Aero-engine fuel nozzle carbon deposit state big data detection system

Abstract

The application discloses an aero-engine fuel nozzle carbon deposition state big data detection system, which comprises a flight data acquisition submodule, a message decoding module, a data storage module, a carbon deposition state analysis module and a carbon deposition characteristic value threshold overrun warning message pushing module, the flight data acquisition submodule acquires engine exhaust temperature state parameters and converts the same into messages, the message decoding module analyzes the messages into field information and saves the same in the data storage module, the carbon deposition state analysis module acquires the messages from the data storage module and analyzes the same, generates carbon deposition state characteristic values and trend visualized graphics and stores the same in the data storage module, the carbon deposition state characteristic value threshold is set in the message pushing module, and subscription and overrun warning pushing based on the carbon deposition state characteristic value threshold are completed. The application can accurately determine carbon deposition occurrence, lock carbon deposition areas, reduce maintenance cost, realize independent detection of fuel nozzle coking carbon deposition in China, and enable airlines to actively formulate scientific and reasonable fuel nozzle replacement plans.

Description

Technical Field

[0001] This invention relates to a big data detection system for carbon deposit status of fuel nozzles in aircraft engines. Background Technology

[0002] The Airbus A320 NEO family aircraft are equipped with the LEAP-1A engine manufactured by CFMI in the United States. This engine uses a newly designed fuel nozzle manufacturing process, which results in more uniform fuel atomization, more complete fuel combustion, and improved fuel economy compared to previous models. However, when the engine is shut down, the fuel remaining in the engine nozzles can be baked and coked by the high temperature, causing fuel line blockage. If this problem is not resolved in time, it can lead to delays or even engine shutdowns during operation, posing a safety hazard to airlines.

[0003] When fuel injectors become coked and carbonized, the coked contaminants can clog fuel lines or cause valves to seize. Numerous incidents worldwide have resulted in in-flight shutdowns, returns to base, flight delays, and the discovery of open flames in the exhaust nozzle area after engine failure due to this cause. Faced with such operational risks, operators are paying close attention to the issue of fuel injector coking. Until a truly effective solution to fuel injector coking is found, timely detection and replacement of coked fuel injectors remains the only means of preventing such operational risks.

[0004] Since its introduction, CFMI has maintained a embargo on several key new technologies for the LEAP-1A engine. Problems with the 3D-printed fuel nozzles have become a major operational issue for airlines dealing with this engine series. Currently, airlines lack their own methods for predicting fuel nozzle coking and carbon buildup; instead, CFMI relies on data provided by operators to detect fuel nozzle blockages. Because current technology cannot precisely pinpoint the location of carbon buildup, it typically requires replacing the entire set (19) of fuel nozzles in the affected engine. Airlines are only allowed to initiate parts ordering and complete the replacement within the recommended timeframe after receiving a relevant warning notification (CNR, a targeted engine maintenance service notification sent by CFMI to airlines). As operators / airlines directly facing the risk, the lack of independent detection methods for fuel nozzle coking and carbon buildup means that the initiation and closure of the fuel nozzle replacement process are entirely in the hands of CFMI, while the operational risks and maintenance costs are borne by the operators. In this unequal situation, once CFMI stops providing or charges for this service, operators can only passively accept the risk pressure brought about by the fuel injector coking problem or reduce operational risks by increasing maintenance costs. Summary of the Invention

[0005] The purpose of this invention is to provide a big data detection system for the carbon deposit status of aero-engine fuel nozzles that can accurately determine the occurrence and location of carbon deposits, reduce operational risks, and lower maintenance costs. This system enables my country to independently detect coking and carbon deposits on fuel nozzles and proactively formulate scientific and reasonable fuel nozzle replacement plans.

[0006] The objective of this invention is achieved through the following technical solution: a big data detection system for carbon deposit status of aero-engine fuel nozzles, characterized in that it includes a flight data acquisition submodule, a message decoding module, a data storage module, a carbon deposit status analysis module, and a carbon deposit characteristic value threshold out-of-tolerance warning message push module. The flight data acquisition submodule is embedded within the airborne flight data acquisition unit of the airborne system. The message decoding module, data storage module, carbon deposit status analysis module, and carbon deposit characteristic value threshold out-of-tolerance warning message push module are all installed in the ground system. The flight data acquisition submodule is connected to the message decoding module via an ACARS air-to-ground data link. The message decoding module, data storage module, and carbon deposit status analysis module are sequentially... The carbon deposit characteristic value threshold out-of-tolerance warning message push module is connected to the data storage module. The flight data acquisition submodule obtains engine exhaust temperature status parameters from the engine electronic controller and converts them into messages, which are then sent to the message decoding module via the ACARS air-to-ground data link. The message decoding module parses the messages into field information and stores them in the data storage module. The carbon deposit status analysis module obtains the messages from the data storage module and analyzes them, generating carbon deposit status characteristic values ​​and their trend visualization graphs, which are then stored in the data storage module. The carbon deposit characteristic value threshold out-of-tolerance warning message push module sets a carbon deposit status characteristic value threshold and completes subscription and out-of-tolerance warning push based on the carbon deposit status characteristic value threshold.

[0007] This invention can accurately determine the occurrence of carbon deposits and pinpoint the areas where they form. It changes the crude "one-size-fits-all" approach, saving significant funds and reducing maintenance costs. Currently, airlines schedule fuel nozzle replacements based on CNR (Common Reporting and Receiving) times. This invention enables my country to independently detect coking and carbon deposits on fuel nozzles. Airlines can proactively develop scientific and reasonable fuel nozzle replacement plans, preventing serious flight delays and engine start-up failures caused by delayed fuel nozzle replacements due to coking, thus greatly reducing operational risks.

[0008] The flight data acquisition submodule of this invention includes an engine exhaust temperature status parameter acquisition submodule and an engine exhaust temperature status parameter message encapsulation submodule. The engine exhaust temperature status parameter acquisition submodule includes a definition submodule for defining engine exhaust temperature status parameters and a capture submodule for capturing engine exhaust temperature status parameters. After being captured, the engine exhaust temperature status parameters are stored in the system cache of the flight data management component. The engine exhaust temperature status parameter message encapsulation submodule encapsulates the engine exhaust temperature status parameters into a message of structured data blocks. The message is sent to the ground system via a data link through the ACARS communication management component, and then forwarded to the airline terminal system by the data link provider so that the airline terminal system can identify and deconstruct it.

[0009] The engine exhaust temperature (EGT) status parameters described in this invention are the exhaust indicated temperature and the temperatures measured by each probe, collectively referred to as EGT status parameters. The exhaust indicated temperature is the temperature displayed on the cockpit instrument panel after the weighted average of the temperatures measured by each probe, referred to as the EGT indicated temperature EGTd, where the left engine is EGTd1 and the right engine is EGTd2; the temperature measured by each EGT probe includes the left and right engine EGT probe temperatures, and the number of left and right engine EGT probes is determined by the specific engine model.

[0010] In this invention, the capture submodule captures the EGT state parameter when the engine starts and the N2 speed exceeds 45%, or when the aircraft climbs and the flight altitude exceeds 9,000 feet or 19,000 feet, or when the aircraft enters the steady-state cruise phase; or when the aircraft ends the takeoff phase, the capture submodule captures the maximum value of the EGT state parameter. Here, N2 is a characterization value of the engine compressor speed, expressed as a percentage.

[0011] The capture submodule of this invention includes a rolling maximum / minimum buffer submodule and a first low-pass noise filtering submodule. The rolling maximum / minimum buffer submodule includes a second low-pass noise filtering submodule and a maximum / minimum buffer. When the engine is in an acceleration state, the current frame EGT status parameter is valid and the instantaneous bleed valve is closed; otherwise, the current frame EGT status parameter is discarded. If the value of the current frame EGT status parameter is greater than the value of the existing EGT status parameter in the maximum / minimum buffer, the current frame EGT status parameter is filtered by the second low-pass noise filtering submodule and enters the maximum / minimum buffer. The EGT status parameter in the maximum / minimum buffer is updated to the current frame EGT status parameter; otherwise, the EGT status parameter in the buffer remains unchanged. This continues until the end of the takeoff phase or after the engine exits the acceleration state. The maximum / minimum buffer retains the maximum value of the EGT status parameter during the entire takeoff phase (or engine acceleration phase). The captured EGT status parameter is filtered by the first low-pass noise filtering submodule and input into the flight data management component system cache for storage.

[0012] Adding a low-pass noise filter submodule before the extreme value buffer can reduce the interference of the data source (real-time engine parameters transmitted from EEC to ARINC429 bus) on the system and ensure the quality of the EGT status parameters in the extreme value buffer.

[0013] To reduce interference from parameter jumps in the data source (real-time engine parameters transmitted from EEC to the ARINC429 bus) and to ensure the quality of engine status parameters in the extreme value buffer, EGT status parameters are filtered through a low-pass noise filter module before being input into the FDIMU system buffer.

[0014] The low-pass noise filter submodule has a built-in arithmetic mean calculator, and the EGT status parameter sampling frequency is 8Hz. The arithmetic mean calculator automatically calculates the arithmetic mean of the EGT status parameters within 4 seconds and outputs it to the FDIMU system buffer.

[0015] The first low-pass noise filter module of this invention receives multiple parameters, including height, rotational speed and EGT status parameters, and filters all of these parameters. The second low-pass noise filter module receives only the EGT status parameters, and filters only the EGT status parameters.

[0016] The message encapsulation submodule of the present invention encapsulates the following fields: header, flight information, system software information, engine operating environment parameters, and EGT status parameters.

[0017] The message decoding module of this invention includes a timed scanner, a header parser, a decoding table locator, and a character parser. The decoding table locator includes a message type selector, a decoding table object, and an engine installation location selector. The timed scanner periodically scans the messages in the ACARS downlink message file pool of the ground system and inputs the messages into the header parser. The header parser parses the embedded message identifier and the large aircraft type identifier according to the message header definition. The embedded message identifier is then sent to the message type selector and the decoding table object of the decoding table locator, respectively. In the decoding table locator, the embedded message identifier is first pointed to different elements in the decoding table object by the message type selector. The decoding table locator then decomposes the engine installation location identifier and sends it to the engine installation location selector. The engine installation location selector points to different elements in the decoding table object according to different embedded message identifiers. The selected decoding table object element and the complete ACARS format message are sent to the character parser, which parses the corresponding fields of the decoding table according to the internal format definition of the message and sends them to the data storage module.

