An abnormal monitoring device and monitoring method for aircraft engine lubricating oil consumption

Abstract

This invention discloses an aircraft engine lubricating oil consumption anomaly monitoring device and method. The monitoring device includes an engine lubricating oil quantity parameter acquisition module, a lubricating oil consumption anomaly monitoring logic module, a lubricating oil consumption anomaly warning message generation module, a lubricating oil consumption anomaly warning message transmission module, and a lubricating oil consumption anomaly monitoring parameter setting and display module. The engine lubricating oil quantity parameter acquisition module acquires the engine's lubricating oil quantity parameters and transmits them to the lubricating oil consumption anomaly monitoring logic module. After detecting an abnormal lubricating oil consumption event, the lubricating oil consumption anomaly warning message generation module activates the lubricating oil consumption anomaly warning message generation module to acquire status parameters related to the lubricating oil consumption anomaly and generate a message. The message is transmitted to the ground system through the lubricating oil consumption anomaly warning message transmission module. This invention is used to detect abnormal engine lubricating oil consumption events, promptly warn the crew and ground system, and provide analytical data on the abnormal events.

Description

Technical Field

[0001] This invention belongs to the field of civil aviation transportation, and specifically relates to an abnormal monitoring device for aircraft engine lubricating oil consumption and its monitoring method. Background Technology

[0002] Most modern civil aircraft use turbofan engines as their primary power and electricity source. Turbofan engines are characterized by high takeoff thrust, low exhaust velocity, and low noise. Their structure generally consists of an air intake, low-pressure compressor, high-pressure compressor, combustion chamber, high-pressure turbine, low-pressure turbine, nozzle, fan, and bypass duct. The gas passing through the combustion chamber forms a high-temperature, high-density, high-pressure airflow, which then drives the turbine to rotate. The rotating turbine outputs torque through its rotor, thereby driving more turbines and fans to rotate, capturing more gas and generating thrust.

[0003] The lubrication system is one of the core systems of a turbofan engine, playing a crucial role in its efficient operation as follows:

[0004] 1) Lubrication function: Lubricates the surface of moving parts, reduces frictional resistance and wear, and reduces engine power consumption;

[0005] 2) Cleaning function: The engine oil circulates continuously in the lubrication system, cleaning the friction surfaces and carrying away wear debris and other foreign matter;

[0006] 3) Cooling effect: The continuous circulation of engine oil within the lubrication system can also carry away the heat generated by friction, thus playing a cooling role;

[0007] 4) Sealing function: Forms an oil film between moving parts, improving their sealing performance and helping to prevent air or oil leakage;

[0008] 5) Rust prevention: It forms an oil film on the surface of the parts, which protects the surface and prevents corrosion and rust.

[0009] 6) Vibration damping and buffering effect: An oil film is formed on the surface of moving parts to absorb impact and reduce vibration, thus playing a vibration damping and buffering role.

[0010] Because the lubricating oil system plays such a crucial role, it is susceptible to damage to its carriers (metal pipes or casings) in harsh operating environments with rapid temperature and pressure changes, especially when carrying metallic impurities. These risks are widespread throughout the engine and difficult to detect. Once the lubricating oil carrier (metal pipes or casings) is damaged, causing oil leakage, it can lead to more serious damage to the engine's mechanical structure, resulting in severe consequences. At best, it can cause irreversible damage to moving parts of the engine; at worst, it can cause an in-flight engine shutdown, commonly known as a no-fly stop. Numerous in-flight shutdown incidents caused by this have already occurred worldwide, posing a significant threat to civil aviation safety.

[0011] Existing methods for monitoring abnormal engine oil consumption and their shortcomings:

[0012] Because abnormal engine oil consumption significantly impacts the safety of civil aviation operations, operators have established corresponding fault reporting and monitoring mechanisms to identify problems and take corrective action as quickly as possible. However, this incident reporting method suffers from drawbacks such as significant delays, limited information transmission, and the risk of errors.

[0013] Currently, the main methods for monitoring abnormal lubricating oil consumption are as follows:

[0014] 1) When the lubricating oil level is lower than the warning value, the relevant indicator signals (lights and others) in the cockpit will illuminate to attract the driver's attention;

[0015] The main drawback of this method is that the problem is discovered very late, and once it occurs, it likely means that the damage is already inevitable.

[0016] 2) Ground staff manually record the amount of lubricating oil added to obtain information on the lubricating oil consumption of the entire fleet and to track and monitor specific aircraft.

[0017] The main drawbacks of this method are: inaccurate monitoring, inconvenient monitoring, and delayed monitoring.

[0018] The method of manually adding lubricating oil to reach the standard value to obtain lubricating oil consumption is affected by many factors, such as the system oil temperature during oil addition, differences in oil return volume, and variations in the degree to which different workers adhere to the standard. This manual operation process, which relies on manual data registration and subsequent data aggregation, involves many human interventions, is difficult to operate in practice, and has many risks. It is a key area that urgently needs technological transformation in enterprises.

[0019] 3) Register the lubricating oil usage of the unit.

[0020] This working method has similar problems to the way ground staff record data.

[0021] 4) QAR (Quick Access Recorder) Data Analysis

[0022] This method requires waiting several tens of minutes after the flight lands to obtain the raw data. For international flights, due to company cost strategies, data transmission may take several days to be completed, and in emergency situations, airline engineers may even need to travel abroad to obtain the data in person. In addition, abnormal oil consumption that does not trigger cockpit effects may also be overlooked.

[0023] All of the above methods for monitoring abnormal lubricating oil consumption suffer from problems such as "untimely and inaccurate information transmission, large information granularity, and numerous risks associated with manual operation," which make preventive maintenance of the engine difficult and may even create hidden dangers for more serious malfunctions. Summary of the Invention

[0024] One of the objectives of this invention is to provide an abnormal monitoring device for aircraft engine lubricating oil consumption, which is used to detect abnormal events in engine lubricating oil consumption, promptly warn the crew and ground system, and collect status parameters related to abnormal lubricating oil consumption and transmit them to the ground system for abnormal event analysis.

[0025] One of the objectives of this invention can be achieved through the following technical solutions.

[0026] An abnormal oil consumption monitoring device for aircraft engines includes an engine oil quantity parameter acquisition module, an abnormal oil consumption monitoring logic module, an abnormal oil consumption warning message generation module, an abnormal oil consumption warning message transmission module, and an abnormal oil consumption monitoring parameter setting and display module. The engine oil quantity parameter acquisition module acquires engine oil quantity parameters and transmits them to the abnormal oil consumption monitoring logic module. Upon detecting an abnormal oil consumption event, the abnormal oil consumption warning message generation module activates the abnormal oil consumption warning message generation module to acquire status parameters related to the abnormal oil consumption and generate a message. The message is transmitted to a ground system via the abnormal oil consumption warning message transmission module. The parameters set and displayed by the abnormal oil consumption monitoring parameter setting and display module include the abnormal oil consumption monitoring threshold of the abnormal oil consumption monitoring logic module.

[0027] The second objective of this invention is to provide a monitoring method for an aircraft engine lubricating oil consumption anomaly monitoring device, comprising the following steps:

[0028] If the aircraft engine is a left-hand engine or a right-hand engine, such as the B737 series aircraft equipped with CFM56 engines and the B757 series aircraft equipped with RB211 engines,

[0029] The engine oil quantity parameter acquisition module collects the initial oil quantity of the left and right engines, obtains the difference between the initial oil quantity of the left and right engines, and collects the oil quantity of the left and right engines under operating conditions, obtains the difference between the oil quantity of the left and right engines under operating conditions; wherein the oil quantity value can be obtained through the oil quantity sensor on the oil tank of the left and right engines, and is consistent with the source of the cockpit effect data;

[0030] Because the aircraft's attitude and external environmental conditions (such as temperature) during flight can affect the measured value of lubricating oil volume, and different engines also have significant performance differences, it is very difficult to independently monitor the abnormal lubricating oil consumption of the left and right engines. This invention effectively offsets the influence of external environmental factors on engine lubricating oil consumption by monitoring the difference in lubricating oil volume between the left and right engines. This is based on the fact that the simultaneous abnormality of lubricating oil consumption in the left and right engines is an extremely low probability event.

[0031] This invention monitors abnormal events related to aircraft engine lubricating oil consumption through the following process.

