunctions threatening destruction of AT objects during their development can be broadly divided into three groups:

1) malfunctions very quickly (within fractions of a second or a few seconds) turn into an accident, or, which is almost the same, malfunctions that are detected too late using the available diagnostic tools;

2) malfunctions that can develop into an accident within a few minutes, as well as malfunctions, the nature and rate of development of which cannot be reliably predicted on the basis of the achieved level of knowledge.

The occurrence of such malfunctions should be accompanied by an immediate signal to the crew of the aircraft to the personnel (or the test bench) to attract attention, assess the situation and take the necessary measures;

malfunctions that develop relatively slowly or 3) are detected by available diagnostic tools at such an early stage that their transition to an accident during the course of a given flight can be considered practically excluded. Early detection of just such malfunctions is the basis for predicting the AT states.

One of the practical tasks of diagnostics research in the field of dynamics of development of AT malfunctions is to maximally reduce the number of malfunctions of the first and second groups and gradually "transfer" them to the third, thus expanding the possibilities of early diagnosis and long-term prediction of AT states. A high degree of anticipation of the diagnosis not only increases flight safety (FB), but also contributes to a significant reduction in operating costs associated with disruption of flight regularity and repair of aircraft.

The experience of operating AT for solving diagnostic problems shows that in order to make a correct diagnosis, it is necessary at the first stage to know in advance all possible states, based on a priori statistical data and the probabilities of situations, as well as an array of diagnostic signs that respond to these states. As already noted, the process of qualitative change in the technical properties of AT occurs continuously, which means that the set of its possible states is infinite and even uncountable. One of the tasks of diagnostics is to split the set of states into a finite and a small number of classes. Each class combines states that have the same properties, selected as classification features.

In this case, the statistical base of the parameters obtained by the above diagnostic methods should be unbiased and real.

Not all parameters that can be used in diagnostics are equivalent in terms of the content of information about functioning AT systems. Some of them provide information about many properties of working modules at once, others, on the contrary, are extremely poor. Of course, preference should be given to diagnostic parameters that are fluctuating in nature, rather than those that are constant or change very slowly. For example, the noise of an aircraft engine and its vibration in terms of the amount of information introduced have a great advantage over such stable inert signals as the coolant temperature, shaft rotation speed, etc., although these parameters, like noise and vibration, depend on the state of the operating aircraft engine. Therefore, at the second stage, it seems interesting to consider the problems of interrelation of diagnostic parameters, their change and possible influence on each other, as well as to assess the significance of signs of different functional parameters of AT.

It is only necessary to find a physical interpretation of abstract formulas and ways of practical implementation of the approaches prescribed by them. Thus, at the third stage, it is necessary to confirm, using the well-known principles of information theory, the significance of diagnostic signs, and with this in mind, form a diagnosis, and in the future, carry out a prediction of pre-failure conditions. This part of the work is associated with the greatest difficulties, since functional AT systems are multi-parameter, but not all parameters are equally essential (informative) in certain specific conditions.

Let us turn to the classical interpretation of the structuring of diagnostics according to Birger I.A. only with some addition to this scheme (Fig. 1.1) [4].

TECHNICAL

DIAGNOSTICS AT

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The presented enlarged structure is characterized by two interrelated directions: the theory of recognition and the theory of information content. The recognition theory is supplemented with new classification elements and includes sections related to the construction of recognition algorithms, decision rules for the identification of objects of control and diagnostic models and their classification. The theory of information content in this context implies obtaining diagnostic information using known methods and diagnostic tools, automated control with the development of troubleshooting algorithms, and minimizing the diagnosis process.

Another range of tasks in the field of technical diagnostics is associated with the continuous introduction of diagnostics systems into the practice of operational GA enterprises. A condition for their implementation is the availability of special diagnostic techniques and programs, as well as decision-making algorithms for the further operation of the AT. At the same time, the necessary conditions are the availability of modern instrumental, metrologically certified equipment and personnel of the corresponding qualification level.

In the following chapters of the manual, theoretical and informational aspects of the methods of making a technical diagnosis are presented, methods of diagnostics of aviation equipment are considered from an informational standpoint, and specific examples in the field of information diagnostics are given.

Chapter 2. Theoretical and informational aspects of technical diagnosis

2.1. Basic philosophical views of information theory Let us consider how the concept of "information" has changed in different periods of the development of diagnostics and in its different contexts. Various researchers have proposed both different verbal definitions and different quantitative measures of information. Analysis of the history of the term "information"

allows a deeper understanding of some modern aspects and discrepancies in its use. The Latin word "information" means: giving shape, properties. In the XIY century, this was the name given to the divine "programming" of the investment of the soul and life into the human body. Around the same time, the word "information" began to mean the transfer of knowledge through books. Thus, the meaning of this word shifted from the concepts of "inspiration", "revival" to the concepts of "message", "plot".

Currently, we say that we receive information (information) when we learn something about an event, the result of which was not predetermined;

and the more expected and probable the event is, the less information we receive. Scientific concepts of information and quantitative (probabilistic) measures of its assessment are based on such rational ideas about how uncertainty decreases when obtaining certain information.

The fundamental works in this direction are the articles by R. Hartley (1928) for equiprobable events and K. Shannon (1948) for sets of events with different probabilities.

It should be noted that the work of our compatriot V.A. Kotelnikov on the quantization of electrical signals, containing the famous "counting theorem". However, in the world scientific literature it is believed that exactly 1948 is the year of the birth of information theory and a quantitative approach to information processes.