[0018] The data storage module of the present invention stores key header content and all message body content. The key header content includes aircraft number, flight number and timestamp. This information is combined to uniquely identify a flight. The year and month information of the host system clock where the message decoding module is located is appended to the timestamp to form a new timestamp format in the format of year year month month day day hour hour minute minute.

[0019] The data storage module of this invention stores messages through a decoding table object. The ATYP field is extracted from the message header and input by the message decoding module. The decoding table object automatically points to the corresponding decoding table entity based on the content of the ATYP field. Each element in each decoding table object consists of an identifier portion uniquely identifying each decoding table record or a flight record, and a private portion storing the message body content. The identifier portion consists of RAW_ID, aircraft number, flight number, and timestamp. The private portion consists of an engine operating environment parameter storage area and an EGT status parameter storage area. The engine operating environment parameter storage area stores large aircraft models, The system comprises a flight information storage area containing the aircraft tail number, message generation date, message generation time, four-letter code of the departure airport, four-letter code of the arrival airport, and flight number; a system software identifier storage area containing the system software identifier; and an engine operating environment status parameter storage area. The data stored in the engine operating environment status parameter storage area consists of three segments: the first segment contains message trigger attributes and bleed air status attributes; the second segment contains aircraft operating attributes and ACMS software attributes; and the third segment contains engine intrinsic attributes. The EGT status parameter storage area stores the EGT status parameters in the left and right engine start-up messages, take-off messages, climb messages, and cruise messages separately through different decoding tables.

[0020] The carbon deposition state analysis module of the present invention includes:

[0021] The EGT probe temperature divergence trend visualization submodule is used to visualize the EGT probe temperature divergence in the form of a trend graph within a given time range. The trend graph and its statistical characteristic values ​​are used to map the occurrence and diffusion of carbon deposits.

[0022] During takeoff and climb (9,000 feet and 19,000 feet), the maximum difference between the measurement of the single hottest EGT probe and the average value of all normally functioning EGT probes (also known as mean divergence) indicates that the divergence trend is increasing, which indicates blockage of the main fuel line check valve or carbon buildup in the area near the main fuel injection port of the main fuel circuit or in the heat shield.

[0023] The EGT probe daily maximum temperature trend visualization submodule is used to visualize the daily maximum temperature of the EGT probe within a given time range in the form of a trend chart. The trend chart and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits.

[0024] The highest individual EGT probe temperature recorded during takeoff at the day's maximum thrust is the highest temperature measured by the EGT probe in the FCDM takeoff report. An increasing trend in the daily maximum temperature indicates blockage of the main fuel line check valve, carbon buildup in the area near the main fuel injection port in the main fuel circuit, or carbon deposits on the heat shield.

[0025] The EGT probe peak temperature trend visualization submodule is used to visualize the peak temperature of the EGT probe within a given time range in the form of a trend graph. The trend graph and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits.

[0026] The highest temperature measured by the EGT probe during takeoff and climb (9,000 feet and 19,000 feet) indicates an increasing peak temperature trend, which may indicate blockage of the main fuel line check valve, carbon buildup in the area near the main fuel injection port in the main fuel circuit, or carbon deposits on the heat shield.

[0027] The EGT probe temperature range trend visualization submodule is used to visualize the EGT probe temperature range within a given time range in the form of a trend graph. The trend graph and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits.

[0028] The numerical difference between the maximum and minimum temperatures measured by EGT1 to 8 probes indicates a distortion in the normal distribution of temperatures measured by the circumferentially distributed EGT probes (the range amplifies this distortion). This distortion extends over time and exhibits a certain trend (the range further reveals this trend), which may indicate the diffusion of carbon deposits across multiple nozzles.

[0029] The high-power EGT probe temperature median divergence trend visualization submodule is used to visualize the correlation of high-power EGT probe temperature median divergence within a given time range in the form of a trend graph. The trend graph trend and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits.

[0030] The maximum (or minimum) value of the difference between the temperature measured by probes 1 to 8 and the temperature indicated by EGT, and an increase in the negative median amplitude, indicate that the main fuel line check valve is blocked or that carbon deposits have formed in the area near the main fuel injection port or the heat shield in the main fuel circuit.

[0031] The fuel injector carbon deposit area location trend visualization submodule is used to visualize the location of fuel injector carbon deposit areas within a given time range in the form of a trend chart. The trend chart and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits.

[0032] The EGT probe temperature divergence trend visualization submodule of this invention consists of several input parameters and divergence calculation submodules, outputting a divergence trend graph. The input parameters include aircraft number, main aircraft type, data acquisition start timestamp, data acquisition end timestamp, divergence name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibrated divergence upper limit, calibrated divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. Each divergence calculation submodule is used to execute the left-hand EGT... The system includes: a left-emitting EGT probe temperature divergence calculation submodule for calculating and generating and outputting the probe temperature divergence trend graph; a right-emitting EGT probe temperature divergence calculation submodule for calculating and generating and outputting the right-emitting EGT probe temperature divergence trend graph; a left-right EGT probe temperature divergence difference calculation submodule for calculating and generating and outputting the left-right EGT probe temperature divergence difference value; and a left-right EGT probe temperature divergence correlation calculation submodule for calculating and generating and outputting the left-right EGT probe temperature divergence correlation value.

[0033] The daily maximum temperature trend visualization submodule of the EGT probe described in this invention consists of several input parameters and daily maximum temperature calculation submodules, outputting a daily maximum temperature trend graph. The input parameters include aircraft number, main aircraft type, data acquisition start time stamp, data acquisition end time stamp, daily maximum temperature name, abnormal data filtering conditions, positive daily maximum temperature threshold, negative daily maximum temperature threshold, calibrated daily maximum temperature upper limit, calibrated daily maximum temperature lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. Each daily maximum temperature calculation submodule is used for... The system includes: a submodule for calculating the daily maximum temperature of the left-emitting EGT probe and generating and outputting its trend chart; a submodule for calculating the daily maximum temperature of the right-emitting EGT probe and generating and outputting its trend chart; a submodule for calculating the daily maximum temperature difference between the left and right-emitting EGT probes and generating and outputting its trend chart; and a submodule for calculating the correlation between the daily maximum temperatures of the left and right-emitting EGT probes and generating and outputting its trend chart.

[0034] The EGT probe peak temperature trend visualization submodule of this invention consists of several input parameters and peak temperature calculation submodules, outputting a peak temperature trend graph. The input parameters include aircraft number, main aircraft type, data acquisition start time stamp, data acquisition end time stamp, peak temperature name, abnormal data filtering conditions, positive peak temperature threshold, negative peak temperature threshold, calibrated peak temperature upper limit, calibrated peak temperature lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. The daily peak temperature calculation submodules are used for... The module includes: a left-source EGT probe peak temperature calculation submodule for calculating and generating / outputting the peak temperature trend graph of the left-source EGT probe; a right-source EGT probe peak temperature calculation submodule for calculating and generating / outputting the peak temperature trend graph of the right-source EGT probe; a left-right source EGT probe peak temperature difference calculation submodule for calculating and generating / outputting the peak temperature difference between the left and right source EGT probes; and a left-right source EGT probe peak temperature correlation calculation submodule for calculating and generating / outputting the peak temperature correlation graph between the left and right source EGT probes.

[0035] The EGT probe temperature range trend visualization submodule of this invention consists of several input parameters, a range calculation data source storage area positioning submodule, a high-power state EGT state parameter range calculation submodule, a high-power state EGT state parameter range correlation calculation submodule, and a low-power state EGT state parameter range calculation submodule. It outputs a range / range difference / range correlation trend graph. The total input parameters include aircraft number, aircraft type, data acquisition start time stamp, data acquisition end time stamp, range name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibration divergence upper limit, calibration divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. The range calculation data source storage area positioning submodule... The position submodule is used to locate the range calculation data source storage area pointed to by the range name; the high-power state EGT state parameter range calculation submodule uses the EGT state parameters of cruise, takeoff, and climb reports as input data sources, and maps the occurrence and diffusion state of carbon deposits by observing the trend of their range graphs and their statistical characteristic values; the high-power state EGT state parameter range correlation calculation submodule uses the EGT state parameters of cruise, takeoff, and climb reports as input data sources, and maps the occurrence and diffusion state of carbon deposits by observing the trend of their range correlation graphs and their statistical characteristic values; the low-power state EGT state parameter range calculation submodule uses the EGT state parameters of left and right engine start reports as input data sources, and maps the occurrence and diffusion state of carbon deposits by observing their range trend graphs and their statistical characteristic values.

[0036] The high-power EGT probe temperature median divergence trend visualization submodule of this invention includes several input parameters, a median divergence calculation data source storage area positioning submodule, a median divergence name selector, a message storage area locator, an EGT median divergence direction selector, an EGT median divergence calculator, an EGT median divergence dual-transmission difference calculator, an EGT median divergence dual-transmission correlation calculator, and a trend graph generator. It outputs left and right transmission median divergence, dual-transmission median divergence difference, and dual-transmission median divergence correlation trend graphs. The input parameters include... The data acquisition process includes: aircraft number, main aircraft model, data acquisition start timestamp, data acquisition end timestamp, median divergence name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibrated divergence upper limit, calibrated divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output window, whether to display a legend, and whether to generate a vector window file. The median divergence calculation data source storage area positioning submodule is used to locate the median divergence calculation data source storage area. The median divergence name selector selects a valid median divergence name variable input, which is then... The message storage area locator points to the required median amplitude dispersion calculation data source storage area; the message storage area locator consists of a median amplitude dispersion name variable table and a logic selector. The median amplitude dispersion name variable table provides the logic condition benchmark for the logic selector. The logic selector outputs the pointer to the decoding table object in the median amplitude dispersion calculation data source storage area, and its result is input to the EGT probe temperature median amplitude dispersion calculator of the corresponding message; the EGT median amplitude dispersion direction selector parses the median amplitude dispersion direction based on the valid median amplitude dispersion name input; the EGT median amplitude dispersion calculator calculates the median amplitude dispersion direction based on the median amplitude dispersion. The input of the divergence direction automatically switches between positive and negative median amplitude divergence calculation components; the median amplitude divergence calculation unit selector selects the median amplitude divergence calculation unit for the left or right signal and outputs the median amplitude divergence calculation results for the left or right signal; the EGT median amplitude divergence dual-speech difference calculator is used to input left and right signal data to generate a left and right signal median amplitude divergence difference sequence; the EGT median amplitude divergence dual-speech correlation calculator is used to input left and right signal data to generate a segmented correlation coefficient sequence; the trend chart generator generates a median amplitude divergence trend chart and its data table from the segmented correlation coefficient sequence.