[0032] The abnormal oil consumption monitoring logic module receives the engine oil consumption value transmitted by the engine oil consumption parameter acquisition module, performs logical calculations and alarm judgments, and outputs alarm signals, as well as the specific values ​​and related parameters of the abnormal event, to the abnormal oil consumption warning message generation module and the abnormal oil consumption monitoring parameter setting and display module. The operation of this module covers the entire aircraft power-on phase, so it can not only monitor abnormal engine oil consumption events in flight, but also obtain real-time information on the same problems that occur during ground testing or taxiing.

[0033] The abnormal oil consumption monitoring logic module is configured with the following abnormal event decision quantities. The aircraft engine uses one or more of these decision quantities to determine abnormal events.

[0034] Decision quantity 1: The difference between the current lubricating oil quantity of the left engine and the right engine under operating conditions minus the initial lubricating oil quantity difference. When the decision quantity 1 is less than or equal to the set minimum threshold or greater than or equal to the set maximum threshold, it is recorded as an abnormal event.

[0035] Decision Quantity 2: The difference in current lubricating oil quantity between the left and right engines under their operating conditions. When the absolute value of Decision Quantity 2 is greater than a set threshold, it is recorded as an abnormal event.

[0036] Decision Quantity 3: The difference between the lubricating oil consumption of the left engine and the lubricating oil consumption of the right engine, where the lubricating oil consumption of the left engine = the current lubricating oil consumption of the left engine - the initial lubricating oil consumption of the left engine, and the lubricating oil consumption of the right engine = the current lubricating oil consumption of the right engine - the initial lubricating oil consumption of the right engine. The prerequisite trigger condition is that the absolute value of the difference between the high-pressure rotor speeds of the left and right engines is less than 10%. When the decision quantity 3 is less than the set minimum threshold or greater than the set maximum threshold, it is recorded as an abnormal event.

[0037] Decision Quantity 4: Single Engine Oil Consumption, i.e., the oil consumption of the left engine or the right engine. When the oil consumption of the left engine or the right engine exceeds the set consumption threshold, it is recorded as an abnormal event.

[0038] Decision Quantity 5: Single Engine Oil Quantity, i.e., the oil quantity of the left engine or the right engine. When the oil quantity of the left engine or the right engine is less than the set minimum oil quantity threshold, it is recorded as an abnormal event.

[0039] The abnormal oil consumption monitoring logic module includes an event capture submodule, an event counting and alarm submodule, and a time interval controller submodule. The event capture submodule is used to capture the abnormal events. The event counting and alarm submodule is used to count the abnormal events. When the number of consecutive captures of the same abnormal event is less than the set alarm count threshold, the engine oil consumption abnormal monitoring logic module is in normal monitoring state. When the number of consecutive captures of the same abnormal event is greater than or equal to the set alarm count threshold, the event counting and alarm submodule alarms, and the engine oil consumption abnormal monitoring logic module switches to warning monitoring state. The time interval controller submodule is used to control the time interval for the engine oil consumption abnormal monitoring logic module to monitor the engine oil quantity in normal monitoring state and warning monitoring state, respectively.

[0040] When the engine oil consumption anomaly monitoring logic module is in warning monitoring state, the oil consumption anomaly warning message generation module is activated, the status parameters related to the oil consumption anomaly are collected, and a message is generated. The message is then transmitted to the ground system through the oil consumption anomaly warning message transmission module.

[0041] As a feasible implementation method, the engine lubricating oil quantity parameter acquisition module automatically executes the following upon startup of the aircraft engine:

[0042] Initial oil volume measurement: The initial oil volume of the left engine is obtained by measuring five consecutive effective oil volumes over 30 seconds under initial steady-state conditions and calculating their average. Similarly, the initial oil volume of the right engine is obtained by measuring five consecutive effective oil volumes over 30 seconds under initial steady-state conditions and calculating their average. The initial steady-state conditions must satisfy the following:

[0043] a) The high-pressure rotor speeds of both the left and right engines are greater than 55% of their maximum speeds.

[0044] b) When the aircraft is on the ground, the ground control switch on the nose landing gear is in the compressed state.

[0045] c) The difference in lubricating oil temperature between the left and right engines is less than 5°C.

[0046] The initial oil volume sampling point is taken when the aircraft starts on the ground. Generally, the aircraft engine enters the startup phase after shutdown, which lasts for 180 seconds. This is considered the initial steady-state phase, meeting the initial steady-state conditions. The oil volume value collected during this phase is a reference value. Therefore, the initial oil volumes of the left and right engines obtained under the aforementioned initial steady-state conditions are valid under the following criteria:

[0047] d) The lubricating oil levels of both the left and right engines are lower than the set values.

[0048] e) If the absolute value of the difference between the lubricating oil volume collection values ​​of the left engine and the right engine is less than the set value, then the initial lubricating oil volume collection value is valid.

[0049] Data collection of lubricating oil volume under operating conditions: Under normal monitoring conditions, the lubricating oil volume of the left and right engines is collected sequentially at 60-second intervals; under warning monitoring conditions, the lubricating oil volume of the left and right engines is collected sequentially at 300-second intervals.

[0050] The validity criteria for determining the lubricating oil volume under operating conditions are as follows: when collecting the lubricating oil volume, the high-pressure rotor speed of both the left and right engines is greater than 40% of the maximum speed, and the collected lubricating oil volume is less than the set value. In this case, the collected lubricating oil volume value under operating conditions is valid.

[0051] The lubricating oil consumption abnormality warning message generation module of the present invention encapsulates the status parameters related to the abnormal lubricating oil consumption into a pre-set fixed format ACARS message.

[0052] The data collected by the lubricating oil consumption anomaly warning message generation module of this invention includes: lubricating oil consumption anomaly event information, flight and monitoring setting information, and lubricating oil consumption anomaly related parameters. The lubricating oil consumption anomaly event information includes the lubricating oil consumption anomaly message number, monitoring software version number, issued message sequence number, fault cause code, and the number of anomaly event captures corresponding to each decision quantity. The flight and monitoring setting information includes: aircraft number, message trigger date, time, flight number, flight phase, time of initial lubricating oil quantity capture, monitoring time interval for normal monitoring state, monitoring time interval for warning monitoring state, and left and right engine lubricating oil consumption parameters. The left limit of the relative difference in oil quantity, and the right limit of the relative difference in lubricating oil quantity between the left and right engines; the parameters related to abnormal lubricating oil consumption include: left and right engine serial numbers, initial lubricating oil quantity of the left and right engines, current lubricating oil temperature of the left and right engines, current lubricating oil pressure of the left and right engines, low-pressure rotor speed of the left and right engines, high-pressure rotor speed of the left and right engines, turbofan vibration value of the left and right engines, lubricating oil consumption abnormality monitoring function switch status, engine steady-state operation activation status, initial lubricating oil quantity monitoring function activation status, time interval controller switch status, lubricating oil quantity acquisition switch status, and successful acquisition of initial lubricating oil quantity of the left and right engines.

[0053] The lubricating oil consumption abnormality warning message transmission module of the present invention uses onboard equipment to set message buffering for message buffering storage when the message cannot be sent immediately.

[0054] The message buffering method described in this invention is configured to store 10 copies per flight segment.

[0055] The third objective of this invention is to provide another monitoring method for an abnormal aircraft engine oil consumption monitoring device, comprising the following steps:

[0056] If the aircraft engine is an Airbus A320 series engine, the engine oil quantity parameter acquisition module collects the engine's oil parameters and transmits the collected oil parameters to the oil consumption anomaly monitoring logic module. The oil consumption anomaly monitoring logic module includes the following monitoring states:

[0057] Initial state: The engine is stopped.

[0058] State 1: Entered after any engine starts. The engine enters a stable operating state by combining several parameters, i.e., searching for steady-state conditions. After the duration of the steady-state conditions reaches the set time, the process transitions to State 2.

[0059] State 2: In State 2, the search reaches the valid condition for calculating the initial lubricating oil difference between engine 1 and engine 2. After the valid condition is reached, the initial lubricating oil difference between engine 1 and engine 2 is calculated. At the same time, event WQ3 is monitored once every time T. The initial monitoring of event WQ3 is performed. Event WQ3 is that the absolute value of the current lubricating oil difference between engine 1 and engine 2 is greater than or equal to WQ3. WQ3 is the absolute deviation threshold of the current lubricating oil difference between engine 1 and engine 2. If the initial lubricating oil difference between engine 1 and engine 2 is successfully calculated, then State 3 is entered. If the initial lubricating oil difference between engine 1 and engine 2 is not successfully calculated, and event WQ3 is monitored N times consecutively, then an alarm is sent to the lubricating oil consumption abnormal warning message generation module and State 5 is entered.