The appearance of these works was due to the rapid development of technical means of communication and the need to measure the transmitted information. The theory of information "volumes" (quantities) arose in the depths of the theory of communication, as its apparatus and foundation. This is reflected already in the title of K. Shannon's fundamental work "The Mathematical Theory of Communication". At the same time, the author himself was against the extension of his approach to other scientific areas: he wrote about the specifics of communication problems, about the difficulties and limitations of his theory.

However, the next three decades became a period of the broadest expansion of information-theoretic concepts - the development of both information theory itself and its various applications, thanks to which a real general scientific, philosophical and informational paradigm was formed. Involved in this process were both "pure" mathematicians and specialists in systems theory, physicists, chemists, biologists, representatives of practically all the humanities.

For this "explosion" there were certain preconditions formed by the development of physics. The mathematical expression for the amount of information, introduced by R. Hartley (2.1) and generalized by K. Shannon (2.2-2.3), is a "copy"

the famous L. Boltzmann formula for the physical entropy of a system. This "coincidence" is far from accidental - it testified to some deep common processes. A universal measure of the heterogeneity of systems was required, which would make it possible to compare their complexity and diversity. Later, this measure was used both, for example, in thermodynamics (in ideal gas models) and in the diagnosis of material objects (in the analysis of the operation of functional systems, pattern recognition, in solving the problems of making a diagnosis).

The penetration of thermodynamic concepts into information-theoretic research led to a rethinking of the works of the classics of thermodynamics and statistical physics. The publications of the period under consideration mention the works of P. Laplace, R. Mayer, D. Joule, G. Helmholtz, S. Carnot, R. Clausius, J. Thompson, Nernst, J. Gibbs, L. Boltzmann, J. Maxwell, L. Szilard and other physicists.

The founders of information theory tried to extend the concepts of thermodynamics and statistical physics to the rank of system-wide models. The work of L. Brillouin, who, on the basis of the concept of the "negentropic principle"

substantiated the connection between the concept of the amount of information and the concept of physical entropy. Using modern terms, it should be noted that the subject of not only these first, but also most of the later information-theoretic works was only “microinformation” information that the system does not remember and which is a measure of the diversity of possible microstates that determine the macrostate of the system.

The development of theoretical thermodynamic concepts led, in particular, to conclusions about the possibility of constructing statistical both equilibrium and nonequilibrium thermodynamics on the basis of information theory, and subsequently - to the construction (including experiments) of a thermodynamic theory of information processes, in which connections between information and energy characteristics.

There is another approach to the concept of information, covering the structure and relationships of systems. In 1936, A. Turing and E. Post independently developed the concept of an “abstract computing machine”. Then A. Turing described a hypothetical universal converter of discrete information (“Turing machine”).

The beginning of understanding the essence of information as a universal property of matter was laid by N. Wiener. In 1941 he published his first work on the analogies between the work of a mathematical machine and the nervous system of a living organism, and in 1948 - fundamental research or control and communication in an animal and "Cybernetics, a machine." According to the author's intention, this monograph was to become the science of management, uniting all types of management in animate and inanimate nature. No wonder N. Wiener used to name a new science the term proposed by Ampere in his classification of sciences. Ampere, as you know, suggested calling the science of state administration cybernetics.

The proposed information formula “Information is information, not matter or energy”, recorded as a discovery in the International Registration Chamber of Information and Intellectual Novelty, is interpreted as follows: “Information is a universal property of the interaction of the material world, which determines the direction of movement of energy and matter. This universal, non-material property of the interaction of the material world includes primary and secondary information. At the same time, primary information means the direction of movement of a substance, in which not only the direction of its movement in space arises, but also a form (structure, morphology) as a result of the direction of movement of the elements that make up the substance, and secondary information is a reflection of the primary in the form of a form (structure , modulation) of spatial forces accompanying any movement of matter. The discovery can be used to study processes and phenomena that currently do not have scientific substantiation, in physics, chemistry, biology, medicine, economics and other areas of human knowledge. "

It follows from this that information combines three fundamentally different types of direction of movement, form

- (structure) of the substance and the form (structure, modulation) of the fields surrounding the substance, which we observe as a result of the action of spatial forces accompanying the movement of the substance. However, N. Wiener could not explain the relationship between the information interaction mechanism and the control mechanism.

The need for two fundamentally different approaches to the construction of information theory was pointed out by J. Neumann, who noted that the probabilistic-statistical approach is necessary for the informational description of two different processes (systems) - statistical and dynamic.

It is no coincidence that the concept of information has turned out to be key for rapidly developing disciplines, both general scientific and special ones. This was caused by the rapid success of experimental and analytical research more than half a century ago, in 1948, when the concepts and foundations of the mathematical apparatus of general information theory for analyzing the states of systems were created.

The works of the English scientist W. Ashby were of great importance for understanding the essence of information, however, and they could not restrain the transformation of cybernetics as a science of control, into the science of processing information using computers. Mathematics interfered:

the formula for measuring information, proposed by N. Wiener and K. Shannon, "overshadowed" the physics of information from scientists, which N. Wiener and W. Ashby spoke about. Moreover, the interference of such well-known physicists as E. Schrödinger and L. Brillouin in the clarification of the essence of information, only exacerbated the problem: information began to be opposed to the entropy of energy, since the mathematical expression for measuring the amount of Wiener-Shannon information in form coincided with the mathematical expression for the entropy of the Boltzmann-Planck energy.

It was believed that "real information" could not be measured, because until the end it was unclear what the real information was.