[0037] The fuel injector carbon deposit area location trend visualization submodule of this invention includes a fuel injector carbon deposit area location submodule based on EGT probe temperature polarization and a fuel injector carbon deposit area location submodule based on EGT probe temperature median amplitude dispersion. The fuel injector carbon deposit area location submodule based on EGT probe temperature polarization locates the accumulation of fuel injector carbon deposits in the corresponding area by observing the trend changes of the maximum or minimum measured temperature of each EGT probe on different EGT probes. The fuel injector carbon deposit area location submodule based on EGT probe temperature median amplitude dispersion locates the accumulation of fuel injector carbon deposits in the corresponding area by observing the trend changes of positive or negative median amplitude dispersion on different EGT probes.

[0038] The fuel nozzle carbon deposit region positioning submodule based on EGT probe temperature polarization of this invention includes an input parameter set, a fuel nozzle carbon deposit region positioning submodule, an EGT polarization direction selector, an EGT temperature polarization probe locator, a dual-engine EGT temperature polarization probe correlation calculator, and a trend graph generator. The input parameter set includes aircraft number, main aircraft type, data acquisition start time stamp, data acquisition end time stamp, polarization name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibration divergence upper limit, calibration divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. The fuel nozzle carbon deposit region positioning submodule is used to locate the polarization calculation data source storage area. The EGT polarization direction selector is connected to the EGT polarization carbon deposit region corresponding to each flight phase. Before the EGT temperature polarization probe locator and the dual-electrode EGT temperature polarization probe correlation calculator in the domain positioning submodule, the polarization direction is parsed based on the valid polarization name input and simultaneously input into the EGT temperature polarization probe locator and the dual-electrode EGT temperature polarization probe correlation calculator along with the valid polarization name. The EGT temperature polarization probe locator automatically switches between positive and negative polarization calculation components based on the input polarization direction, then selects the left or right EGT polarization vector calculation unit, and outputs the left / right positive / negative EGT temperature polarization probe positioning number. The dual-electrode EGT temperature polarization probe correlation calculator connects the left and right transmission data, calculates the left / right positive / negative EGT temperature polarization probe positioning number sequence respectively, generates a probe positioning number segment sequence, and then outputs a segment correlation coefficient sequence. The trend graph generator takes the segment correlation coefficient sequence as input and generates a probe positioning number trend graph and the data table used.

[0039] The fuel nozzle carbon deposit area localization submodule based on EGT probe median temperature divergence described in this invention includes input parameters, a result set constructor, and a graph generator. The input parameters include aircraft number, aircraft type, message identifier, engine mounting location, EGT probe label feature name, data cluster name, divergence direction, margin, data acquisition start timestamp, data acquisition end timestamp, abnormal data filtering conditions, positive median divergence EGT probe number threshold, negative median divergence EGT probe number threshold, calibrated median divergence EGT probe number upper limit, calibrated median divergence EGT probe number lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. The result set constructor connects to a database and, based on the main control parameters and conditional parameters input, performs calculations and outputs the EGT probe label sequence to the graph generator. The graph generator generates a single-engine trend chart and a left / right engine correlation trend chart based on the different input parameters.

[0040] The carbon deposit characteristic value threshold excess warning message push module of this invention includes an API interface module for the storage module and a carbon deposit characteristic value threshold excess warning message subscription module based on the storage module's API interface. Each API interface of the API interface module consists of one or more interface functions. Each interface function receives input parameters through a specified formal parameter table and obtains the corresponding EGT status parameter characteristic value. The carbon deposit characteristic value threshold excess warning message subscription module is connected to the enterprise mail server. Messages related to fuel injector carbon deposit management that meet the subscription conditions are automatically sent to the subscriber's email address.

[0041] The API interface module of the storage module of the present invention includes an EGT probe temperature divergence trend visualization submodule API interface for obtaining the divergence of EGT probe temperature in the message, an EGT probe daily maximum temperature trend visualization submodule API interface for obtaining the daily maximum temperature of EGT probe temperature in the message, an EGT probe peak temperature trend visualization submodule API interface for obtaining the peak temperature of EGT probe temperature in the message, an EGT probe temperature range trend visualization submodule API interface for obtaining the range of EGT probe temperature in the message, a high-power state EGT probe temperature median divergence trend visualization submodule API interface for obtaining the median divergence of EGT probe temperature in a specified divergence direction in the message, and a fuel injector carbon deposit area positioning trend visualization submodule API interface for obtaining the polarization statistical characteristic value, median divergence feature character vector, and median divergence feature character vector feature value of EGT probe temperature in the message.

[0042] Compared with the prior art, the present invention has the following significant effects:

[0043] (1) This invention can accurately determine the occurrence of carbon deposits and pinpoint the area where they form. Technically, it can change the crude operation of "replacing all fuel nozzles at once" (an engine has 19 nozzles, each costing approximately US$80,000), thus saving a significant amount of money (China Southern Airlines replaces more than 30 fuel nozzles annually due to carbon deposits), reducing maintenance costs. Currently, airlines schedule fuel nozzle replacements based on CNR (Common Receipt and Transmission) times. With this invention, airlines can proactively develop scientific and reasonable fuel nozzle replacement plans, avoiding serious flight delays and engine start-up failures caused by the inability to replace fuel nozzles in a timely manner due to coking.

[0044] (2) The trend chart of each module of the present invention not only gives the trend of carbon characteristic value, but also gives its statistical characteristic parameters. Real-time monitoring logic is set according to the standard deviation boundary to trigger email warnings and provide real-time alarms for the occurrence of carbon deposits. Continuous email warnings indicate the occurrence or aggravation of carbon deposits, which facilitates timely understanding of the carbon deposit situation.

[0045] (3) This invention applies to high-bypass turbofan engines with a multi-fuel nozzle integral combustion chamber layout, including but not limited to the following models of aircraft engines: LEAP1A / PW1100 (optional for A320NEO series aircraft), V2500 / CFM56 (optional for A320CEO series aircraft), LEAP1B (optional for B737MAX series aircraft), CFM56 (optional for B737NG series aircraft), LEAP1C (optional for C919 aircraft), CF34-10A series (optional for ARJ21 aircraft), GE90 series (optional for B777 series aircraft), GEnx series (optional for B787 series aircraft), Trend series (optional for A330 / A380 / A350 series aircraft), and PW4170 series (optional for A330 series aircraft). Attached Figure Description

[0046] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0047] Figure 1 This is a schematic diagram of the composition structure of the present invention;

[0048] Figure 2 This is a schematic diagram showing the distribution of the 8 EGT probes;

[0049] Figure 3 This is a schematic diagram of the composition of the flight data acquisition module;

[0050] Figure 4 This is a schematic diagram of the composition structure of the engine exhaust temperature state parameter capture submodule;

[0051] Figure 5 This is a schematic diagram of the composition structure of the EGT rolling maximum / minimum buffer submodule;

[0052] Figure 6 This is a diagram showing the engine start-up alarm (left engine, right engine);

[0053] Figure 7 This is a schematic diagram of the composition structure of the message decoding module;

[0054] Figure 8 This is a schematic diagram of an FCDM message storage object;

[0055] Figure 9 This is a schematic diagram of the data structure of the decoded table elements;

[0056] Figure 10 This is a schematic diagram of the private part of the decoding table;

[0057] Figure 11 This is a schematic diagram of the FCDM sending startup messages in the EGT status parameter storage area;

[0058] Figure 12 This is a schematic diagram of the composition and structure of the carbon deposit condition analysis module;

[0059] Figure 13 This is a schematic diagram of the composition structure of the EGT probe temperature divergence trend visualization submodule;

[0060] Figure 14 This is a schematic diagram of the left-hand EGT probe temperature dispersion calculation submodule;

[0061] Figure 15 This is a trend chart of temperature divergence of the left-hand EGT probe;

[0062] Figure 16 This is a schematic diagram of the submodule for calculating the temperature divergence difference between the left and right EGT probes;

[0063] Figure 17 This is a schematic diagram of the submodule for calculating the correlation of temperature divergence between the left and right EGT probes;

[0064] Figure 18 This is a trend chart showing the correlation between the temperature divergence of the left and right EGT probes;

[0065] Figure 19 This is a schematic diagram of the composition structure of the EGT probe's daily maximum temperature trend visualization submodule;

[0066] Figure 20 This is a schematic diagram of the composition structure of the EGT probe peak temperature trend visualization submodule;

[0067] Figure 21 This is a schematic diagram of the composition structure of the EGT probe temperature range trend visualization submodule;

[0068] Figure 22This is a schematic diagram of the composition structure of the high-power EGT probe temperature median divergence trend visualization submodule.

[0069] Figure 23 This is a schematic diagram of the composition structure of the fuel nozzle carbon deposit region positioning submodule based on EGT probe temperature polarization;

[0070] Figure 24 This is a schematic diagram of the composition of the fuel injector carbon deposit area positioning submodule based on the median temperature dispersion of the EGT probe.

[0071] Figure 25 This is a schematic diagram of the composition structure of the API interface module of the storage module;

[0072] Figure 26 This is a sample of an email warning about exceeding tolerances;

[0073] Figure 27 This is a schematic diagram of the submodule architecture of the window file manager. Detailed Implementation

[0074] This invention is applicable to the detection of carbon deposits on fuel injectors of various engine models. This embodiment takes the detection of carbon deposits on fuel injectors of LEAP series engines as an example to specifically illustrate the technical solution of this invention.

[0075] like Figure 1As shown, this invention discloses a big data detection system for the carbon deposit status of aero-engine fuel nozzles. It includes a flight data acquisition submodule (FCDM software submodule), a message decoding module (FCDM message decoding module, FCDM-fuel nozzle carbon deposit management), a data storage module (FCDM data storage module), a carbon deposit status analysis module, and a carbon deposit characteristic value threshold out-of-tolerance warning message push module. The flight data acquisition submodule is embedded within the airborne flight data acquisition unit of the airborne system; that is, the airborne portion consists of the flight data acquisition submodule embedded within the airborne flight data acquisition unit, collectively referred to as "①Flight Data Acquisition Module". The airborne flight data acquisition unit (FDIMU, Flight Data Management Component) is a standard hardware device on the aircraft, and it interfaces with the airframe / engine system data bus. The flight data acquisition submodule (FCDM software module) performs the function of acquiring relevant engine parameters. The message decoding module, data storage module, carbon buildup status analysis module, and carbon buildup characteristic value threshold exceedance warning message push module are all installed in the ground system. The flight data acquisition submodule is connected to the message decoding module via the ACARS air-to-ground data link. The message decoding module, data storage module, and carbon buildup status analysis module are connected sequentially. The carbon buildup characteristic value threshold exceedance warning message push module is connected to the data storage module. The flight data acquisition submodule obtains engine exhaust temperature status parameters from the engine electronic controller and converts them into messages, which are then sent to the message decoding module via the ACARS air-to-ground data link. The ACARS network is a global general aviation digital communication infrastructure, and the ACARS air-to-ground data link transmission process is completed by the ACARS air-to-ground network. The message decoding module parses the messages into field information and stores it in the data storage module. The carbon buildup status analysis module obtains the messages from the data storage module and analyzes them, generating carbon buildup status characteristic values ​​and their trend visualization graphs, which are then stored in the data storage module. The carbon buildup characteristic value threshold exceedance warning message push module sets the carbon buildup characteristic value threshold and completes subscription and exceedance warning push based on the carbon buildup characteristic value threshold.