[0060] State 3: Monitor event WQ1 once every time interval T and event WQ2 once every time interval T, perform initial monitoring of events WQ1 and WQ2, and stop monitoring event WQ3. Event WQ1 is the difference between the current lubricating oil quantity difference of engine 1 and engine 2 and the initial lubricating oil quantity difference of engine 1 and engine 2, which is less than or equal to WQ1. WQ1 is the initial lubricating oil quantity difference of engine 1 and engine 2 deviating from the lower limit threshold. Event WQ2 is the difference between the current lubricating oil quantity difference of engine 1 and engine 2 and the initial lubricating oil quantity difference of engine 1 and engine 2, which is greater than or equal to WQ2. WQ2 is the initial lubricating oil quantity difference of engine 1 and engine 2 deviating from the upper limit threshold. If event WQ1 or event WQ2 is monitored N times consecutively, an alarm is sent to the lubricating oil consumption abnormal warning message generation module and state 4 is entered.

[0061] State 4: TC monitors event WQ1 once every time interval or event WQ2 once every time interval, and starts continuous monitoring of event WQ1 and event WQ2. If event WQ1 or event WQ2 continues to occur, an alarm is sent to the lubricating oil consumption abnormal warning message generation module.

[0062] State 5: Continue searching for valid conditions to calculate the initial lubricating oil quantity difference between engine 1 and engine 2. After the valid conditions are met, calculate the initial lubricating oil quantity difference between engine 1 and engine 2. If the initial lubricating oil quantity difference between engine 1 and engine 2 is successfully calculated, then enter state 3. If the initial lubricating oil quantity difference between engine 1 and engine 2 is not successfully calculated, then TC monitors the event WQ3 once every time period and performs continuous monitoring of the event WQ3. If the event WQ3 continues to occur, then an alarm is sent to the lubricating oil consumption abnormal warning message generation module.

[0063] After receiving the alarm, the lubricating oil consumption abnormality warning message generation module collects the status parameters related to the abnormal lubricating oil consumption and generates a message, which is then transmitted to the ground system through the lubricating oil consumption abnormality warning message transmission module.

[0064] The time T, time TC, number of times N, threshold WQ1, threshold WQ2, and threshold WQ3 are set through the lubricating oil consumption anomaly monitoring parameter setting and display module.

[0065] The oil consumption anomaly monitoring logic module handles the transitions of various monitoring states under the following conditions.

[0066] If the engine is off when the original state is state 1, state 2, state 3, state 4 or state 5, it will be converted to the initial state.

[0067] If, when the original state is state 2, state 3, state 4 or state 5, any effective engine high-pressure rotor speed is less than 50% of the maximum speed for 5 consecutive seconds, then the engine is converted to the initial state.

[0068] The message includes: message warning codes for initial monitoring of event WQ1, initial monitoring of event WQ2, initial monitoring of event WQ3, continuous monitoring of event WQ1, continuous monitoring of event WQ2, and continuous monitoring of event WQ3, and the message warning code for each event is different from the other events.

[0069] Compared with the prior art, the present invention has the following beneficial effects:

[0070] 1. Send abnormal engine oil consumption information to the ground system in real time.

[0071] Currently, abnormal engine oil consumption in aircraft cannot be alerted to pilots in real time through onboard information systems, nor can it be communicated to ground maintenance personnel after the flight via post-flight fault messages and QAR data. This invention provides a device and method for real-time monitoring of abnormal engine oil consumption by using onboard software to monitor such events and generate messages for parsing by the ground system. This allows for timely sending of warning information to the ground system for review, enabling ground engineers to immediately grasp the situation and proactively analyze and schedule maintenance work.

[0072] 2. Real-time display of the development process of abnormal lubricating oil consumption.

[0073] 2.1) This invention collects relevant data on lubricating oil volume and records the development and changes of engine lubricating oil consumption parameters, which facilitates real-time display of engine lubricating oil consumption data changes and is used for the analysis of abnormal events and the mathematical statistics of big data.

[0074] 2.2) This invention can match the corresponding abnormal oil consumption monitoring logic according to the specific model and engine type, and monitor a difficult-to-detect fault phenomenon through multiple methods, which greatly improves the ability to capture abnormal events.

[0075] 3. Standalone differentiated monitoring

[0076] This invention allows for convenient setting of different parameters and thresholds for the abnormal oil consumption monitoring function through a parameter setting and display module. This enables differentiated settings for abnormal oil consumption of each aircraft and each engine, achieving the purpose of targeted analysis, research, and monitoring, and expanding the flexibility and targeting of value output.

[0077] 4. Flexible and unique abnormal event monitoring logic

[0078] This invention uses a normal / initial monitoring state to capture abnormal oil consumption events. After capturing a certain number of abnormal events, an alarm is issued, and the system switches to a warning / continuous monitoring state to monitor abnormal events, ensuring the accuracy of monitoring abnormal events. The algorithm details are adjusted for different aircraft models. For example, the A320 series aircraft uses a state transition monitoring logic to achieve adaptive monitoring. Attached Figure Description

[0079] Figure 1 This is a general framework diagram of an aircraft engine lubricating oil consumption anomaly monitoring device according to the present invention;

[0080] Figure 2 This is the software settings interface for lubricating oil volume acquisition in Example 2;

[0081] Figure 3 This is the second software settings interface for lubricating oil volume acquisition in Example 2;

[0082] Figure 4 This is the third software setting interface for lubricating oil volume acquisition in Example 2;

[0083] Figure 5 This is the overall architecture diagram of the lubricating oil consumption anomaly monitoring logic module in Example 2;

[0084] Figure 6 This is a schematic diagram of the event capture submodule in Embodiment 2;

[0085] Figure 7 This is a schematic diagram of the event counting and alarm submodule in Embodiment 2;

[0086] Figure 8 This is a schematic diagram of the time interval controller submodule in Embodiment 2;

[0087] Figure 9 This is a schematic diagram of the data structure instantaneously collected by the lubricating oil consumption abnormality warning message generation module in Example 2;

[0088] Figure 10 This is the software setting format instantaneously collected by the lubricating oil consumption abnormal warning message generation module in Example 2. Figure 1 ;

[0089] Figure 11 This is the software setting format instantaneously collected by the lubricating oil consumption abnormal warning message generation module in Example 2. Figure 2 ;

[0090] Figure 12 This is the message format master in Example 2;

[0091] Figure 13 This is the message format structure in Example 2;

[0092] Figure 14 This is the software setting format of the message in Example 2. Figure 1 ;

[0093] Figure 15 This is the software setting format of the message in Example 2. Figure 2 ;

[0094] Figure 16 This is the master cable for the printed format of the message in Example 2;

[0095] Figure 17 This is a software setting diagram of the message printing format in Example 2;

[0096] Figure 18 This is a diagram showing the routing function settings for messages in Example 2;

[0097] Figure 19 This is a diagram showing the message buffering function settings in Example 2;

[0098] Figure 20 This is the message editing interface of the airborne multi-function control and display component in Embodiment 2;

[0099] Figure 21 This is the oil consumption anomaly monitoring and control parameter adjustment interface of the airborne multi-functional control and display component in Embodiment 2;

[0100] Figure 22 This is the overall architecture diagram of the aircraft engine lubricating oil abnormal consumption monitoring device in Example 3;

[0101] Figure 23 This is a schematic diagram of the abnormal oil consumption monitoring logic module in Example 3;

[0102] Figure 24 This is the control logic diagram for state 1 in embodiment 3;

[0103] Figure 25 This is the control logic diagram for state 2 in embodiment 3;

[0104] Figure 26 This is the control logic diagram for state 3 in embodiment 3;

[0105] Figure 27 This is the control logic diagram for state 4 in Example 3;

[0106] Figure 28 This is the control logic diagram for state 5 in Example 3;

[0107] Figure 29 This is the monitoring threshold adjustment display interface of the airborne multi-functional control and display component in Embodiment 3;

[0108] Figure 30 This is a printed format diagram of the message in Example 3;

[0109] Figure 31 This is an ACARS format diagram of the message in Example 3. Detailed Implementation

[0110] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and embodiments, so that those skilled in the art can better understand and implement the technical solution of the present invention.