In the theory of communication according to K. Shannon, information appears in the form of various messages: for example, letters or numbers, as in telegraphy, or a continuous function of time, as in telephony or radio broadcasting, but in any of these examples, this represents the transmission of the semantic content of human speech. In turn, human speech can be presented in sound vibrations or in written form. This amazing property of information - to represent the same semantic content in a very different physical form - drew the attention of researchers W. Ashby. This property of secondary information is called encoding. In order to communicate with other people, a person has to constantly deal with encoding, transcoding and decoding. It is clear that secondary information can be transmitted over communication channels in a variety of coding systems. One of the tasks set by K. Shannon was to define a coding system that would optimize the speed and reliability of the transmission of secondary information.

To solve this problem, K. Shannon used the mathematical apparatus created back in 1928 by R. Hartley in his work "Information Transmission". It was R. Hartley who introduced into the theory of information transmission the methodology of "measuring the amount of information", which is "a group of physical symbols - words, dots, dashes, etc., which, by general agreement, have a certain meaning for the corresponding parties."

Thus, the task was to introduce some kind of measure for measuring the encoded information, or rather the sequence of symbols used to encode secondary information.

Considering the transmitted information in the form of a certain sequence of characters, for example, an alphabet, and the transmission and reception of this information in the form of successive selections from this alphabet, R. Hartley introduced the concept of the amount of information in the form of the logarithm of a number, the total number of a possible sequence of characters (alphabet), and the unit of measurement this information is determined - the base of this logarithm. Then, for example, in telegraphy, where the length of the alphabet is exactly two (dot, dash), at the base of the logarithm 2, the amount of information per symbol is H = log 22 = 1 bit (1 binary unit). (2.1) Similarly, with the length of the alphabet 32 letters: H = log2 32 = 5 bits (5 binary ones).

Shannon K., using the methodology of R. Hartley, drew attention to the fact that when transmitting verbal messages, the frequency of using different letters of the alphabet is not the same: some letters are used very often, others rarely. There is also a certain correlation in the letter sequences, when the appearance of one of the letters is most likely followed by a specific other. Having introduced the indicated probabilistic values of p into R. Hartley's formula, K. Shannon obtained new expressions for determining the amount of information. For one character, this expression takes the form:

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Expression (2.3), repeating in form the expression for entropy in statistical mechanics, K. Shannon called by analogy entropy.

This approach has fundamentally changed the concept of information. Information is now understood not to be any messages transmitted in the communication system, but only those that reduce the uncertainty of the recipient of information about the object, and the more this uncertainty decreases, i.e. the more the entropy of the message decreases, the higher the information content of the received message. Entropy is the minimum of information that needs to be obtained in order to eliminate the uncertainty of the alphabet used by the information source.

The form of information (structure, modulation of physical fields), which carries the semantic content of this information, realizing it through the information interaction of matter, is secondary information.

It is easy to understand that the semantic content of secondary information in human society is knowledge about the world around us,

- defining human behavior, because relying on this knowledge, a person interacts with nature and material objects.

Secondary information exists objectively, independently of the will and consciousness of people. Secondary information, for example, can manifest itself in the form of electromagnetic, gravitational fields, recorded by the organoleptic senses of a person.

A person perceives the world through images, but, analyzing what he sees, he thinks in words. This means that figurative secondary information about the world around us in its natural holographic form and recoded secondary information in the symbolism of our language are simultaneously stored in our memory. Each person is constantly engaged in coding and re-coding, observing the world around him.

In this case, the symbolic information stored in memory can be analyzed quantitatively according to E. Hartley or K. Shannon, using the same alphabet and binary number system. Real information is not really measured, since there are no reference standards. However, it can be classified and defined as a more significant component for making a diagnosis.

It should be noted that an important role in the development of information theory was played by mathematical research - the works of A.N. Kolmogorova, M.M. Bongard, which led to new definitions in information theory. The amount of information was considered as the minimum program length (complexity) that allows one to uniquely transform one set into another. These approaches made it possible to greatly expand the range of specific tasks, in particular, to involve the power of electronic computing technology in many studies.

Technical systems immediately became very promising objects for diagnostics. On the one hand, these are physical, material objects available to various methods of experimental research. On the other hand, information exchange is the most important characteristic of the behavior of this object. The presence of information exchange, common to any technical objects, makes it possible to carry out their (systems), diagnostics based on information theory, i.e. use it to provide processes for recognizing AT states.

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2.2.1. The law of preservation of information retains its meaning unchanged "Information while the information carrier remains unchanged is a material object." The law of preservation of information is, first of all, a manifestation of one of the most important properties of information - the independence of information from time. As the non-material side of matter, information cannot exist on its own without the material side. However, there is a distribution of primary and secondary information on the time scale.

Secondary information, as a rule, prevails with increasing age of the object, but at the same time, the total information remains unchanged.

This property is provided under the influence of special physical forces. Physical forces are the foundation of modern physical science. It was from the study of forces that the formation of physics as a science began.

The founder of physical science, I. Newton, expressed himself quite definitely on this issue, believing that the whole difficulty of physics, as will be seen, is to recognize the forces of nature by the phenomena of motion, and then by these forces to explain the rest of the phenomena.

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Figure 2.1. Basic information laws 29 All the laws of conservation of energy and the forces acting in them are rigidly connected with the information side of the movement, but priority was always given to the energetic manifestation of forces, and therefore the main thing was obscured, these forces act in the interests of preserving information.

It is interesting to note that even in the 17th century. Leibniz called the mathematical expression for measuring momentum, formulated by Newton (p = mV), "the law of conservation of direction", or "the law of conservation of motion forward." The same can be said about the inertial force:

the force of inertia preserves the directionality of the uniform and rectilinear motion of material bodies. Moreover, it retains not only speed, but, above all, the direction of movement. The force of inertia is the force of storing information.

There are a large number of information conservation forces in physics.