[0076] like Figure 3 As shown, the FDIMU and EEC are connected via the ARINC429 bus. The EEC generates real-time engine parameters and transmits them to the ARINC429 bus. This part of the functionality, including the installation of the FDIMU and EEC and the connection of the ARINC429 bus, is a standard configuration of the aircraft. The relevant hardware wiring work has been completed by the aircraft manufacturer when the aircraft is delivered to the airline. However, the engine status parameter acquisition function of this invention can only be realized after the flight data acquisition submodule of this invention is installed.

[0077] like Figure 2As shown, the LEAP series engine has 19 fuel injectors and 8 probes arranged circumferentially in the thermal zone behind the combustion chamber, corresponding to the installation of the fuel injectors. These probes are integral components of the LEAP series engine. Each probe measures the exhaust temperature of different areas within the thermal zone. Engine exhaust temperature (EGT) status parameters include: exhaust indicated temperature (hereinafter referred to as EGT indicated temperature) and the temperatures of probes EGT1 to EGT81 or EGT12 to EGT82, collectively referred to as EGT status parameters. The exhaust indicated temperature is the left and right engine exhaust indicated temperature EGT1 and EGT2, referred to as the EGT indicated temperature. The temperatures measured by probes EGT1 to EGT81 and EGT12 to EGT82 are the left and right engine exhaust temperatures measured by probes 1 to 8. The EGT indicated temperature is the weighted average of the temperatures measured by each probe and displayed on the cockpit instrument panel.

[0078] Detailed definitions are as follows: (Example: EGT indicating temperature) (1) EGT indicating temperature (EGT) d )

[0079]

[0080] (Table 1)(2) Temperature of EGT1 probe

[0081]

[0082]

[0083] (Table 2)

[0084] The detailed definition table for the temperatures of probes 2 to 8 (EGT21 to EGT81 and EGT22 to EGT82) for the left / right exhaust is omitted.

[0085] The flight data acquisition submodule includes an engine exhaust temperature status parameter acquisition submodule and an engine exhaust temperature status parameter message encapsulation submodule. The engine exhaust temperature status parameter acquisition submodule includes a definition submodule for defining engine exhaust temperature status parameters and a capture submodule (engine exhaust temperature status parameter capture submodule) for capturing engine exhaust temperature status parameters. After the engine exhaust temperature status parameters are captured, they are stored in the system cache of the flight data management component. The engine exhaust temperature status parameter message encapsulation submodule encapsulates the engine exhaust temperature status parameters into a message of structured data blocks. The message is sent to the ground base station via the data link through the ACARS communication management component, and then forwarded to the airline terminal system by the data link provider.

[0086] like Figure 4 As shown, engine exhaust temperature status parameters are captured and stored in the FDIMU system cache when the following conditions are met:

[0087] ① When the engine starts and the N2 speed exceeds 45%, capture the EGT status parameters of the left and right engines;

[0088] ② At the end of the aircraft takeoff phase, capture the EGT state parameters when the left and right engines reach their maximum EGT values;

[0089] ③ During the aircraft's climb phase, when the flight altitude crosses 9,000 feet or 19,000 feet, capture the EGT status parameters of the left and right engines;

[0090] ④ When the aircraft enters the steady-state cruise phase, it captures the EGT status parameters of the left and right engines.

[0091] like Figure 5 As shown, the capture submodule includes a rolling extremum buffer submodule (EGT rolling extremum buffer submodule) and a first low-pass noise filtering submodule. The rolling extremum buffer submodule includes a second low-pass noise filtering submodule and an extremum buffer. The initial value of the engine exhaust temperature state parameter in the buffer is empty by default. Ensuring the engine is in an acceleration state (i.e., in a high-power state, the current frame EGT parameter is valid and the instantaneous bleed valve (TBV) is closed; otherwise, the current frame is discarded), if the current frame EGT value is greater than the existing EGT value in the buffer, then the current frame EGT state parameter enters the extremum buffer after being filtered by the second low-pass noise filtering submodule. The engine state parameters in the buffer (including exhaust temperature (EGT)) are then... d The temperature measured by the probe (EGT1 to EGT8) is updated to the current frame state parameters; otherwise, the state parameters in the buffer remain unchanged (i.e., the current frame is discarded). This continues until the end of the takeoff phase or after the engine exits acceleration. The maximum value buffer retains the maximum value during the entire takeoff phase (or engine acceleration phase). The captured EGT state parameters are filtered by the first low-pass noise filter submodule and stored in the flight data management component system cache.

[0092] In the engine exhaust temperature status parameter capture submodule, when any capture condition is met, the EGT status parameter in the FDIMU system cache is encapsulated into a message (hereinafter referred to as FCDM message, i.e. engine exhaust temperature status parameter message) and sent back to the ARINC429 bus. The ACARS communication management component (CMU) then sends it to the ground base station via the data link, and the data link provider forwards it to the airline terminal system.

[0093] The Engine Exhaust Temperature Status Parameter Message Encapsulation Submodule encapsulates the EGT status parameters (including other auxiliary parameters and engine operating environment parameters) in the FDIMU system cache into structured data blocks so that the airline terminal system can identify and deconstruct them.

[0094] in:

[0095] ① The EGT status parameters (including other auxiliary parameters and engine operating environment parameters) generated during the start-up process of the left and right engines are packaged in, for example, Figure 6 In the messages shown, they are abbreviated as REP101 and REP102;

[0096] ② The EGT status parameters (including other auxiliary parameters and engine operating environment parameters) generated during engine takeoff are packaged in the message, referred to as REP004;

[0097] ③ The EGT status parameters (including other auxiliary parameters and engine operating environment parameters) generated during the engine climb process are packaged in the message, referred to as REP003;

[0098] ④ The EGT status parameters (including other auxiliary parameters and engine operating environment parameters) generated by the engine steady-state cruise process are packaged in the message, referred to as REP001.

[0099] Each message consists of the following segments:

[0100] ①Header

[0101] The general format for identifying the type of message is: "FCDM Flight Phase REPORT <Message Identifier>".

[0102] The correspondence between "flight phase" and "message identifier" is shown in Table 3 below:

[0103]

[0104]

[0105] (Table 3)

[0106] ②Flight Information

[0107] The operational information used to identify an aircraft / flight includes the aircraft number (A / C ID), message generation date (DATE), Coordinated Universal Time (UTC) at which the message was generated, the four-letter code of the departure airport (FROM), the four-letter code of the arrival airport (TO), and the flight number (FLT).

[0108] ③ System Software Information (EXSWPN) is used to identify engine control system software information, including system software supplier code, engine model code, user software version, etc.

[0109] ④ Engine operating environment parameters: including the flight phase code (PH) when the message is triggered, total number of messages / previous message count (CNT), message trigger code (CODE), bleed air status word (BLEED STATUS), APU operating status, total temperature (TAT), flight altitude (ALT), calculated airspeed (CAS), Mach number (MN), total weight (GW), center of gravity position (CG), ACMS software identifier (DMU / SW), engine serial number (ESN), engine operating hours (EHRS), and engine cycle count (ECYC);

[0110] Additionally, the REP101 (left engine start report) and REP102 (which contain an engine start report) messages also provide the engine mounting position identifier (E), where E=1 indicates left engine and E=2 indicates right engine.

[0111] ⑤EGT status parameters:

[0112] REP101 / REP102: Provides EGT status parameters when the N2 speed crosses 45% during engine startup, including the EGT indicated temperature (EGT). d For the temperatures of the eight EGT probes (EGT1-8), please refer to [reference needed]. Figure 6 ;

[0113] Provide the EGT status parameters for both engines at the maximum EGT time at the end of takeoff, including the EGT indicated temperature (EGT). d ) and the temperatures of 8 EGT probes (EGT1~8);

[0114] Provide the EGT status parameters for the left and right sides when climbing to 9,000 feet and 19,000 feet, including the EGT indicated temperature (EGT). d ) and the temperatures of 8 EGT probes (EGT1~8);

[0115] Provide the EGT (Electronic Torque Parameter) state parameters for the left and right engines when the aircraft reaches steady-state cruise, including the EGT indicated temperature (EGT). d ) and the temperatures of 8 EGT probes (EGT1~8).

[0116] Each message includes a print format (hereinafter referred to as the print format) for output from the airborne printer and an ACARS data link transmission format (hereinafter referred to as the ACARS format).

[0117] like Figure 7As shown, the message decoding module (FCDM message decoding module) includes a timed scanner, a header parser, a decoding table locator, and a character parser. The decoding table locator includes a message type selector, a decoding table object, and an engine mounting location selector. The timed scanner periodically scans the messages in the ACARS downlink message file pool of the ground system and inputs the messages into the header parser. The header parser, based on the message header definition, parses out the embedded message identifier and the large engine type identifier, and sends the embedded message identifier to the message type selector and the decoding table object of the decoding table locator, respectively. In the decoding table locator, the embedded message identifier is first pointed to different elements in the decoding table object by the message type selector, where:

[0118] When IMI = 'REP001', it points to the decoding table object element "DFD_ACMREP101_{ATYP}_FDIMUNEOLP";

[0119] When IMI = 'REP003', it points to the decoding table object element "DFD_ACMREP103_{ATYP}_FDIMUNEOLP";

[0120] When IMI = 'REP004', it points to the decoding table object element "DFD_ACMREP104_{ATYP}_FDIMUNEOLP";

[0121] When IMI = 'REP010', the decoder locator further extracts the engine mounting position identifier (IEI) and sends it to the engine mounting position selector.

[0122] The engine mounting location selector points to different elements in the decoding table object based on different embedded message identifiers, where:

[0123] When IEI = '1', it points to the decoding table object element "DFD_ACMREP101_{ATYP}_FDIMUNEOLP";

[0124] When IEI = '2', it points to the decoding table object element "DFD_ACMREP102_{ATYP}_FDIMUNEOLP". The selected decoding table object element and the complete ACARS format message are sent to the character parser (FCDM string parser), which parses out the fields corresponding to the decoding table (hereinafter referred to as FCDM fields) according to the internal format of the FCDM message and sends them to the FCDM data storage module.