[0111] Example 1

[0112] like Figure 1 As shown, an aircraft engine oil consumption anomaly monitoring device includes an engine oil quantity parameter acquisition module, an oil consumption anomaly monitoring logic module, an oil consumption anomaly warning message generation module, an oil consumption anomaly warning message transmission module, and an oil consumption anomaly monitoring parameter setting and display module. The engine oil quantity parameter acquisition module acquires engine oil quantity parameters and transmits them to the oil consumption anomaly monitoring logic module. After the oil consumption anomaly monitoring logic module detects an oil consumption anomaly event, it activates the oil consumption anomaly warning message generation module to acquire status parameters related to the oil consumption anomaly and generate a message. The message is transmitted to the ground system through the oil consumption anomaly warning message transmission module. The parameters set and displayed by the oil consumption anomaly monitoring parameter setting and display module include the oil consumption anomaly monitoring threshold of the oil consumption anomaly monitoring logic module.

[0113] In this embodiment, the engine oil quantity parameter acquisition module acquires oil quantity data from the DEU (Display Electronic Unit) or EIU (Electronic Interface Unit) in real time via the ARINC 429 bus. This data is consistent with the source of the cockpit effect warning data received by the pilot.

[0114] Example 2

[0115] A monitoring method for an abnormal oil consumption monitoring device for aircraft engines includes the following steps:

[0116] If the aircraft engine is a left-hand engine or a right-hand engine, such as the B737 series aircraft equipped with CFM56 engines and the B757 series aircraft equipped with RB211 engines,

[0117] The engine oil quantity parameter acquisition module collects the initial oil quantity of the left and right engines, obtains the difference between the initial oil quantity of the left and right engines, and collects the oil quantity of the left and right engines under operating conditions, obtains the difference between the oil quantity of the left and right engines under operating conditions; wherein the oil quantity value can be obtained through the oil quantity sensor on the oil tank of the left and right engines, and is consistent with the source of the cockpit effect data;

[0118] The engine lubricating oil quantity parameter acquisition module automatically executes upon startup of the aircraft engine:

[0119] Initial oil volume measurement: The initial oil volume of the left engine is obtained by measuring five consecutive effective oil volumes over 30 seconds under initial steady-state conditions and calculating their average. Similarly, the initial oil volume of the right engine is obtained by measuring five consecutive effective oil volumes over 30 seconds under initial steady-state conditions and calculating their average. The initial steady-state conditions must satisfy the following:

[0120] a) The high-pressure rotor speeds of both the left and right engines are greater than 55% of their maximum speeds.

[0121] b) When the aircraft is on the ground, the ground control switch on the nose landing gear is in the compressed state.

[0122] c) The difference in lubricating oil temperature between the left and right engines is less than 5°C.

[0123] The initial oil level sampling point is taken when the aircraft starts up on the ground. Generally, the engine startup phase lasts 180 seconds after shutdown, considered the aircraft to have reached its initial steady-state state and met the initial steady-state conditions. The oil level collected during this phase is a reference value. For ARINC 429 bus data transmission, data collection must be performed according to the standards in Table 1 below:

[0124] Table 1 Standards for Collecting Lubricating Oil Quantity Parameters

[0125]

[0126] Based on the above data collection requirements, the settings for this parameter collection are implemented in the software. Taking the left engine as an example, for instance... Figures 2 to 4 The image shows three interfaces for collecting data on the lubricating oil level of the left engine.

[0127] All lubricating oil level readings obtained by the lubricating oil level sensor must undergo validity verification and filtering to avoid interference factors affecting event monitoring. In this embodiment, the initial lubricating oil levels of the left and right engines obtained under the initial steady-state conditions are verified under the following validity criteria:

[0128] d) The oil volume of both the left and right engines is less than the set value. For example, the initial oil volume of the B737 series aircraft equipped with CFM56 engines and the B757 series aircraft equipped with RB211 engines should be less than 21 quarts.

[0129] e) The absolute value of the difference between the oil volume data collected from the left and right engines is less than the set value. For example, for B737 series aircraft equipped with CFM56 engines and B757 series aircraft equipped with RB211 engines, the absolute value of the initial oil volume difference between the left and right engines should be less than 3 quarts to ensure flight safety.

[0130] If the initial steady-state condition and the validity determination condition of the initial lubricating oil quantity are met, then the initial lubricating oil quantity collected is valid.

[0131] Data collection of lubricating oil volume under operating conditions: Under normal monitoring conditions, the lubricating oil volume of the left and right engines is collected sequentially at 60-second intervals; under warning monitoring conditions, the lubricating oil volume of the left and right engines is collected sequentially at 300-second intervals.

[0132] The validity criteria for determining the lubricating oil volume under operating conditions are as follows: when collecting the lubricating oil volume, the high-pressure rotor speeds of both the left and right engines are greater than 40% of their maximum speeds, and the collected lubricating oil volume is less than the set value. In this case, the collected lubricating oil volume value under operating conditions is valid. For example, for B737 series aircraft equipped with CFM56 engines and B757 series aircraft equipped with RB211 engines, when monitoring abnormal lubricating oil volume, the high-pressure rotor speeds of both the left and right engines are greater than 40% of their maximum speeds, and the current lubricating oil volume is less than 21 quarts. In this case, the lubricating oil volume data collected under operating conditions is valid.

[0133] This embodiment monitors abnormal events related to aircraft engine lubricating oil consumption through the following process.

[0134] The abnormal oil consumption monitoring logic module receives the engine oil consumption value transmitted by the engine oil consumption parameter acquisition module, performs logical calculations and alarm judgments, and outputs alarm signals, as well as the specific values ​​and related parameters of the abnormal event, to the abnormal oil consumption warning message generation module and the abnormal oil consumption monitoring parameter setting and display module. The operation of this module covers the entire aircraft power-on phase, so it can not only monitor abnormal engine oil consumption events in flight, but also obtain real-time information on the same problems that occur during ground testing or taxiing.

[0135] The abnormal oil consumption monitoring logic module is equipped with the following abnormal event decision quantities, and the aircraft engine uses any one or more decision quantities to judge abnormal events.

[0136] For example, the Boeing 737NG series aircraft equipped with CFM56 engines uses decision variables one and two, while the Boeing 757 series aircraft equipped with RB211 engines can use decision variables three, four, and five. Details are as follows:

[0137] Decision quantity 1: The difference between the current lubricating oil quantity of the left engine and the right engine under operating conditions minus the initial lubricating oil quantity difference. When the decision quantity 1 is less than or equal to the set minimum threshold or greater than or equal to the set maximum threshold, it is recorded as an abnormal event.

[0138] Decision Quantity 2: The difference in current lubricating oil quantity between the left and right engines under their operating conditions. When the absolute value of Decision Quantity 2 is greater than a set threshold, it is recorded as an abnormal event.

[0139] Decision Quantity 3: The difference between the lubricating oil consumption of the left engine and the lubricating oil consumption of the right engine, where the lubricating oil consumption of the left engine = the current lubricating oil consumption of the left engine - the initial lubricating oil consumption of the left engine, and the lubricating oil consumption of the right engine = the current lubricating oil consumption of the right engine - the initial lubricating oil consumption of the right engine. The prerequisite trigger condition is that the absolute value of the difference in the high-pressure rotor speeds of the left and right engines is less than 10%. When the decision quantity 3 is less than the set minimum threshold or greater than the set maximum threshold, it is recorded as an abnormal event. The absolute value of the difference in the high-pressure rotor speeds being less than 10% means less than 10% of the maximum speed of the high-pressure rotor.

[0140] Decision Quantity 4: Single Engine Oil Consumption, i.e., the oil consumption of the left engine or the right engine. When the oil consumption of the left engine or the right engine exceeds the set consumption threshold, it is recorded as an abnormal event.

[0141] Decision Quantity 5: Single Engine Oil Quantity, i.e., the oil quantity of the left engine or the right engine. When the oil quantity of the left engine or the right engine is less than the minimum oil quantity threshold, it is recorded as an abnormal event.