Some retain the plane of circular motion, others the directionality of the gyroscope axis, and others the shape and structure of material bodies, but they are all considered separately, without understanding their general purpose and mechanism of action. Consideration of the action of various forces is a traditional area of scientific interests of modern physics and the difficulties that this area is experiencing today are explained, first of all, by a lack of understanding of the information side of the action of these forces, and ignorance of information laws.

The law of conservation of information is a multifaceted and complex law, the theory of which is at the stage of formation. But today we can say with confidence: "Any information, in all its forms and structures, has preservation forces that protect its existence."

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This law logically follows from the essence of information dualism. The emergence of any new material forms is always the result of energy-informational interaction, but the new form (structure) of matter itself is determined only by the informational side of this interaction.

It was shown above that any human labor is preceded by the creation of secondary information, which is also created on the basis of information - human knowledge. But in the process of labor itself, the contact interaction of various types of primary information is also involved in shaping.

When a product of a certain shape is stamped on a press, everyone understands that this shape does not depend on the power of the press, but on the shape of the stamp. Of course, obtaining a mold under pressure is largely determined by the hardness, plasticity of the material used, and its ability to maintain a given shape. But these are not properties of the form, but of the bearer of this form, which determine the presence of "memory" and the parameters of this memory.

The carrier is always material and its material properties determine the properties of memory, but not information. The form itself is not material.

General information theory shows that information does not depend on time, but is characterized by space. Energy does not depend on space, but is characterized by time.

For example, any physical vibration, mechanical or electromagnetic, has two independent, but jointly acting sides: energy, associated with the speed of movement of matter, which is characterized by time, and informational, associated with the spatial action of vibrations, spatial range.

The speed of movement of a mechanical pendulum, as is known, for the same period of oscillation can be different and is determined by energy. And the period of oscillation of this pendulum, as determined by Newton, depends only on its length.

2.2.3. The basic law of thermodynamics in information interpretation One of the most important principles arising from the second law of thermodynamics is the principle of energy degradation. At the same time, energy is divided into high quality mechanical and electrical energy, medium quality - chemical energy, and low quality thermal energy. This classification determines the ability of energy to produce work, which means that thermal energy, in comparison with the rest, gives the lowest efficiency.

The energy of a mechanical system has the highest efficiency precisely because in a mechanical system all molecules are rigidly connected and in the process of performing work move unidirectionally.

All this means that in order to perform work, energy capabilities must be accompanied by information capabilities, and every process of performing work is a process of information interaction, in which information acts as a property that controls the direction of movement.

The new interpretation of the second law of thermodynamics makes it possible to determine its connection with classical mechanics, which seemed to be lost due to the absence of the concept of trajectory in thermodynamics: every process of performing work is a process of information interaction, in which information acts as a direction of motion, performing a control role.

The informational interpretation of the second principle states that in a closed system, any unidirectional collective movement of the elements making up this system cannot continue for as long as desired and must turn into chaotic movement.

But since information itself does not depend on time, it is advisable to emphasize that the second principle in general information theory is associated with the material property of non-material information, with the information carrier, with that property called an image (type).

The second law of thermodynamics is a universal law of nature that applies to any physical system, including stationary forms of the existence of matter. After all, the stationary form of existence of matter is the result of information interaction.

The directed movement of a material point, a single object is the simplest type of information existence, but it is the basis for the emergence of any other form of the material world.

2.2.4. The principle of minimum dissipation "In informational interaction, the direction of motion provides a minimum of energy dissipation."

Back in the 18th century. P. Maupertuis formulated the principle, which is called today the principle of least action of Maupertuis-Lagrange.

P. Maupertuis formulated that nature, performing actions, always uses the most simple means, and the amount of action is always the smallest. True, P. Maupertuis could not explain correctly what the "action of nature" is, and believed that the validity of this principle follows from the mind of God.

In thermodynamics, the principle of least energy dissipation is formulated. This principle is substantiated in the theorem of the American physicist L. Onsager - one of the main theorems of thermodynamics of nonequilibrium processes.

On the basis of L. Onsager's theorem, the Belgian physicist I.R. entropy.

33 The very essence of research carried out in this area: the formation of a stream and the movement of a stream, the movement of a material point in a potential field, the action of forces that determine the directional movement, all this suggests that it is the information side of the interaction of matter that should be considered. It is information that controls both the directionality of the movement of matter and the directionality of the movement of energy.

General information theory asserts that there is an information side of the interaction of matter, which determines the direction of motion, and the natural criterion for choosing the direction of motion is the minimum of energy dissipation.

The concept of the minimum of energy dissipation used is beyond the scope of today's understanding in physics, moreover, the energy side of the energy-informational interaction of matter, taking into account the control information impact, requires serious physical clarification, but this is already beyond the scope of the general information theory. The principle of minimum energy dissipation is a universal law of information interaction, explained only from the standpoint of general information theory.

- & nbsp– & nbsp–

uncertainties in the statistical description are given in courses in information theory and some courses in statistical physics by Landau L.D., Lifshits E.M., Leontovich M.A. and etc.

2.3.2. Application of the H-theorem to open systems Among systems that can exchange energy, there is a significant class of systems in which motion can be considered as Brownian. In such systems, the difference between the free energies F (t) and F0 (where the subscript "0" refers to the equilibrium characteristic) is determined by the expression:

- & nbsp– & nbsp–

which is an example of the so-called. Kullback entropy.

2.3.3. Dynamic and static description of complex movements It was noted earlier how dramatic the "rivalry" of dynamic and statistical theories was in describing complex movements in open macroscopic systems.

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Chapter 1. Current state and analysis of existing methods * diagnostics of aviation GTE.