[0125] About the FCDM data storage module:

[0126] 1. General data structure of ACARS message: A complete ACARS message consists of an ARINC header and a message body.

[0127] The FCDM message referred to in this invention is actually the body of the ACARS message. The FCDM data storage module stores both the key content of the ARINC header and the content of all message bodies (i.e., FCDM messages).

[0128] Unless otherwise specified, in this document, "ACARS message" is synonymous with "FCDM message" or "message" or "engine exhaust temperature status parameter message".

[0129] The key information in the ARINC header includes the following:

[0130] Aircraft number (ACNO), Flight number (FLIGHTNO), Timestamp (TIMESTAMP)

[0131] In this invention, a combination of the above information is used to uniquely identify "a flight", namely:

[0132] ACNO+FLIGHTNO+TIMESTAMP uniquely identifies a flight.

[0133] Note: Since the ARINC620 protocol does not include "year and month" information in the timestamp, it cannot accurately identify the uniqueness of a flight. Therefore, in this invention, the GMT "year and month" information of the host system clock where the FCDM message decoding module is located is appended before TIMESTAMP, thus forming a new timestamp format of "yyMMddhhmm" (year year month month day day hour hour minute minute). (Unless otherwise specified, "TIMESTAMP" or "timestamp" in this article refers to this timestamp format of "yyMMddhhmm".)

[0134] 2. FCDM message storage object:

[0135] The storage of FCDM message data structures is achieved through FCDM message storage objects (or decoding table objects), such as... Figure 8 As shown, the {ATYP} field is extracted from the FCDM header and input by the FCDM message decoding module. The decode table object elements automatically point to the corresponding decode table entities based on the content of the {ATYP} field.

[0136] 3. Decoding table data structure: such as Figure 9 As shown, each element (i.e., the decode table entity) in each decode table object consists of an identifier portion and a private portion, wherein:

[0137] The identifier is used to uniquely identify each decoding table record, or to uniquely identify a flight record;

[0138] The private portion is used for storing the content fields of the FCDM message body.

[0139] Labeling section:

[0140] The FCDM decoding table identifier consists of the following 5 fields:

[0141] RAW_ID, Aircraft Number (ACNO), Flight Number (FLIGHTNO), Timestamp (TIMESTAMP).

[0142] in:

[0143] ① RAW_ID is a globally unique index used to uniquely identify each element in the decoding table. That is, RAW_IDs are not repeated in any FCDM decoding table storage space, and they increase sequentially from smallest to largest with a step size of 1 (valid range = 1~10). 27 That is, the record found in all FCDM decoding tables by RAW_ID is unique.

[0144] ② Aircraft Number (ACNO): Extracted from the aircraft number field in the ARINC header;

[0145] ③Flight Number (FLIGHTNO): Extracted from the Flight Number field in the ARINC header;

[0146] The composite field (hereinafter referred to as FLIGHTID) consisting of aircraft number (ACNO), flight number (FLIGHTNO), and timestamp (TIMESTAMP) uniquely identifies the flight record in each decoding table. That is, the flight record found in a given FCDM decoding table by FLIGHTID is unique.

[0147] Private section: The private section of the decoding table stores the FCDM message body content fields, such as... Figure 10As shown, the private part of the decoding table consists of two parts: the "Engine Operating Environment Parameter Storage Area" and the "EGT Status Parameter Storage Area". Specifically, the Environment Parameter Storage Area comprises "① ​​Flight Information Storage Area", "② System Software Identifier Storage Area", and "③ Engine Operating Environment Status Parameter Storage Area". The Flight Information Storage Area stores the aircraft type, tail number, message generation date, message generation time, four-letter code of the departure airport, four-letter code of the arrival airport, and flight number. The ACTYPE_RPT field is extracted from the transmission format identifier line, and it identifies the aircraft type corresponding to the ACID (aircraft tail number) field. The System Software Identifier Storage Area has (and only) one field: EXSWPN, extracted from the "System Software Information" line of the FCDM message body. The engine operating environment status parameter storage area stores data in three sections. The first section contains message trigger attributes and bleed air status attributes. Message trigger attributes include: the flight phase code when the message was triggered, the total number of messages, the previous message count, and the message trigger code. Bleed air status attributes include: air conditioning compressor bleed air flow rate, wing anti-icing valve status, pylon anti-icing valve status, bleed air management computer status word #5, and bleed air crossover valve status, stored in order from left to right of the aircraft; finally, the APU bleed air status is given. The second section contains aircraft operating attributes and ACMS software attributes. Aircraft operating attributes include: total ambient temperature, corrected pressure altitude, calculated airspeed, flight Mach number, aircraft weight (kg), and center of gravity. ACMS software attributes include: engine type (large model) code, engine type (small model) code, FDIMU hardware version, and ACMS software identifier. The third section contains intrinsic engine attributes, including left (right) engine serial number, left (right) engine flight hours, and left (right) engine cycle count.

[0148] The EGT status parameter storage area stores the EGT status parameters in the left and right engine start-up reports, take-off reports, climb reports, and cruise reports separately through different decoding tables.

[0149] like Figure 11 As shown, the EGT status parameters when the left / right engine starts and the N2 turns upwards at 45% are included, including the left / right engine EGT indicated temperature (EGT). d The left / right transmitter EGT probes 1 through 8 measure temperature. The status parameters of the left transmitter EGT are stored in the last 9 fields of the decoding table “DFD_ACMREP101_{ATYP}_FDIMUNEOLP”; the status parameters of the right transmitter EGT are stored in the last 9 fields of the decoding table “DFD_ACMREP102_{ATYP}_FDIMUNEOLP”.

[0150] At the end of the aircraft takeoff phase, the EGT status parameters at the maximum EGT values ​​of the left and right engines include the indicated EGT temperature of the left and right engines (EGT). dThe left / right EGT probes 1 through 8 measure the temperature. The EGT status parameters are stored in the last 18 fields of the decoding table “DFD_ACMREP004_{ATYP}_FDIMUNEOLP”.

[0151] When the aircraft climbs past 9,000 feet (corrected barometric altitude) or 19,000 feet (corrected barometric altitude), the EGT status parameters for the left and right engines include the EGT indicated temperature (EGT). d The left / right EGT probes 1 through 8 measure the temperature. The EGT status parameters are stored in the last 36 fields of the decoding table “DFD_ACMREP003_{ATYP}_FDIMUNEOLP”, of which the first 18 fields are the EGT status parameters when crossing 9,000 feet; the last 18 fields are the EGT status parameters when crossing 19,000 feet.

[0152] When the aircraft enters the steady-state cruise phase, it captures the EGT status parameters of the left and right engines, including the EGT indicated temperature of the left and right engines (EGT). d The left / right EGT probes 1 through 8 measure the temperature. The EGT status parameters are stored in the last 18 fields of the decoding table “DFD_ACMREP001_{ATYP}_FDIMUNEOLP”.

[0153] Regarding the carbon deposit condition analysis module:

[0154] 1. Module Framework: Based on the engine's power status, the carbon deposit status analysis module consists of 6 sub-modules, including: EGT probe temperature dispersion trend visualization sub-module, EGT probe daily maximum temperature trend visualization sub-module, EGT probe peak temperature trend visualization sub-module, EGT probe temperature range trend visualization sub-module, high-power state EGT probe median temperature dispersion trend visualization sub-module, and fuel injector carbon deposit area location trend visualization sub-module, such as... Figure 12 As shown. Wherein:

[0155] Flight states under high power conditions include: takeoff, climb, and cruise.

[0156] Flight states under low power conditions include: startup state.

[0157] Under different power conditions, the fuel injector operates in different modes, which affects the temperature measurement mode of the EGT probe. Based on this, a visualization module is constructed for different EGT temperature distribution characteristics, including:

[0158] ① The pilot primary / main fuel line check valve is blocked or carbon deposits are present in the main fuel injector in the main fuel circuit due to high power conditions.

[0159] The mapping of the following sub-modules: “EGT probe temperature divergence trend visualization sub-module”, “EGT probe daily maximum temperature trend visualization sub-module”, “EGT probe peak temperature trend visualization sub-module”, “EGT probe temperature range trend visualization sub-module”, and “high power state EGT probe temperature median divergence trend visualization sub-module”.

[0160] ② The blockage of the pilot and secondary oil pipe check valve or the carbon deposits at the pilot and secondary fuel circuit outlet are mapped by the "EGT probe temperature range trend visualization submodule" in low power state;

[0161] ③ The pilot primary / main fuel line check valve is blocked, or the main fuel circuit main fuel injection nozzle position distribution is affected by the "fuel nozzle carbon deposit area positioning submodule based on EGT probe temperature polarization" and the "fuel nozzle carbon deposit area positioning submodule based on EGT probe temperature median amplitude" under high power conditions.

[0162] position;

[0163] ④ The position of the pilot-secondary fuel line check valve is determined by the "fuel nozzle carbon deposit location submodule based on EGT probe temperature polarization" in low-power mode when the pilot-secondary fuel circuit outlet carbon deposit nozzle is blocked. The fuel nozzle carbon deposit area mapping is shown in Table 4 below:

[0164]

[0165]

[0166] (Table 4)

[0167] The fuel injector carbon deposit area location trend visualization submodule includes a fuel injector carbon deposit area location submodule based on EGT probe temperature polarization and a fuel injector carbon deposit area location submodule based on EGT probe temperature median amplitude divergence. Carbon deposit nozzle location is shown in Table 5.

[0168]

[0169] (Table 5)

[0170] 2. Graphics Generator:

[0171] The graph generator includes a trend graph generator and a two-shot correlation trend graph generator. The trend graph generator generates trend graphs of single-shot or two-shot parameter difference, along with assumed normal distribution fitting graphs and statistical characteristic charts.

[0172] like Figure 13As shown, the EGT probe temperature divergence trend visualization submodule consists of 14 input parameters and 4 divergence calculation submodules, and outputs a divergence trend graph. The input parameters include aircraft number, large aircraft type, data acquisition start time stamp, data acquisition end time stamp, divergence name, abnormal data filtering conditions, positive divergence threshold value, negative divergence threshold value, calibration divergence upper limit, calibration divergence lower limit, number of flight take-off and landing segments, whether to remove blank space at the edge of the output graph window, whether to display legend, and whether to generate vector window file.