[0142] like Figures 5 to 8 As shown, the abnormal oil consumption monitoring logic module includes an event capture submodule, an event counting and alarm submodule, and a time interval controller submodule. The event capture submodule is used to capture the abnormal events. The event counting and alarm submodule is used to count the abnormal events. When the number of consecutive captures of the same abnormal event is less than the set alarm count threshold, the engine oil consumption abnormal monitoring logic module is in normal monitoring state. When the number of consecutive captures of the same abnormal event is greater than or equal to the set alarm count threshold, the event counting and alarm submodule alarms, and the engine oil consumption abnormal monitoring logic module switches to warning monitoring state. The time interval controller submodule is used to control the time interval for the engine oil consumption abnormal monitoring logic module to monitor the engine oil quantity in normal monitoring state and warning monitoring state, respectively.

[0143] When the engine oil consumption anomaly monitoring logic module is in warning monitoring state, the oil consumption anomaly warning message generation module is activated, the status parameters related to the oil consumption anomaly are collected, and a message is generated. The message is then transmitted to the ground system through the oil consumption anomaly warning message transmission module.

[0144] After receiving the message data collection instruction from the engine oil consumption anomaly monitoring logic module, the system collects data according to preset rules.

[0145] like Figure 9 As shown, the data collected by the lubricating oil consumption anomaly warning message generation module includes: lubricating oil consumption anomaly event information, flight and monitoring setting information, and lubricating oil consumption anomaly related parameters. The lubricating oil consumption anomaly event information includes the lubricating oil consumption anomaly message number, monitoring software version number, issued message sequence number, fault cause code, and the number of times the anomaly event was captured for each decision quantity. The flight and monitoring setting information includes: aircraft number, message trigger date, time, flight number, flight phase, time of initial lubricating oil volume capture, monitoring time interval for normal monitoring status, monitoring time interval for warning monitoring status, and left and right engine lubricating oil consumption parameters. The left limit of the relative difference in oil quantity, and the right limit of the relative difference in lubricating oil quantity between the left and right engines; the parameters related to abnormal lubricating oil consumption include: left and right engine serial numbers, initial lubricating oil quantity of the left and right engines, current lubricating oil temperature of the left and right engines, current lubricating oil pressure of the left and right engines, low-pressure rotor speed of the left and right engines, high-pressure rotor speed of the left and right engines, turbofan vibration value of the left and right engines, lubricating oil consumption abnormality monitoring function switch status, engine steady-state operation activation status, initial lubricating oil quantity monitoring function activation status, time interval controller switch status, lubricating oil quantity acquisition switch status, and successful acquisition of initial lubricating oil quantity of the left and right engines.

[0146] See Table 2 for specific parameters.

[0147] Table 2 Data collected by the lubricating oil consumption abnormal warning message generation module

[0148]

[0149]

[0150] The above parameters are achieved by adding them to the instantaneous acquisition group created by the message data acquisition function. For example... Figure 10 and Figure 11 As shown, the attribute of this parameter collection group is set to "Request Time", which means instantaneous collection.

[0151] In this embodiment, the lubricating oil consumption abnormality warning message generation module encapsulates the status parameters related to the abnormal lubricating oil consumption into a pre-set fixed format ACARS message.

[0152] The message consists of 18 lines of characters. The first two characters of each line are the line number, used to quickly locate data with specific meaning. Each line can hold a maximum of 53 characters, and data is separated by commas, as shown in the format below. Figure 12 As shown.

[0153] The message format consists of three main parts, see [link to relevant documentation] Figure 13 .

[0154] The first part describes the information on abnormal oil consumption events in lines 1 and 2, including: abnormal oil consumption message number (899), monitoring software version number, sent message sequence number, fault cause code, number of times the left limit out-of-tolerance is captured (i.e., the number of times the difference between the current oil quantity of the left and right engines is lower than the set minimum threshold), and number of times the right limit out-of-tolerance is captured (i.e., the number of times the difference between the current oil quantity of the left and right engines is greater than the set maximum threshold).

[0155] The second part, consisting of 3 to 5 lines, describes the flight and monitoring settings information, including: aircraft number, message trigger date, time, flight number, flight phase, time to capture initial oil difference, normal monitoring interval of the time interval controller, warning monitoring interval of the time interval controller, left limit of the relative difference between the oil levels of the left and right engines, and right limit of the relative difference between the oil levels of the left and right engines.

[0156] Part Three, consisting of lines 6 to 18, describes parameters related to abnormal lubricating oil consumption. This part comprises 13 lines and includes: left and right engine serial numbers, initial lubricating oil quantity of left and right engines, current lubricating oil quantity of left and right engines, current lubricating oil temperature of left and right engines, current lubricating oil pressure of left and right engines, low-pressure rotor speed of left and right engines, high-pressure rotor speed of left and right engines, turbofan vibration values ​​N1C1, N1T1, N2C1, and N2T1 of left and right engines, the on / off status of the abnormal lubricating oil consumption monitoring function, the activation status of the engine steady-state operating state, the activation status of the initial lubricating oil quantity monitoring function, the on / off status of the time interval controller, the on / off status of the lubricating oil quantity acquisition, and a successful acquisition indicator for the initial lubricating oil quantity difference between left and right engines.

[0157] This format is achieved through the message format setting function. Create a new hard copy "CSN-OIQEXD RPT" and edit the above format. See the format settings section for more information. Figure 14 and Figure 15 .

[0158] The print format structure of the message adds annotations explaining the meaning of parameters to each line of data in the ACARS message, such as... Figure 16 As shown, the "RPT NO" comment precedes the "nnn" format data in the second line, indicating the message sequence number. The software settings interface for the message printing format is shown below. Figure 17 As shown.

[0159] The message is obtained through routing settings via 6 paths (Loader, ACARS, Printer, Ethernet, Recorder, and Integrated Disk) and 3 methods (Automatic, Manual, and Formatted), as detailed below:

[0160] Loader refers to a handheld data loader; this setting allows messages to be directly transmitted to the loader after generation. ACARS is the message air-to-ground transmission mode. Printer indicates a printer; this setting allows direct printing of messages after generation. Ethernet is the network connection mode. Recorder refers to OQAR; messages can be backed up on QAR file media and downloaded to a ground server wirelessly via QAR. Integrated Disk corresponds to PCMCIA (Personal Computer Memory Card), which is installed in the aircraft's DMU equipment.

[0161] Automatic mode sends a message immediately after a vibration event is triggered, but since vibration events require data collection within a time window, immediate message sending is not possible. Manual mode sends messages manually, controlled by the lubricating oil consumption anomaly monitoring logic module in this embodiment, which sends instructions to the lubricating oil consumption anomaly warning message transmission module. Formatted mode transmits data with a format; if a non-formatted format is used, all data will be concatenated without gaps.

[0162] This embodiment adopts the Manual and Formatted methods of Loader, ACARS, and Printer based on actual application requirements. See [link / reference]. Figure 18 .

[0163] This embodiment uses onboard equipment to configure message buffering for storing messages that cannot be sent immediately, thus preventing message loss due to ACARS network latency and congestion. However, setting the message buffer size too large will waste onboard equipment resources and performance, leading to message congestion and increasing the likelihood of message loss. To balance data security and onboard hardware performance, actual testing showed that a message buffer size of 10 effectively meets the requirements.

[0164] See Figure 19This submodule is implemented through message retention. "Max Copies Total" indicates a maximum of 10 copies of the message will be retained. "Max Copies per Flight" indicates a maximum of 10 copies of the message will be retained per flight segment; any excess copies will be deleted for the next flight segment. "Number of Flight Legs" indicates that data will be stored for a maximum of one flight segment on the aircraft. "Keep Last" indicates that if the capacity limit is exceeded, the earlier messages will be deleted, and the later ones will be retained.

[0165] In this embodiment, through the lubricating oil consumption anomaly monitoring parameter setting and display module, line personnel or engine engineers can set the limit threshold for capturing abnormal events of a certain aircraft, the normal monitoring time interval, the warning monitoring time interval, and the on / off switch of the lubricating oil consumption anomaly detection function, to achieve on-demand control. This module is integrated into the airborne multi-function control and display unit (MCDU), and the above functions can be realized by developing a corresponding page and associating it with threshold parameters.

[0166] Add an entry point for the engine oil consumption anomaly control parameter adjustment interface to the blank space on the right side of the message editing interface, and link it to the corresponding page by setting a row option, such as... Figure 20 As shown.