1.1. GTE diagnostic methods and their capabilities.

1.2. Analysis of methods of technical diagnostics of gas turbine engines from the standpoint of information content.

1.2.1. Thermal methods and their effectiveness.

1.2.2. Possibilities of vibroacoustic methods for assessing the state of a gas turbine engine.

1.2.3. Efficiency of tribodiagnostics of GTE elements.

1.2.4. Efficiency of diagnostics of engine fluid systems.

1.2.5. Efficiency of GTE diagnostics by thermogasdynamic

I parameters.

1.2.6. Methods for diagnostics of the gas-turbine engine flow path.

1.3. Methods for generalized assessment of the state of technical systems.

1.3.1. Methods of convolution of private control parameters to a generalized indicator.

1.3.2. Methods for generalized assessment of the state of technical systems by information criterion.

1.4. Requirements for the information criterion of the technical condition of the gas turbine engine.

Setting goals.

Conclusions on the 1st chapter of the thesis.

Chapter 2. Theoretical and informational aspects of the technical diagnosis of GTE.

2.1. Basic philosophical views of information theory.

2.2. Basic information laws. u 2.2.1. Information preservation law.

2.2.2. The main informational law of the formation and development of matter.

2.2.3. The basic law of thermodynamics in the information interpretation.

2.2.4. Minimum dissipation principle.

2.3. Entropy and diagnostic information.

2.3.1. Boltzmann-Gibbs-Shannon entropy in the solution of applied problems.

2.3.2. Application of the H-theorem to open systems.

2.3.3. Dynamic and static description of complex movements.

2.4. Assessment of the significance and value of information in practical problems of diagnostics.

2.5. Justification of the application of K. Shannon's information entropy to the solution of the tasks.

Conclusions on the 2nd chapter of the thesis.

Chapter 3. Application of the theory of classification to the solution of problems of vibration diagnostics of gas turbine engines.

3.1. Diagnosis tasks.

3.2. The set of possible states of the GTE.

3.3. Space of diagnostic signals.

3.4. Classification of GTE vibration states, their information content.

3.4.1. Rotary vibration, its relationship with possible failures.

3.4.2. Vibration of aerodynamic origin.

3.4.3. Vibration excited by processes in the gas-turbine engine flow path.

3.4.4. Vibrations of bearing assemblies.

3.4.5. Vibrational vibrations of blades and discs.

3.5. Expert assessment method for early vibration diagnostics of gas turbine engines.

3.6. A technique for finding the "address" of a defect based on the assessment of vibration information.

6 Conclusions on the 3rd chapter of the thesis.

Chapter 4. Principles of classification of aviation gas turbine engines in their diagnostics.

4.1. Parametric classification of the diagnostic object by the example of the PS-90A engine.

4.2. Determination of the Optimal Composition of Diagnostic Signs for PS-90A Engine Units Exposed to Vibration Loads.

4.2.1. Calculation of the failure rate of GTE PS-90A.

4.2.2. Estimation of the average conditional entropy over the operating time interval from 0 to 6000 hours.

4.2.3. Results of assessing the quantity and quality of diagnostic information.

4.3. Determination of the optimal composition of the controlled parameters of the D-ZOKU engine.

4.3.1. Calculation of the failure rate of GTE D-ZOKU.

4.3.2. Estimation of the average conditional entropy over the operating time interval from 0 to 5000 hours.

4.3.3. Results of assessing the quantity and quality of diagnostic information.

Conclusions on the 4th chapter of the thesis.

5.1. Information support system for diagnostic processes

SIOPD) GTE.

5.1.1. Purpose and objectives of the system.

5.1.2. General requirements for the system.

5.1.3. System software requirements.

5.1.4. Implementation and improvement of the system.

5.2. Features of information flow analysis based on testing results

5.3. Diagnosis method using the proposed information criteria.

5.4. Implementation of the diagnosis methodology taking into account information criteria on the example of the PS-90A aircraft GTE.

5.4.1. Formation of initial matrices and determination of the initial entropy of nodes and systems of the PS-90A gas turbine engine.

5.4.2. Determination of the optimal composition of diagnostic features of functional systems and units of the PS-90A aircraft engine.

5.5. The effectiveness of the proposed system of SIOPD GTE.

5.5.2. Evaluation of labor costs for the implementation of measures for the implementation of the SIOPD system of the GTE.

Conclusions on the 5th chapter of the thesis.

Recommended list of dissertations

Methodology for the construction, identification and practical application of linear mathematical models in parametric diagnostics of aviation gas turbine engines 2003, candidate of technical sciences Harmatz, Ilya Grigorievich
Development of theoretical foundations and practical recommendations for the operation of aircraft engines of civil aviation aircraft according to the technical condition and improvement of the processes of their diagnostics 2003, Doctor of Technical Sciences Lyulko, Vladimir Ivanovich
Development of methods for non-contact laser diagnostics of aircraft gas turbine engines based on the analysis of vibration signals in a wide frequency band 2010, Candidate of Technical Sciences Ozerov, Andrey Vladimirovich
A method for diagnostics of aircraft engines based on a parametric model of the operation of a turbocharger 2008, Candidate of Technical Sciences, Torbeev, Stanislav Aleksandrovich
Methods for improving the efficiency of vibration diagnostics of aircraft gas turbine engines in operation 2005, Ph.D. Bayemani Nejad Rahman

Dissertation introduction (part of the abstract) on the topic "Diagnostics of aircraft gas turbine engines using the information potential of controlled parameters"

Relevance and goal setting

An important priority in the field of improving the safety and regularity of aircraft (AT) flights is to improve both the structure and logical organization of operational and technical diagnostics and its processes aimed at the effectiveness of early detection of pre-failure states of highly loaded aircraft elements (JIA), which form the basis of the methodology. diagnostics. The safety of AT use is largely determined by the reliability inherent in the design and production, as well as the effectiveness of methods and tools for diagnosing the technical condition of the AT, providing timely detection of faults and pre-failure conditions arising during operation.