[0173] Aircraft Number (ACNO): When outputting the amplitude divergence trend for a specific aircraft model, set ACNO = 'All'. In this case, the input parameter ATYP is input into the amplitude divergence calculation submodule, and the input parameter ACNO is ineffective; otherwise, ATYP is ineffective. This function is implemented by a "dual-channel mutual exclusion logic selector". When the logic truth value of the switch input is True (ACNO = '-All-'), the dual-channel switch is turned to the right, input quantity 1 (ACNO) is cut off, and the output quantity = input quantity 2 (ATYP); when the logic truth value of the switch input is False (ACNO ≠ '-All-'), the dual-channel switch is turned to the left, input quantity 2 is cut off (ATYP), and the output quantity = input quantity 1 (ACNO).

[0174] Large Model (ATYP): When outputting the amplitude trend of a certain model, the ATYP input parameter takes effect when ACNO = 'All'; otherwise, this parameter does not take effect. This function is implemented by a "dual-channel mutual exclusion logic selector".

[0175] Get the start timestamp of the data (StartTimestamp): Input the timestamp of the start of data retrieval (TIMESTAMP); the format is yymmddhhmiss (year month day day hour minute minute).

[0176] Get the end timestamp of the data (EndTimestamp): Input the end timestamp of the data retrieval (TIMESTAMP); the format is yymmddhhmiss (year month day day hour minute minute).

[0177] Amplitude divergence name: This input is a two-dimensional correlated variable, namely the first amplitude divergence name (EGTDIV_Name1) and the second amplitude divergence name (EGTDIV_Name2). The selection of this two-dimensional correlated input variable is achieved by the two-dimensional correlated input selector for amplitude divergence name:

[0178] Abnormal Data Filtering Conditions (Optional): Considering the needs of conditional divergence calculation, such as divergence calculation under limited total temperature range conditions, you can set: Filter = "TKO.TATP_CE>10". In this case, only records that meet the condition "TAT total temperature > 10℃" will participate in the divergence calculation. The condition fields in Filter are applicable to all fields in FCDM takeoff and climb messages, including engine operating environment parameters, EGT status parameters, message identifier fields, and their logical combinations / arithmetic mixed operations SQL expressions.

[0179] If no filter is specified, all records from takeoff and climb reports will be included in the amplitude calculation.

[0180] Positive divergence threshold (EGTDIV_Lim1): Considering the interference of noise parameters, the EGT state parameters may exhibit positive extreme value jumps, resulting in individual points where the calculated divergence value is significantly greater than adjacent values. In such cases, a positive divergence threshold can be set to filter out noisy parameters. Filtered noisy parameters do not participate in the divergence calculation and will not be output on the trend graph, such as:

[0181] EGTDIV_Lim1 = 100 means that points with a divergence greater than 100 will not be output.

[0182] If EGTDIV_Lim1 = -999, it means that no positive divergence threshold is set, that is, all divergence calculation values ​​are output.

[0183] Negative divergence threshold (EGTDIV_Lim2):

[0184] Similarly, considering the interference of noise parameters, the EGT state parameters may exhibit negative extreme value jumps, resulting in calculated divergence values ​​at individual points being significantly smaller than adjacent values. In such cases, a negative divergence threshold can be set to filter out noisy parameters. Filtered noisy parameters do not participate in the divergence calculation and will not be output on the trend graph, such as:

[0185] EGTDIV_Lim2 = 10 means that points with a divergence of less than 10 will not be output.

[0186] If EGTDIV_Lim2 = -999, it means that the negative divergence threshold is not set, that is, all divergence calculation values ​​are output.

[0187] Calibration amplitude upper limit (NormalData_Lim1):

[0188] "Calibration value" refers to the reference value set according to industry control standards.

[0189] "Calibrated upper limit of divergence" refers to the upper limit reference value of divergence set according to the aero-engine monitoring standards. If the divergence exceeds this calibration value, it is considered that the target divergence exceeds the monitoring standards and needs to be paid attention to.

[0190] Given "NormalData_Lim1", such as:

[0191] If NormalData_Lim1 = 30, then points with a divergence >= 30 will be marked on the output trend chart.

[0192] Set NormalData_Lim1 = -999 to not set an upper limit for calibration amplitude divergence.

[0193] Calibration divergence lower limit (NormalData_Lim2):

[0194] The "calibrated lower limit of divergence" refers to the lower limit reference value of divergence set according to the aero-engine monitoring standard. If the divergence is less than this calibration value, it is considered that the target divergence exceeds the monitoring standard and needs to be paid attention to.

[0195] Set NormalData_Lim2 = -999 to not set a lower limit for calibrated amplitude divergence.

[0196] Number of takeoff and landing segments (SegFltCycle):

[0197] This input parameter is used to segment the number of flight takeoffs and landings within a specified time range, specifying the number of segments (SegFltCycle≥0) to facilitate segmented reading of the trend chart.

[0198] Note: When SegFltCycle=0, the trend chart will not output segmented indicator lines.

[0199] Remove plot blanks from the edges of the output plot window:

[0200] This input parameter controls whether to remove the blank border of the trend chart in order to expand the effective graphic area of ​​the trend chart, as follows:

[0201] RemovePlotBlank=1 removes the blank borders from the trend chart;

[0202] =RemovePlotBlank=0 to preserve the blank border of the trend chart.

[0203] Show Legend:

[0204] This input parameter controls whether the trend chart legend is displayed, so that the trend chart curve is not obscured in the default output. See below:

[0205] ShowLegend=1 displays the legend of the trend chart;

[0206] ShowLegend=0 disables the display of the trend chart legend.

[0207] Generate a vector window file (CreateFigure): This input parameter controls whether a vector window file (hereinafter referred to as a fig file) is generated.

[0208] Each EGT probe temperature divergence calculation submodule can output various types of trend chart files, such as common graphic file formats like jpg, png, svg, tif, and pdf, and can also generate dedicated high-definition vector window files, namely the fig file.

[0209] If a fig file is specified as the output, the graphical file management tool / module provided by this invention is required to read or manage the fig file.

[0210] The various amplitude divergence calculation submodules are as follows: a left-emitting EGT probe temperature amplitude divergence calculation submodule; a right-emitting EGT probe temperature amplitude divergence calculation submodule; a left-emitting EGT probe temperature amplitude divergence calculation submodule; a left-emitting EGT probe temperature amplitude divergence difference calculation submodule; and a left-emitting EGT probe temperature amplitude divergence correlation calculation submodule. The dynamic selection of each submodule is automatically completed by the amplitude divergence name selector based on the amplitude divergence name input variable from the EGT probe temperature amplitude divergence trend visualization submodule.

[0211] like Figure 14 As shown, the left-hand EGT probe temperature divergence calculation submodule consists of divergence calculation input parameters, storage area connector, FCDM takeoff report (REP004) EGT status parameter storage area, FCDM climb report (REP003) EGT status parameter storage area, filter, divergence operator, left-hand EGT divergence (EGTDIV_L), positive / negative divergence threshold filter, and EGT divergence trend graph generator.

[0212] Storage Area Connector: Since the calculation of EGT probe temperature dispersion requires retrieving the EGT status parameter storage data from the left engine EGT probes 1-8 of the same flight from the FCDM takeoff report (REP004) and FCDM climb report (REP003), the storage area connector connects these two storage areas. The connection condition is "uniquely identifying a flight," meaning "the same flight operated by the same aircraft on the same calendar day."

[0213] FCDM Takeoff Report (REP004) EGT Status Parameter Storage Area: The "Dispersion Name Selector" automatically selects the "Measured Temperature of Left Engine EGT Probes 1-8" in this storage area and inputs it into the "Takeoff EGT Dispersion Operator".

[0214] FCDM Climb Report (REP003) EGT Status Parameter Storage Area: The "Dispersion Name Selector" automatically selects the "Initial Climb Left Transmitter EGT1-8 Probe Measurement Temperature" in this storage area and inputs it into the "Initial Climb EGT Dispersion Operator"; it also automatically selects the "Initial Climb Left Transmitter EGT1-8 Probe Measurement Temperature" in this storage area and inputs it into the "Initial Climb EGT Dispersion Operator".

[0215] Filter: The filter includes two filtering conditions: anomaly data filtering condition (Filter) and input from the "dual-path mutual exclusion logic selector" of the parent module for mutual exclusion logic of a single aircraft or a certain aircraft type. Data in the storage area that does not meet both conditions will not participate in the amplitude calculation process, that is, it will not be input into the amplitude calculation submodule.

[0216] Amplitude divergence operators include the "Takeoff EGT Amplitude Divergence Operator", the "Initial Climb EGT Amplitude Divergence Operator", and the "Climb EGT Amplitude Divergence Operator". These three amplitude divergence operators have the same internal working principle, except for the different input parameters.

[0217] Left Engine EGT Dispersion (EGTDIV_L): EGTDIV_L is given by the maximum value obtained by the "maximum value calculator" from the three calculation parameters: left engine takeoff EGT dispersion, left engine initial climb EGT dispersion, and left engine climb EGT dispersion.

[0218] Positive / negative divergence threshold filter: The positive / negative divergence threshold filter is applied after the EGT divergence output to filter out the influence of positive / negative extreme value jumps of EGT state parameters that may be introduced by noise parameter interference on the calculation results.

[0219] EGT Divergence Trend Chart Generator: The "EGT Divergence Trend Chart Generator" is generated by inputting the EGT divergence sequence into the general "Trend Chart Generator," such as... Figure 15As shown, the EGT amplitude divergence trend chart consists of two sub-charts: an amplitude divergence time series chart and an amplitude divergence statistical chart. The amplitude divergence time series chart includes the "amplitude divergence time series curve" and the "amplitude divergence smoothing value time series curve." The horizontal axis represents the number of flight takeoffs and landings (Flight Cycle), and the vertical axis represents the amplitude divergence value (°C). Labels provide the maximum, minimum, and arithmetic mean values ​​of the amplitude divergence. The amplitude divergence statistical chart includes the amplitude divergence histogram and the fitted curve of the standard normal distribution. Labels provide the mathematical expectation, standard deviation, and ±1σ to ±6σ boundary values ​​(i.e., ±1 to 6 times the standard deviation boundary). The standard deviation boundary is defined as follows: ±nσ [lower bound, upper bound] = (probability of a sample falling within n times the standard deviation of the standard normal distribution, probability of the actual sample falling within n times the standard deviation). This definition of the standard deviation boundary forms the mathematical basis for the "carbon deposition characteristic value threshold over-tolerance warning message push module."