[0167] The lubricating oil consumption anomaly monitoring and control parameter adjustment interface allows setting a total of 5 parameters. See details below. Figure 21 For an explanation of its parameters, please refer to Table 3.

[0168] Table 3: Description of Control Parameters for Monitoring and Controlling Abnormal Oil Consumption

[0169]

[0170] Example 3

[0171] This embodiment provides a monitoring method for an abnormal oil consumption monitoring device for the Airbus A320 series engines, including the following steps:

[0172] If the aircraft engine is an Airbus A320 series engine, including four engine types: CFM56-5, V2500, LEAP-1A, and PW1100, the engine oil quantity parameter acquisition module collects the engine's oil parameters and transmits the collected oil parameters to the oil consumption anomaly monitoring logic module. (See [link to module name]). Figure 22 The monitoring device in this embodiment is based on the same principle as that in Embodiment 2.

[0173] Specifically, the engine lubricating oil parameter acquisition module acquires lubricating oil-related parameters from the EIU (Electronic Interface Unit), FWC (Flight Warning Computer), and SDAC (System Data Acquisition Concentrator) via the ARINC429 bus, and transmits them to the lubricating oil consumption anomaly monitoring logic module for processing and judgment in the monitoring logic.

[0174] Tables 4 to 7 list the collected parameters for the LEAP-1A, PW1100, V2500, and CFM56-5 engines, respectively.

[0175] Table 4: LEAP-1A Engine Mechanism Parameter Collection Table

[0176]

[0177]

[0178] Table 5: PW1100 Engine Mechanism Parameter Collection Table

[0179]

[0180]

[0181] Table 6: V2500 Engine Mechanism Parameter Collection Table

[0182]

[0183]

[0184] Table 7: CFM56-5 Engine Mechanism Parameter Collection Table

[0185]

[0186]

[0187] In this embodiment, as Figure 23 As shown, the abnormal lubricating oil consumption monitoring logic module analyzes the lubricating oil-related parameters collected by the engine lubricating oil parameter acquisition module, combines the preset logic with the monitoring thresholds provided by the abnormal lubricating oil consumption monitoring parameter setting and display module to perform state transitions, thereby completing the task of monitoring abnormal lubricating oil consumption.

[0188] The abnormal lubricating oil consumption monitoring logic module includes the following monitoring statuses:

[0189] Initial state: The engine is stopped.

[0190] Status 1: See Figure 24 After any engine is started, it enters a stable operating state by combining several parameters, i.e., searching for steady-state conditions. After the duration of the steady-state conditions reaches a set time, it transitions to state 2. The steady-state conditions are determined by the aircraft type and engine type.

[0191] Status 2: See Figure 25 In state 2, the search reaches the valid condition for calculating the initial lubricating oil difference between engine 1 and engine 2. After the valid condition is reached, the initial lubricating oil difference between engine 1 and engine 2 is calculated. At the same time, event WQ3 is monitored once every time T. The initial monitoring of event WQ3 is performed. Event WQ3 is that the absolute value of the current lubricating oil difference between engine 1 and engine 2 is greater than or equal to WQ3. WQ3 is the absolute deviation threshold of the current lubricating oil difference between engine 1 and engine 2. If the initial lubricating oil difference between engine 1 and engine 2 is successfully calculated, state 3 is entered. If the initial lubricating oil difference between engine 1 and engine 2 is not successfully calculated, and event WQ3 is monitored N times consecutively, an alarm is issued and state 5 is entered.

[0192] The main purpose of State 2 is to calculate the initial lubricating oil quantity difference between Engine 1 and Engine 2 under certain conditions. The formula is as follows:

[0193] ΔOIQ_0=OIQ1_0-OIQ2_0

[0194] Where OIQ1_0 represents the average oil level of engine 1 over the past 5 seconds, OIQ2_0 represents the average oil level of engine 2 over the past 5 seconds, and ΔOIQ_0 represents the initial oil level difference used for monitoring events WQ1 and WQ2.

[0195] If no parameter combination that satisfies the initial value calculation is found in state 2, the oil consumption anomaly monitoring logic module will issue an alert every T minutes on the absolute value of the current oil consumption difference between engine 1 and engine 2, provided that the basic parameter conditions are met. The calculation formula is as follows:

[0196] ABS(OIQ1-OIQ2)≥WQ3

[0197] Here, OIQ1 represents the current lubricating oil level of engine 1, and OIQ2 represents the current lubricating oil level of engine 2. The absolute value of the difference between the current lubricating oil levels of engines 1 and 2 is compared with the WQ3 threshold. If it exceeds WQ3, the system transitions to state 5. Simultaneously, the module will trigger a specific warning instruction "4030" to the lubricating oil consumption abnormality warning message generation module.

[0198] Status 3: See Figure 26 Event WQ1 is monitored once every time interval T, and event WQ2 is monitored once every time interval T. Initial monitoring of events WQ1 and WQ2 is performed, and monitoring of event WQ3 is stopped. Event WQ1 is the difference between the current lubricating oil quantity difference of engine 1 and engine 2 and the initial lubricating oil quantity difference of engine 1 and engine 2, which is less than or equal to WQ1. WQ1 is the initial lubricating oil quantity difference of engine 1 and engine 2 deviating from the lower limit threshold. Event WQ2 is the difference between the current lubricating oil quantity difference of engine 1 and engine 2 and the initial lubricating oil quantity difference of engine 1 and engine 2, which is greater than or equal to WQ2. WQ2 is the initial lubricating oil quantity difference of engine 1 and engine 2 deviating from the upper limit threshold. If event WQ1 or event WQ2 is monitored N times consecutively, an alarm is sent to the lubricating oil consumption abnormal warning message generation module and the system enters state 4.

[0199] The main purpose of state 3 is to compare the current difference in lubricating oil quantity between engine 1 and engine 2 with the initial difference in lubricating oil quantity every T minutes, provided that the parameters meet the basic requirements. The judgment formula is as follows:

[0200] ΔOIQ-ΔOIQ_0≤WQ1 or ΔOIQ-ΔOIQ_0≥WQ2

[0201] Where ΔOIQ is the current difference in lubricating oil quantity between engine 1 and engine 2, and ΔOIQ_0 is the initial difference in lubricating oil quantity. The above two judgments are mutually exclusive, and only one judgment can be satisfied at any time. If any judgment occurs N times in a row, the module will perform a state transition and enter state 4. At the same time, a specific warning instruction "4010" or "4020" will be triggered to the lubricating oil consumption abnormal warning message generation module.

[0202] Status 4: See Figure 27 TC monitors event WQ1 once every time interval or event WQ2 once every time interval, and starts continuous monitoring of event WQ1 and event WQ2. If event WQ1 or event WQ2 continues to occur, an alarm is sent to the lubricating oil consumption abnormal warning message generation module.

[0203] Status 5: See Figure 28The system continues to search for valid conditions to calculate the initial oil quantity difference between engine 1 and engine 2. Once the valid conditions are met, the initial oil quantity difference between engine 1 and engine 2 is calculated. If the initial oil quantity difference between engine 1 and engine 2 is successfully calculated, the system enters state 3. If the initial oil quantity difference between engine 1 and engine 2 is not successfully calculated, the system monitors event WQ3 every time intervals and continuously monitors event WQ3. If event WQ3 continues to occur, an alarm is sent to the oil consumption abnormality warning message generation module.

[0204] The lubricating oil consumption anomaly monitoring logic module in this embodiment is also used for the following monitoring state transitions.

[0205] If the engine is off when the original state is state 1, state 2, state 3, state 4 or state 5, it will be converted to the initial state.

[0206] If, when the original state is state 2, state 3, state 4 or state 5, any effective engine high-pressure rotor speed is less than 50% of the maximum speed for 5 consecutive seconds, then the engine is converted to the initial state.

[0207] The monitoring status transitions of the abnormal lubricating oil consumption monitoring logic module are shown in Table 8:

[0208] Table 8: Monitoring Status Transition Table of Lubricating Oil Consumption Anomaly Monitoring Logic Module

[0209]

[0210]

[0211] In this embodiment, the time T, time TC, number of times N, threshold WQ1, threshold WQ2, and threshold WQ3 are set through the lubricating oil consumption anomaly monitoring parameter setting and display module. The initial monitoring time T is different from the continuous monitoring time TC. The lubricating oil consumption anomaly monitoring parameter setting and display module is the human-machine interface (MCDU airborne multi-function control and display component). Line personnel or engine engineers can adjust specific aircraft through this human-machine interface to achieve individual control as needed.