By 2010, according to the President of the Russian Federation, high technologies will amount to 5% of GDP, which means that "a breakthrough in the field of information technologies and the creation of techno-park zones are needed, in the creation of which it is planned to invest about 18 billion rubles." This is directly related to the challenges facing the civil aviation (GA) industry in general, and in the field of AT diagnostics in particular.

Airframe, engine, AT functional systems are subject to continuous qualitative changes. The direction of these changes is predetermined by the second law of thermodynamics, which states that ordered systems, including all technical devices, tend to spontaneously break down over time, i.e. lose the orderliness inherent in them during creation. This tendency manifests itself with the combined action of numerous disorganizing factors that cannot be taken into account in the design and manufacture of ATs, so the processes of quality change seem to be irregular, random, and their consequences are unexpected.

When transitioning to operation of the AT according to the actual technical condition, it is necessary to find a way that ensures high efficiency of maintenance (MOT). This way is early diagnosis, which allows to detect AT faults proactively, at a stage of their development that allows for a limited, but safe continuation of operation. This means that diagnostics, improving and developing, should develop into predicting the state of AT.

However, as practice shows, in operation it is often difficult to achieve "targeting" of defects, in particular in such a complex dynamic multicomponent system, which is an aircraft gas turbine engine (GTE). The accumulated experience proves this. The well-known methods of instrumental control, mathematical modeling of pre-failure states of gas turbine engines, methods of semi-natural tests, factor analysis, etc., do not give the desired effect.

An alternative here are physical methods of diagnostics, which include the well-known methods of optical-visual control, tribodiagnostics, analysis of combustion products, diagnostics by vibroacoustic parameters, by the results of monitoring thermogasdynamic parameters, etc. The question always arises - what combination of diagnostic methods is possible in a short time To "address" and reliably prevent the failure? This issue has not yet been comprehensively disclosed. And now there are cases of unreasonable removal of engines from operation or, more dangerous, missing defects due to an incorrect diagnosis, usually associated with errors in the processing of diagnostic information or a failure in the process of its analysis (the so-called human factor). In addition, the information potential of the monitored parameters, which carry important information about the object to be diagnosed, has not been fully disclosed. Here attention should be focused on the term "information potential", which is understood as an underutilized opportunity to take into account the informational significance of both monitored parameters and diagnostic methods that make it possible to more accurately determine the state of an object, i.e. get closer to the target, the "address" of the defect faster. Previously, problems of this kind were considered in the well-known works of M.V. Volkenshtein. , Parkhomenko P.P. and other scientists. However, in relation to specific, applied problems of GTE diagnostics, they were not solved.

A great contribution to the development of methods for diagnosing aviation gas turbine engines in Russia was made by the work carried out at the TsIAM im. PI Baranova, GosNII GA, NIIERAT VVS, NPO Saturn, OJSC Aviadvigatel, MSTU GA, OJSC Aeroflot - Russian Airlines, etc. In the development of GTE destruction, malfunctions can be broadly divided into three groups: a) malfunctions that very quickly (within fractions of a second or several seconds) turn into an engine failure, or, which is almost the same, malfunctions that are detected too late using available diagnostic tools. This group includes, for example, "spinning" the shaft of a free turbine of the engine, the occurrence of negative torque on the shaft of turboprop engines, surging, etc .; b) malfunctions that can develop into an accident within a few minutes, as well as malfunctions, the nature and rate of development of which cannot be reliably predicted on the basis of the achieved level of knowledge. The occurrence of such malfunctions should be accompanied by an immediate signal to the aircraft crew (or to the personnel of the test bench) to attract attention, assess the situation and take the necessary measures. For this purpose, the engines are supplied with a certain set of alarm indicators (fire, drop in oil pressure, the appearance of "chips" in the oil, etc.). c) malfunctions that develop relatively slowly or are detected by available diagnostic tools at such an early stage that their transition to an accident during the course of a given flight can be considered practically excluded. Early detection of just such malfunctions is the basis for predicting engine conditions.

The time interval from the appearance of the first symptom of a malfunction to its dangerous development is not so much a physical property of a particular malfunction as a measure of the level of our knowledge of its causes, signs and development processes. With the accumulation of such knowledge and the appearance of appropriate equipment, for example, they ceased to be considered "sudden" and some types of destruction of gears, bearings, etc. became predictable.

One of the practical tasks of studying the dynamics of the development of GTE faults is to minimize the number of faults of the first and second groups and gradually "transfer" them to the third group, thus expanding the possibilities of early diagnosis and long-term forecasting of the state of the GTE. A high degree of anticipation of the diagnosis not only improves flight safety, but also contributes to a significant reduction in operating costs associated with disruption of flight regularity and repair of gas turbine engines.

The experience of operating a gas turbine engine shows that for a correct diagnosis, it is necessary at the first stage to know in advance all possible states of a gas turbine engine, based on a priori statistical data and the probabilities of situations manifestation, as well as an array of diagnostic signs that react to these conditions. As already noted, the process of a qualitative change in the technical properties of an aviation GTE occurs continuously, which means that the set of its possible states is infinite and even uncountable; therefore, the challenge is to split the set of states into a finite and small number of state classes. Each class combines states that have the same properties, selected as classification features. At the same time, the statistical base of the parameters obtained by the above diagnostic methods should be unbiased and real.