[0220] The graph generator produces EGT divergence trend chart files or data files in the following formats: 1. Commonly formatted graph files such as jpg, png, svg, tif, pdf, etc. These files can be opened using common graph reading software, facilitating distribution. 2. High-definition vector window graph files (Fig). These require the graph file management tool / module provided by this invention to read or manage the Fig files, ensuring that the graph is stretched without distortion and that data points are highlighted and labeled. 3. Data table files containing a list of source data required to generate the graph / window files, for users to perform secondary data analysis.

[0221] The functions of the right-side EGT probe temperature divergence calculation submodule are identical to those of the left-side EGT probe temperature divergence calculation submodule, except that it uses the same parameters as the right-side probe as inputs. All other details are completely the same, so they will be omitted here.

[0222] like Figure 16 As shown, the submodule for calculating the temperature divergence difference between the left and right EGT probes takes the left / right EGT probe temperature divergence calculation submodule as input, where:

[0223] 1) The "Left-Electronic EGT Dispersion" output by the left-electronic EGT probe temperature divergence calculation submodule

[0224] (EGTDIV_L) is input as the minuend into the subtractor after passing through the "positive / negative amplitude threshold filter";

[0225] 2) The "Right-Engine EGT Dispersion" output by the right-end EGT probe temperature divergence calculation submodule

[0226] (EGTDIV_R) is input as a subtractor after passing through the "positive / negative amplitude threshold filter";

[0227] 3) The "subtractor" outputs the difference in EGT amplitude divergence between the left and right sides;

[0228] The EGT amplitude difference (sequence) input trend chart generator outputs trend graphs and data tables in various formats.

[0229] like Figure 17 As shown, the left and right EGT probe temperature divergence correlation calculation submodule takes the left / right EGT probe temperature divergence calculation submodule as input. Both left and right divergence values ​​are denoised data filtered by a "positive / negative divergence threshold filter," and are input in parallel to the "flight takeoff and landing segment counter." The flight sequence within the calculation period is segmented according to a given number of flight takeoff and landing segments, forming a left and right divergence segment sequence. The "EGT divergence correlation trend graph generator" solves for the correlation coefficient of the left and right divergence in each segment, outputting trend graphs and data tables in various formats. By visually observing the changes in the correlation trend over time, the changes in the intrinsic dependence of the left and right EGT temperatures can be discovered, revealing the potential occurrence of reflective carbon deposition. The "EGT divergence correlation trend graph generator" is obtained by parallel input of the left / right EGT divergence values ​​into the "correlation trend graph generator," outputting left / right EGT divergence trend graphs (such as...). Figure 18 (as shown) and the list of data used.

[0230] like Figure 19 As shown, the EGT probe's daily maximum temperature trend visualization submodule consists of 14 input parameters and 4 daily maximum temperature calculation submodules, outputting a daily maximum temperature trend graph. The input parameters include aircraft number, main aircraft type, data acquisition start time stamp, data acquisition end time stamp, daily maximum temperature name, abnormal data filtering conditions, positive daily maximum temperature threshold, negative daily maximum temperature threshold, calibration daily maximum temperature upper limit, calibration daily maximum temperature lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. Each daily maximum temperature calculation submodule is used for... The system comprises three submodules: a left-source EGT probe daily maximum temperature calculation submodule, a right-source EGT probe daily maximum temperature calculation submodule, a left-source EGT probe daily maximum temperature difference calculation submodule, and a left-source EGT probe daily maximum temperature correlation calculation submodule. The dynamic selection of each submodule is automatically completed by the daily maximum temperature name selector based on the daily maximum temperature name input variable from the EGT probe daily maximum temperature trend visualization submodule.

[0231] EGT probe daily maximum temperature (EGTPHD) (°C) (hereinafter referred to as daily maximum temperature) is defined as: the highest temperature of an individual EGT probe recorded during takeoff when the maximum thrust of the day is reached, that is, the highest temperature measured by the EGT probe in the FCDM takeoff report.

[0232] Due to the presence of carbon deposits, fuel atomization at the fuel injectors is uneven, resulting in inconsistent temperature distribution in the combustion chamber. This module visualizes the daily maximum temperature of the EGT probe within a given time range as a trend chart. The trend chart and its statistical characteristics reflect the occurrence and diffusion of carbon deposits. An increasing daily maximum temperature indicates blockage of the main fuel line check valve or carbon deposits in the area near the main fuel injectors in the main fuel circuit or on the heat shield.

[0233] The formula for calculating the daily maximum temperature is as follows (hereinafter referred to as the EGT daily maximum temperature calculation formula or the daily maximum temperature calculation formula):

[0234] EGTPHD = EGTPD_MAX(TAKEOFF)

[0235] Where: the operator EGTPD_MAX(TAKEOFF) is the temperature (°C) of the hottest EGT probe during the takeoff phase within a flight day.

[0236] By referring to the description of each input parameter of the EGT probe temperature divergence trend visualization submodule, those skilled in the art can make an adaptive understanding based on the definition of daily maximum temperature and should be able to know the meaning of each input parameter of this module. Therefore, this article will not provide a detailed explanation of each input parameter of this module.

[0237] The specific structures and functions of the sub-modules for calculating the daily maximum temperature of the left-emitting EGT probe, the right-emitting EGT probe, the sub-module for calculating the difference between the daily maximum temperatures of the left and right EGT probes, and the sub-module for calculating the correlation between the daily maximum temperatures of the left and right EGT probes will not be described in detail here. Please refer to the functions of each calculation module in the EGT probe temperature divergence trend visualization sub-module. Those skilled in the art can make adaptive changes to implement each calculation module.

[0238] like Figure 20As shown, the EGT probe peak temperature trend visualization submodule consists of 14 input parameters and 4 peak temperature calculation submodules, outputting a peak temperature trend graph. The input parameters include aircraft number, aircraft type, data acquisition start time stamp, data acquisition end time stamp, peak temperature name, abnormal data filtering conditions, positive peak temperature threshold, negative peak temperature threshold, calibrated peak temperature upper limit, calibrated peak temperature lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. The daily peak temperature calculation submodules are used for... The system comprises three submodules: a left-source EGT probe peak temperature calculation submodule (for calculating the peak temperature of the left-source EGT probe and generating and outputting its trend graph), a right-source EGT probe peak temperature calculation submodule (for calculating the peak temperature difference between the left and right EGT probes and generating and outputting its trend graph), and a left-source EGT probe peak temperature correlation calculation submodule (for calculating the peak temperature correlation between the left and right EGT probes and generating and outputting its trend graph). The dynamic selection of each submodule is automatically completed by the peak temperature name selector based on the daily maximum temperature name input variable from the EGT probe peak temperature trend visualization submodule.

[0239] EGT probe peak temperature (EGTPTO) (°C) (hereinafter referred to as EGT peak temperature or EGT probe peak temperature) is defined as: the highest temperature (°C) measured by the EGT probe during the takeoff and climb phases (9,000 feet and 19,000 feet).

[0240] Due to the presence of carbon deposits, fuel atomization at the fuel injectors is uneven, resulting in an uneven temperature distribution in the combustion chamber. This module visualizes the peak temperature of the EGT probe within a given time range as a trend graph. The trend graph and its statistical characteristics map the occurrence and diffusion of carbon deposits. Specifically, an increasing peak temperature trend indicates blockage of the main fuel line check valve, or carbon deposits in the area near the main fuel injectors in the main fuel circuit, or in the heat shield.

[0241] The peak temperature calculation formula is as follows (hereinafter referred to as "EGT probe peak temperature calculation formula or peak temperature calculation formula"):

[0242] EGTPTO=EGTPP_MAX(TAKEOFF,CLIMB)

[0243] in:

[0244] The operator EGTPP_MAX(TAKEOFF, CLIMB) is the highest temperature (°C) measured by the EGT probe during takeoff and climb (at pressure altitudes of 9,000 feet and 19,000 feet).

[0245] By referring to the descriptions of the total input parameters of the EGT probe temperature divergence trend visualization submodule, those skilled in the art can make an adaptive understanding based on the definition of peak temperature and should be able to know the meaning of the total input parameters of this module. Therefore, this article will not provide a detailed explanation of the total input parameters of this module.

[0246] The specific structures and functions of the left-emitting EGT probe peak temperature calculation submodule, the right-emitting EGT probe peak temperature calculation submodule, the left-right EGT probe peak temperature difference calculation submodule, and the left-right EGT probe peak temperature correlation calculation submodule will not be described in detail here. Please refer to the functions of each calculation module in the EGT probe temperature divergence trend visualization submodule. Those skilled in the art can make adaptive changes to implement each calculation module.

[0247] like Figure 21 As shown, the EGT probe temperature range trend visualization submodule consists of 14 input parameters, a range calculation data source storage area positioning submodule, a high-power state EGT state parameter range calculation submodule, a high-power state EGT state parameter range correlation calculation submodule, and a low-power state EGT state parameter range calculation submodule. It outputs a range / range difference / range correlation trend graph. The total input parameters include aircraft number, aircraft type, data acquisition start time stamp, data acquisition end time stamp, range name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibration divergence upper limit, calibration divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. The range calculation data source storage area positioning submodule... The submodule is used to locate the range calculation data source storage area pointed to by the range name; the high-power state EGT state parameter range calculation submodule uses the EGT state parameters of cruise report, takeoff report, and climb report as the input data source, and maps the occurrence and diffusion state of carbon deposits by observing the trend of their range graph and their statistical characteristic values; the high-power state EGT state parameter range correlation calculation submodule uses the EGT state parameters of cruise report, takeoff report, and climb report as the input data source, and maps the occurrence and diffusion state of carbon deposits by observing the trend of their range correlation graph and their statistical characteristic values; the low-power state EGT state parameter range calculation submodule uses the EGT state parameters of left and right engine start reports as the input data source, and maps the occurrence and diffusion state of carbon deposits by observing the trend of their range graph and their statistical characteristic values.

[0248] EGT probe temperature range definition: The numerical difference between the maximum and minimum temperatures (°C) measured by EGT probes 1 through 8, i.e.:

[0249] EGTMAXDiv = greateretst(EGT) jk )-least(EGT jk|j∈{1,2},k∈{1,2,3,4,5,6,7,8}

[0250] In the formula, j=1 indicates left transmitter; j=2 indicates right transmitter; k indicates EGT probe number.

[0251] The temperature of the thermal field region formed by the 19 fuel injectors in each engine within the combustion chamber is collected by eight circumferentially distributed EGT probes. Ideally, the temperature measured by each probe at any given time follows a normal distribution, and even its range follows a normal distribution. When coking and carbon deposits form on the fuel injectors, the thermal field distribution within the combustion chamber becomes uneven. This distorts the normal distribution of the temperature measured by the circumferentially distributed EGT probes (the range amplifies this distortion), and its extension over time produces a certain trend (the range further reveals this trend), which may indicate the diffusion of carbon deposits across multiple injectors.