[0212] Figure 29 This is the parameter adjustment interface for monitoring thresholds. "REPORT 853" is the warning message generated in this embodiment. The monitoring threshold parameters can be found in Table 9.

[0213] Table 9: Monitoring Threshold Parameter Table

[0214]

[0215]

[0216] In this embodiment, after receiving the alarm, the lubricating oil consumption abnormality warning message generation module collects the status parameters related to the abnormal lubricating oil volume and generates a message, which is then transmitted to the ground system through the lubricating oil consumption abnormality warning message transmission module.

[0217] The status parameters related to abnormal lubricating oil consumption collected by the lubricating oil consumption abnormality warning message generation module are shown in Table 10, taking the LEAP-1A engine type as an example.

[0218] Table 10: State parameters collected that are related to abnormal lubricating oil volume

[0219]

[0220]

[0221]

[0222] The collected status parameters related to abnormal lubricating oil volume are used to generate messages according to a preset format. These messages come in two formats: print format and ACARS format. Print format messages can be directly read after printing using the onboard printer, while ACARS format messages are used for ACARS data download. See [link to specific format details] for details. Figure 30 and Figure 31 .

[0223] The messages in this embodiment include: message warning codes for initial monitoring of event WQ1, initial monitoring of event WQ2, initial monitoring of event WQ3, continuous monitoring of event WQ1, continuous monitoring of event WQ2, and continuous monitoring of event WQ3. The message warning code for each event is different from the other events, as shown in Table 11.

[0224] Table 11: Message Warning Codes

[0225]

[0226] The generation and transmission mode of the message are described in Example 2, and will not be repeated here.

[0227] The ACARS messages generated by this invention will be sent to the airborne communication equipment ATSU (Air Traffic Service Unit), and then transmitted to the ACARS message processing system of the airline or other users. Airlines can subscribe to these messages in real time through RTT (Round-Trip IT Integration System).

[0228] This invention records the development and changes of relevant parameters related to abnormal engine oil consumption through time-window data acquisition. By employing sophisticated oil consumption anomaly monitoring logic, it effectively captures subtle anomalies that are difficult to detect through multi-dimensional monitoring. Through integration with a ground-based IT system, it displays real-time curves of abnormal oil consumption data and provides corresponding statistical functions.

[0229] This invention, through the setting method of MCDU lubricating oil consumption anomaly function, parameters, and thresholds, enables differentiated settings for triggering lubricating oil consumption anomaly warning messages for each aircraft and each engine. This makes the engine lubricating oil consumption anomaly monitoring solution more flexible and convenient, fully meeting the needs of targeted monitoring, flexible implementation of management, and personalized scientific research.

[0230] The technical methods used in this invention are applicable to twin-rotor aero engines such as CFM56 (optional for A320CEO / B737NG series aircraft), LEAP1A / PW1100 (optional for A320NEO series aircraft), PW4170 series (optional for A330 series aircraft), LEAP1C (optional for C919 aircraft), GE90 series (optional for B777 series aircraft), GEnx series (optional for B787 series aircraft), and CF34-10A series (optional for ARJ21 aircraft), as well as three-rotor aero engines such as Trend series (optional for A330 / A380 / A350 series aircraft) and RB211 series (optional for B757 aircraft).

[0231] The above embodiments are merely preferred embodiments of the present invention, but should not be construed as limiting the invention. Any modifications and improvements made based on the concept of the present invention should fall within the protection scope of the present invention, and the specific protection scope is subject to the claims.

Claims

1. A method for monitoring abnormal oil consumption in aircraft engines, comprising an aircraft engine oil consumption anomaly monitoring device including an engine oil quantity parameter acquisition module, an oil consumption anomaly monitoring logic module, an oil consumption anomaly warning message generation module, an oil consumption anomaly warning message transmission module, and an oil consumption anomaly monitoring parameter setting and display module, characterized in that: The engine oil quantity parameter acquisition module acquires the engine oil quantity parameters and transmits them to the oil consumption anomaly monitoring logic module. After the oil consumption anomaly monitoring logic module detects an oil consumption anomaly event, it activates the oil consumption anomaly warning message generation module to acquire status parameters related to the oil consumption anomaly and generate a message. The message is transmitted to the ground system through the oil consumption anomaly warning message transmission module. The parameters set and displayed by the oil consumption anomaly monitoring parameter setting and display module include: the oil consumption anomaly monitoring threshold of the oil consumption anomaly monitoring logic module. The monitoring method includes the following steps: If the aircraft engine is a left engine and a right engine. The engine oil quantity parameter acquisition module acquires the initial oil quantity of the left engine and the right engine, obtains the difference between the initial oil quantity of the left engine and the right engine, and acquires the oil quantity of the left engine and the right engine under operating conditions, obtains the difference between the oil quantity of the left engine and the right engine under operating conditions. The abnormal oil consumption monitoring logic module is configured with the following abnormal event decision quantities. The aircraft engine uses one or more of these decision quantities to determine abnormal events. Decision quantity 1: The difference between the current lubricating oil quantity of the left engine and the right engine under operating conditions minus the initial lubricating oil quantity difference. When the decision quantity 1 is less than or equal to the set minimum threshold or greater than or equal to the set maximum threshold, it is recorded as an abnormal event. Decision Quantity 2: The difference in current lubricating oil quantity between the left and right engines under their operating conditions. When the absolute value of Decision Quantity 2 is greater than a set threshold, it is recorded as an abnormal event. Decision Quantity 3: The difference between the lubricating oil consumption of the left engine and the lubricating oil consumption of the right engine, where the lubricating oil consumption of the left engine = the current lubricating oil consumption of the left engine - the initial lubricating oil consumption of the left engine, and the lubricating oil consumption of the right engine = the current lubricating oil consumption of the right engine - the initial lubricating oil consumption of the right engine. The prerequisite trigger condition is that the absolute value of the difference between the high-pressure rotor speeds of the left and right engines is less than 10%. When the decision quantity 3 is less than the set minimum threshold or greater than the set maximum threshold, it is recorded as an abnormal event. Decision Quantity 4: Single Engine Oil Consumption, i.e., the oil consumption of the left engine or the right engine. When the oil consumption of the left engine or the right engine exceeds the set consumption threshold, it is recorded as an abnormal event. Decision Quantity 5: Single Engine Oil Quantity, i.e., the oil quantity of the left engine or the right engine. When the oil quantity of the left engine or the right engine is less than the set minimum oil quantity threshold, it is recorded as an abnormal event. The abnormal oil consumption monitoring logic module includes an event capture submodule, an event counting and alarm submodule, and a time interval controller submodule. The event capture submodule is used to capture the abnormal events. The event counting and alarm submodule is used to count the abnormal events. When the number of consecutive captures of the same abnormal event is less than the set alarm count threshold, the engine oil consumption abnormal monitoring logic module is in normal monitoring state. When the number of consecutive captures of the same abnormal event is greater than or equal to the set alarm count threshold, the event counting and alarm submodule alarms, and the engine oil consumption abnormal monitoring logic module switches to warning monitoring state. The time interval controller submodule is used to control the time interval for the engine oil consumption abnormal monitoring logic module to monitor the engine oil quantity in normal monitoring state and warning monitoring state, respectively. When the engine oil consumption anomaly monitoring logic module is in warning monitoring state, the oil consumption anomaly warning message generation module is activated, the status parameters related to the oil consumption anomaly are collected, and a message is generated. The message is then transmitted to the ground system through the oil consumption anomaly warning message transmission module.