Not all parameters that can be used in diagnostics are equivalent in terms of the content of information about a functioning gas turbine engine. Some of them provide information about many properties of working engine modules at once, others, on the contrary, are extremely poor. Of course, preference should be given to diagnostic parameters that are fluctuating in nature, rather than those that are constant or change very slowly. For example, the noise of a gas turbine engine and its vibration in terms of the amount of information introduced has a great advantage over such stable inert signals as the coolant temperature, shaft rotation speed, etc., although these parameters, like noise and vibration, depend on the state of the operating gas turbine engine. Therefore, at the second stage, it seems interesting to consider the relationship of diagnostic parameters, their change and possible influence on each other, as well as to assess the significance of the signs of different functional parameters of the gas turbine engine.

It is known that the theory of diagnosis is fairly well described by the general theory of communication, which is one of the branches of control theory. At the service of diagnostics, you can put mathematical and logical apparatus, a system of mastered concepts and terminology. It is only necessary to find a physical interpretation of abstract formulas and ways of practical implementation of the approaches prescribed by them. Thus, at the third stage, it is necessary to confirm, using the well-known principles of information theory, the significance of diagnostic signs, and taking this into account to form a diagnosis, and in the future to carry out a prediction of pre-failure conditions. This part of the work is associated with the greatest difficulties, since an aircraft engine is a multi-parameter system, but not all parameters are equally significant (informative) in certain specific conditions.

The relevance of the selected problem is also confirmed by the fact that abroad developments on the optimization of methods for technical diagnostics of aircraft engines are carried out by a number of leading aviation companies, for example, the largest concern Airbus Industry. However, the introduction of foreign developments is not always advisable due to the different controllability of gas turbine engines of domestic and foreign production.

Today, new domestic aircraft are put into operation with difficulty, almost during the passage of the necessary preliminary tests. It is important already at the first stage of the operation of aircraft and aircraft engines to implement modern approaches to diagnostics, one of which is to increase the reliability of the diagnosis of aircraft gas turbine engines based on the optimal choice (combination) of diagnostic methods, taking into account the information potential of the monitored parameters. This is the main goal of the dissertation work.

Taking into account the applied orientation of research, when presenting mathematical questions, the author did not strive to achieve the rigor that is accepted in special mathematical literature, but is not always appropriate in a technical monograph, and sacrificed it if this led to a simplification of physical interpretation and to a better understanding of the ways of practical implementation of the results. ...

Today, there are many scientific developments devoted to the problems of diagnostics of AT and, in particular, aviation GTE. Most of these works are reduced to narrowly posed problems of diagnosis or to the development of individual methods and means of technical diagnostics, which is also very relevant and important.

I hope that the approaches proposed in this work in the formation of diagnoses, taking into account the value of the information obtained from the controlled parameters and their underutilized information potential, will complement these studies and improve the efficiency of the practice of technical operation of the gas turbine engine.

The following results obtained in the dissertation are of scientific novelty; for the first time in it:

1. The potential of modern methods of diagnostics of gas turbine engines has been investigated and determined from the standpoint of their informational significance.

2. The principles of using the provisions of information theory in solving problems of diagnostics of gas turbine engines have been substantiated.

3. The methodological foundations for improving the diagnostics of gas turbine engines have been developed, taking into account the informational significance of the monitored parameters and diagnostic signs.

4. Developed new principles of the so-called. parametric classification on the example of the analysis of vibrations of a gas turbine engine and a criterion for assessing the dynamics of its change is introduced.

5. The choice of a generalized information criterion for the effectiveness of the diagnosis of gas turbine engine has been substantiated, the measure of the significance of which is the entropy characteristics of the objects and systems being diagnosed.

6. A method for diagnosing GTE using the proposed information criteria has been developed.

7. A system of information support of the GTE diagnostics processes is proposed.

The reliability of the research results is confirmed by the analysis of physical phenomena, the correct application of research methods and the positive results of approbation of the proposed developments in a number of enterprises.

The practical value of the work lies in the fact that its results allow:

Correctly classify (group) the parameters of the gas turbine engine in order to establish objective links between the system of states and the system of diagnostic signs, as well as carry out a meaningful interpretation of checks and form a finite number of "addresses" of failures; to form recommendations and create methods for improving the diagnosis of any complex technical systems, taking into account the proposed information criteria;

Implement in practice recommendations for finding the "address" of faulty (pre-failure) states of a gas turbine engine, taking into account the maximum information content of diagnostic methods, which ultimately will improve flight safety, as well as reduce labor intensity and cost costs for maintenance and repair of a gas turbine engine;

Reduce the unreasonable early removal of the GTE "from the wing".

Implementation and implementation of work results. The main scientific results obtained in the dissertation work were used and implemented in MSTU GA, OMTU TsR VT, FGUAP "Kavminvodyavia", Research Institute of Building Physics, which is confirmed by the relevant acts. The results obtained have been tested in practice. They are also used in the educational process of training specialists in the technical operation of JLA and D (disciplines "Diagnostics AT", "Diagnostics and NDT", course and diploma design) in the specialty 130300. Based on the materials of the dissertation work, 7 textbooks, 1 monograph, 12 scientific articles have been published, including in printed editions approved by the Higher Attestation Commission for the publication of materials for doctoral dissertations.

The main provisions for the defense:

1. A new approach to the use of a number of provisions of information theory in solving specific problems of diagnostics of gas turbine engines.

2. Methodological foundations of new principles of GTE classification and recommendations for the selection and calculation of information content criteria, which allow optimal combination of GTE diagnostic methods in order to determine the "address" of a pre-failure or faulty state.