2. The method for monitoring abnormal oil consumption in aircraft engines according to claim 1, characterized in that, The engine lubricating oil quantity parameter acquisition module automatically executes upon startup of the aircraft engine: Initial oil volume measurement: The initial oil volume of the left engine is obtained by measuring five consecutive effective oil volumes over 30 seconds under initial steady-state conditions and calculating their average. Similarly, the initial oil volume of the right engine is obtained by measuring five consecutive effective oil volumes over 30 seconds under initial steady-state conditions and calculating their average. The initial steady-state conditions must satisfy the following: a) The high-pressure rotor speeds of both the left and right engines are greater than 55% of their maximum speeds. b) When the aircraft is on the ground, the ground control switch on the nose landing gear is in the compressed state. c) The difference in lubricating oil temperature between the left and right engines is less than 5°C. The initial lubricating oil quantities of the left and right engines obtained under the initial steady-state conditions are evaluated based on the following validity criteria: d) The lubricating oil levels of both the left and right engines are lower than the set values. e) If the absolute value of the difference between the lubricating oil volume collection values ​​of the left engine and the right engine is less than the set value, then the initial lubricating oil volume collection value is valid. Data collection of lubricating oil volume under operating conditions: Under normal monitoring conditions, the lubricating oil volume of the left and right engines is collected sequentially at 60-second intervals; under warning monitoring conditions, the lubricating oil volume of the left and right engines is collected sequentially at 300-second intervals. The validity criteria for determining the lubricating oil volume under operating conditions are as follows: when collecting the lubricating oil volume, the high-pressure rotor speed of both the left and right engines is greater than 40% of the maximum speed, and the collected lubricating oil volume is less than the set value. In this case, the collected lubricating oil volume value under operating conditions is valid.

3. The method for monitoring abnormal oil consumption in aircraft engines according to claim 2, characterized in that, The monitoring method includes the following steps: The lubricating oil consumption abnormality warning message generation module encapsulates the status parameters related to abnormal lubricating oil consumption into a pre-set fixed format ACARS message.

4. The method for monitoring abnormal oil consumption in aircraft engines according to claim 3, characterized in that, The data collected by the oil consumption anomaly warning message generation module includes: oil consumption anomaly event information, flight and monitoring setting information, and oil consumption anomaly related parameters. The oil consumption anomaly event information includes the oil consumption anomaly message number, monitoring software version number, issued message sequence number, fault cause code, and the number of anomaly event captures for each decision quantity. The flight and monitoring setting information includes: aircraft number, message trigger date and time, flight number, flight phase, time of initial oil consumption capture, monitoring interval for normal monitoring status, monitoring interval for warning monitoring status, and oil consumption of the left and right engines. The relative difference left limit and the relative difference right limit between the lubricating oil quantities of the left and right engines; the parameters related to abnormal lubricating oil consumption include: the serial numbers of the left and right engines, the initial lubricating oil quantities of the left and right engines, the current lubricating oil temperatures of the left and right engines, the current lubricating oil pressures of the left and right engines, the low-pressure rotor speeds of the left and right engines, the high-pressure rotor speeds of the left and right engines, the turbofan vibration values ​​of the left and right engines, the on / off status of the abnormal lubricating oil consumption monitoring function, the engine steady-state operation activation status, the initial lubricating oil quantity monitoring function activation status, the on / off status of the time interval controller, the on / off status of the lubricating oil quantity acquisition switch, and the successful acquisition indicator of the initial lubricating oil quantity of the left and right engines.

5. The method for monitoring abnormal oil consumption in aircraft engines according to claim 4, characterized in that, The abnormal oil consumption warning message transmission module uses onboard equipment to set up message buffering for message buffering storage when messages cannot be sent immediately.

6. The method for monitoring abnormal oil consumption in aircraft engines according to claim 4, characterized in that, The message buffer is set to store 10 copies per flight segment.

7. A method for monitoring abnormal oil consumption in an aircraft engine, comprising an aircraft engine oil consumption anomaly monitoring device including an engine oil quantity parameter acquisition module, an oil consumption anomaly monitoring logic module, an oil consumption anomaly warning message generation module, an oil consumption anomaly warning message transmission module, and an oil consumption anomaly monitoring parameter setting and display module, characterized in that: The engine oil quantity parameter acquisition module acquires the engine oil quantity parameters and transmits them to the oil consumption anomaly monitoring logic module. After the oil consumption anomaly monitoring logic module detects an oil consumption anomaly event, it activates the oil consumption anomaly warning message generation module to acquire status parameters related to the oil consumption anomaly and generate a message. The message is transmitted to the ground system through the oil consumption anomaly warning message transmission module. The parameters set and displayed by the oil consumption anomaly monitoring parameter setting and display module include: the oil consumption anomaly monitoring threshold of the oil consumption anomaly monitoring logic module. The monitoring method includes the following steps: If the aircraft engine is an Airbus A320 series engine, the engine oil quantity parameter acquisition module collects the engine's oil parameters and transmits the collected oil parameters to the oil consumption anomaly monitoring logic module. The oil consumption anomaly monitoring logic module includes the following monitoring states: Initial state: The engine is stopped. State 1: Entered after any engine starts. The engine enters a stable operating state by combining several parameters, i.e., searching for steady-state conditions. After the duration of the steady-state conditions reaches the set time, the process transitions to State 2. State 2: In State 2, the search reaches the valid condition for calculating the initial lubricating oil difference between engine 1 and engine 2. After the valid condition is reached, the initial lubricating oil difference between engine 1 and engine 2 is calculated. At the same time, event WQ3 is monitored once every time T. The initial monitoring of event WQ3 is performed. Event WQ3 is that the absolute value of the current lubricating oil difference between engine 1 and engine 2 is greater than or equal to WQ3. WQ3 is the absolute deviation threshold of the current lubricating oil difference between engine 1 and engine 2. If the initial lubricating oil difference between engine 1 and engine 2 is successfully calculated, then State 3 is entered. If the initial lubricating oil difference between engine 1 and engine 2 is not successfully calculated, and event WQ3 is monitored N times consecutively, then an alarm is sent to the lubricating oil consumption abnormal warning message generation module, and State 5 is entered. State 3: Monitor event WQ1 once every time interval T and event WQ2 once every time interval T, perform initial monitoring of events WQ1 and WQ2, and stop monitoring event WQ3. Event WQ1 is the difference between the current lubricating oil quantity difference of engine 1 and engine 2 and the initial lubricating oil quantity difference of engine 1 and engine 2, which is less than or equal to WQ1. WQ1 is the initial lubricating oil quantity difference of engine 1 and engine 2 deviating from the lower limit threshold. Event WQ2 is the difference between the current lubricating oil quantity difference of engine 1 and engine 2 and the initial lubricating oil quantity difference of engine 1 and engine 2, which is greater than or equal to WQ2. WQ2 is the initial lubricating oil quantity difference of engine 1 and engine 2 deviating from the upper limit threshold. If event WQ1 or event WQ2 is monitored N times consecutively, an alarm is sent to the lubricating oil consumption abnormal warning message generation module, and state 4 is entered. State 4: TC monitors event WQ1 once every time interval or event WQ2 once every time interval, and starts continuous monitoring of event WQ1 and event WQ2. If event WQ1 or event WQ2 continues to occur, an alarm is sent to the lubricating oil consumption abnormal warning message generation module. State 5: Continue searching for valid conditions to calculate the initial lubricating oil quantity difference between engine 1 and engine 2. After the valid conditions are met, calculate the initial lubricating oil quantity difference between engine 1 and engine 2. If the initial lubricating oil quantity difference between engine 1 and engine 2 is successfully calculated, then enter state 3. If the initial lubricating oil quantity difference between engine 1 and engine 2 is not successfully calculated, then TC monitors the event WQ3 once every time period and performs continuous monitoring of the event WQ3. If the event WQ3 continues to occur, then an alarm is sent to the lubricating oil consumption abnormal warning message generation module. After receiving the alarm, the lubricating oil consumption abnormality warning message generation module collects the status parameters related to the abnormal lubricating oil consumption and generates a message, which is then transmitted to the ground system through the lubricating oil consumption abnormality warning message transmission module. The time T, time TC, number of times N, threshold WQ1, threshold WQ2, and threshold WQ3 are set through the lubricating oil consumption anomaly monitoring parameter setting and display module.

8. The method for monitoring abnormal oil consumption in aircraft engines according to claim 7, characterized in that, If the engine is off when the original state is state 1, state 2, state 3, state 4 or state 5, it will be converted to the initial state. If, when the original state is state 2, state 3, state 4 or state 5, any effective engine high-pressure rotor speed is less than 50% of the maximum speed for 5 consecutive seconds, then it is converted to the initial state.

9. The method for monitoring abnormal oil consumption in aircraft engines according to claim 8, characterized in that, The message includes: message warning codes for initial monitoring of event WQ1, initial monitoring of event WQ2, initial monitoring of event WQ3, continuous monitoring of event WQ1, continuous monitoring of event WQ2, and continuous monitoring of event WQ3, and the message warning code for each event is different from the other events.

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