3. Justification and method of quantitative assessment of generalized information. criterion and its practical application in the tasks of forming a diagnosis.

4. The method of making a diagnosis based on the optimal choice of the composition of the monitored parameters of the gas turbine engine, taking into account information criteria.

5. The system of information support for the diagnostic processes of aviation gas turbine engines.

The work consists of 5 chapters.

The first chapter presents a review of the literature and an analysis of the current state of the existing approaches to the diagnosis of aircraft gas turbine engines, an analysis of the methods and means of diagnostics of aircraft engines used in practice, and the formulation of the goal and objectives of the study.

The second chapter is devoted to the consideration of the theoretical aspects of technical diagnosis, the study of information laws in the context of philosophical and technical points of view. The possibilities of applying information theory to solving problems of diagnostics of aviation gas turbine engines are substantiated. The application of Shannon's information entropy to the solution of dissertation problems has been scientifically substantiated.

In the third chapter, the principles of the parametric classification of the technical condition of a gas turbine engine, proposed by the author, are considered. A mathematical model and a criterion for evaluating the dynamics of changes in parameters are derived using the example of vibration of a gas turbine engine. The results of vibration assessment from the standpoint of finding the "address" of the malfunction are given.

The fourth chapter presents the results of applying the principles of parametric classification to determine the optimal composition of controlled parameters in relation to aircraft engines PS-90A and D-ZOKU. Specific assessments of the informativeness of the monitored parameters and diagnostic signs indicating various states of aviation gas turbine engines, in conjunction with the operating time, have been obtained. Recommendations for the use of the research results were formulated.

The fifth chapter is devoted to the development of a system of information support for the processes of diagnosing gas turbine engines and the corresponding methodology for servicing aircraft engines "on condition".

The author expresses deep gratitude to the staff of the departments "Aircraft Engines" and "Technical Operation of Aircraft and Aircraft Engines", as well as personally to the scientific consultant, Doctor of Technical Sciences, Professor V.A. for constructive suggestions on the formation of the content and design of the thesis.

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Conclusion of the thesis on the topic "Operation of air transport", Mashoshin, Oleg Fedorovich

Conclusions on the 5th chapter of the thesis

1. A system of information support of diagnostic processes (DIOPD) is proposed for assessing the performance of aviation gas turbine engines.

2. A method has been developed for selecting the optimal composition of the controlled parameters of a gas turbine engine according to the proposed information criterion and a method for quantitatively assessing the information criterion for the correct diagnosis when servicing aircraft engines "by condition".

3. A specific example of the implementation of the new methodology in relation to the aircraft GTE PS-90A is considered.

4. Conditional labor costs have been determined for the implementation of measures for the implementation of the SIOPD system and a new diagnostic method in the practice of TO and R GTE.

Conclusion

1. Based on the operating experience of domestic aviation gas turbine engines * and multifactorial diagnostic information characterizing their technical condition, the necessity of improving the diagnosis of aviation gas turbine engines, taking into account the information potential of the controlled parameters, is substantiated. Analysis of existing diagnostic methods showed that for a reliable assessment of the state of aviation GTEs, it is necessary to use complex diagnostics. At the same time, it is important to evaluate the diagnostic information based on the results of registration of parameters and characteristic features that are different in their physical nature. It was revealed that since not all controlled parameters of a gas turbine engine have the same information value, the task of identifying those of them that should be included in the control procedure in the first place is of great practical importance.

2. The existing information laws were investigated in the context of philosophical and technical points of view, which made it possible to substantiate the possibility of applying information theory to solving problems of technical diagnostics of aviation GTEs. New approaches to solving the assigned tasks using information theory are considered. The application of Shannon's information entropy has been substantiated.

3. Formulated the tasks of setting a technical diagnosis in relation to aircraft GTEs of the PS-90A and D-30 KU types.

4. The problems of classification of GTE states are considered. The so-called. parametric classification.

5. On the basis of calculations of information entropy at different stages of t> operating time, recommendations are given on the choice of the composition of the monitored parameters and diagnostic signs for the units of PS-90A and D-ZOKU aircraft engines, checks for which should be carried out first of all to make a diagnosis, which will increase flight safety ...

6. Experimental models of defect development based on vibration characteristics have been constructed. A mathematical model and a diagnostic criterion of information content have been developed, based on the dynamics of changes in the vibration of a gas turbine engine, depending on the operating time and specific damages of the flow path of the aircraft gas turbine engine PS-90A. On the basis of the developed technique and the conducted experiment, discrete levels of recognition of "addresses" of malfunctions were formed using the "increased vibration" parameter.

7. A method for making a diagnosis based on the choice of the optimal composition of the monitored parameters of a gas turbine engine according to the proposed information criteria and a method for quantitative assessment of information criteria for the correct diagnosis when servicing aircraft engines "by condition" on the example of PS-90A have been developed.

8. A system of information support for diagnostics processes has been developed to assess the performance of aviation GTEs, which allows a qualitative assessment of the technical condition of GTEs using modern diagnostic methods with maximum operating time from the beginning of operation and after the last repair, as well as for the implementation of methods of statistical and informational analysis of failures and malfunctions engines in operation.

9. The conditional labor costs for the implementation of measures for the implementation of the information support system for the diagnostic processes and advanced diagnostics in the practice of maintenance and repair of the gas turbine engine have been determined.

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Technical diagnostics of gas turbine engines. Methods of technical diagnostics of aviation equipment Institution of higher professional

Aircraft gas turbine engine as an object of diagnostics

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Linear Methods Stochastic Approximation Methods

Calculation and determination of malfunctions of the oil system of the D-ZOKU-154 engine

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