[0252] Based on this principle, the present invention provides a visualization sub-module for the temperature difference trend of the EGT probe under high power and low power conditions.

[0253] Each message is input into the corresponding range calculation submodule according to the following relationship: Cruise EGT status parameters are input into the high-power EGT status parameter range calculation submodule; Takeoff EGT status parameters are input into the high-power EGT status parameter range calculation submodule; Climb EGT status parameters are input into the high-power EGT status parameter range calculation submodule; Left and right engine start EGT status parameters are input into the low-power EGT status parameter range calculation submodule.

[0254] The input parameters for the "EGT Probe Temperature Range Trend Visualization Submodule" are specified in the range calculation input parameters. Except for the range name input variable, other input variables have the same or similar physical properties as variables with the same name / number in the EGT Probe Temperature Dispersion Trend Visualization Submodule input parameters; these will not be elaborated upon here.

[0255] The range name input variable consists of two secondary variables, EGTMAXDiv_Name1 and EGTMAXDiv_Name2. These variables must satisfy the constraints outlined in the "Range Name Variable Table"; otherwise, they will be treated as invalid input and automatically discarded by the system. Wherein:

[0256] 1) Input for EGTMAXDiv_Name1: When EGTMAXDiv_Name2 is empty (or not entered),

[0257] EGTMAXDiv_Name1 must be one of the elements specified in the "Range Names" column of Table 6 below:

[0258]

[0259] (Table 6)

[0260] That is, when EGTMAXDiv_Name2 is not entered, the range calculation target pointed to by EGTMAXDiv_Name1 includes the range difference between the left and right engines during takeoff, the climb phase (including the initial climb and the climb), the cruise phase, and the range difference between the two engines.

[0261] When EGTMAXDiv_Name2 is not empty, EGTMAXDiv_Name1 must be one of the elements specified in the "Range Name" column of the following table:

[0262]

[0263] (Table 7)

[0264] That is, when EGTMAXDiv_Name2 is not empty, EGTMAXDiv_Name1 is constrained, and the range target pointed to by EGTMAXDiv_Name1 is limited to: the range of the left-hand engine takeoff phase, the climb phase (including the initial climb and the climb), and the cruise phase (excluding the range difference between the two engines).

[0265] EGTMAXDiv_Name2 (optional) must be one of the elements specified in the "Range Names" column of the following table:

[0266]

[0267] (Table 8)

[0268] In other words, inputting EGTMAXDiv_Name2 alone is meaningless. It must be used in conjunction with EGTMAXDiv_Name1 to ensure that the range of the right-hand start-up phase, climb phase (including initial climb and climb), and cruise phase is satisfied (excluding the range difference between the two engines).

[0269] Meanwhile, EGTMAXDiv_Name1 and EGTMAXDiv_Name2 meet the following corresponding constraints:

[0270] (Table 9)

[0271] That is: the left / right range name input pointing to the same flight stage (or state) must be strictly left-right aligned.

[0272] This is to facilitate the calculation of the dual-range correlation in the backend calculation module.

[0273] ① The range name for the left-start takeoff phase corresponds to the range name for the right-start takeoff phase;

[0274] ② The name of the initial climb range of the left engine corresponds to the name of the initial climb range of the right engine;

[0275] ③ The climb range name of the left engine corresponds to the climb range name of the right engine;

[0276] ④ The range name for the left-engine cruise phase corresponds to the range name for the right-engine cruise phase;

[0277] ⑤ The range name for the left engine startup phase corresponds to the range name for the right engine startup phase.

[0278] Range name inputs that meet the constraints in Tables 6-9 are called valid range name inputs; those that do not meet the above constraints are automatically discarded by the system.

[0279] The range name selector selects valid range name variable inputs based on the constraints in Tables 6-8, and the message storage area locator points to the required range calculation data source storage area. The message storage area locator consists of a range name variable table and a logic selector. The range name variable table provides the logical condition basis for the logic selector; the logic selector outputs the pointer to the decoding table object in the range calculation data source storage area, and its result is input to the EGT status parameter range calculator of the corresponding message.

[0280] Regarding the submodule for calculating the range of EGT state parameters in high-power mode:

[0281] Temperature gradient distribution in the fuel nozzle area under high power conditions: During engine takeoff, climb, and cruise, the engine is in a high power operating condition, and the temperature on the fuel nozzle decreases radially from the outer edge inward.

[0282] The high-power state EGT state parameter range calculation submodule includes cruise EGT state parameter range calculator, takeoff EGT state parameter range calculator, and climb EGT state parameter range calculator.

[0283] In the cruise report EGT status parameter range calculator, the cruise report (REP001) storage area is the data source input for the cruise report EGT status parameter range calculator, and the range calculation input total parameter is the control parameter input. The system automatically selects the "left transmitter" or "right transmitter" probes 1 to 8 to measure the temperature according to the "effective range name" input. After the "filter" is used to filter the conditions, they are used as the data source input for the "range number calculator". The "Valid Range Name Input" satisfies a special case of the constraint "Flight Phase or State = Cruise State" in the range name EGTMAXDiv_Name1 variable table (Table 6). The range calculator consists of a maximum value calculator, a minimum value calculator, and a subtractor. The range calculation unit selector selects to activate either the "Single-Engine Range Calculation Unit" or the "Dual-Engine Range Difference Calculation Unit" based on the "Valid Range Name" input. The activation rules are as follows: "Valid Range Names" ending with "_L" or "R" in the "Range Name Variable Table" activate the "Single-Engine Range Calculation Unit"; "Valid Range Names" ending with "_L-R" activate the "Dual-Engine Range Difference Calculation Unit". Wildcards "XXX" are used in this selection. =“REP001*” (* represents any character); Single-transmission range calculation unit, with the left or right transmission range number as input, passes through the “positive / negative threshold filter” to remove possible noise data interference, and outputs the temperature range of the left or right transmission EGT probe; Dual-transmission range difference calculation unit, with the left transmission (range number 1) and right transmission difference (range number 2) numbers input simultaneously, after being processed by the subtractor, passes through the “positive / negative threshold filter” to remove possible noise data interference, and outputs the temperature range difference between the left and right transmission EGT probes; The “left or right transmission range” output by the “single-transmission range calculation unit” or the “left or right transmission range difference” output by the “dual-transmission range difference calculation unit” is input into the “EGT range trend graph generator” to output trend graphs and data tables in various formats.

[0284] The Takeoff Report EGT Status Parameter Range Calculator differs from the Cruise Report EGT Status Parameter Range Calculator in two key ways: the Takeoff Report (REP004) storage area serves as the range calculation data source input for the "Takeoff Report EGT Status Parameter Range Calculator"; the "Valid Range Name Input" satisfies the special case of "Flight Phase or State = Takeoff State" in the constraint conditions of Range Name EGTMAXDiv_Name1 variable table 1; and the wildcard "XXX" in the range calculation unit selector is "REP004*" (* represents any character).

[0285] Regarding the EGT status parameter range calculator for climb reports:

[0286] Because the climb report storage takes the ETG status parameter result sets for the initial climb (9000 feet) and climb (19000 feet) flight states respectively, the difference between it and the cruise or takeoff report EGT status parameter range calculator is as follows: the climb report (REP003) storage area is the range calculation data source input for the "climb report EGT status parameter range calculator"; the temperature measured by the left and right EGT1 to 8 probes in the "initial climb EGT status parameters" and "climb EGT status parameters" result sets in the climb report (REP003) storage area are respectively input into 4 independent "range calculators"; the "effective range name input" satisfies the special case of "flight stage or state = initial climb or climb" in the constraint condition of the range name EGTMAXDiv_Name1 variable table 1. The initial climb or the climb "effective range name" input is selected by the "initial climb range calculation unit selector" or "climb range calculation unit selector" to connect to the corresponding "single-shot range calculation unit" or "double-shot range difference calculation unit".

[0287] The "select to connect" rules are as follows:

[0288] In the "Range Name Variable Table", the "Valid Range Name" input ending with "_L(9KFT)" or "R(9KFT)" connects to the "Single Range Calculation Unit" for the initial climb EGT status parameter input; the "Valid Range Name" input ending with "_L-R(9KFT)" connects to the "Dual Range Difference Calculation Unit" for the initial climb EGT status parameter input; where the wildcard "XXX" = "REP003*" (* represents any character).

[0289] The "Effective Range Name" input in the "Range Name Variable Table" ends with "_L(19KFT)" or "R(19KFT)", and the "Effective Range Name" input in the "Single Range Calculation Unit" connected to the climb EGT status parameter input ends with "_L-R(19KFT)", and the "Dual Range Difference Calculation Unit" connected to the climb EGT status parameter input; where the wildcard "XXX" = "REP003*" (* represents any character).

[0290] Regarding the submodule for calculating the correlation of EGT state parameter range in high-power state:

[0291] Based on the principle of temperature gradient distribution in the fuel injector region under high power conditions, observing the trend of the correlation between the EGT state parameters of the left and right engines and their statistical characteristic values ​​is helpful in discovering the entanglement of the performance of the left and right engines due to the presence of carbon deposits. At the same time, one engine provides a relative reference benchmark for carbon deposit judgment of the other engine, which helps to improve the accuracy of judgment.

[0292] The high-power state EGT state parameter range correlation calculation submodule includes cruise EGT state parameter range correlation calculator, takeoff EGT state parameter range correlation calculator, and climb EGT state parameter range correlation calculator.

[0293] The "Cruise Report EGT State Parameter Range Correlation Calculator" takes the total range correlation calculation input as input. Among them, the "Valid Range Name Variable Input EGTMAXDiv_Name1" and "Valid Range Name Variable Input EGTMAXDiv_Name2" must satisfy the special case of "Flight Phase or State = Cruise State" in the "Role Correspondence Constraints of Range Name EGTMAXDiv_Name1 and 2 (Tables 6 and 7)".

[0294] The "Cruise Report EGT Status Parameter Range Correlation Calculator" consists of the following three components: FCDM Cruise Report (REP001) EGT status parameter storage area, storage area connector and its filter; Cruise Report left / right EGT probe temperature range calculation submodule; and left / right EGT status parameter range correlation calculation submodule. The left and right engine EGT state parameter range correlation calculation submodule takes the "left and right engine EGT probe temperature range output result set" (this result set has been denoised by the "cruise report EGT state parameter range calculator") as parallel input to the "flight take-off and landing segment counter". It segments the flight sequence within the calculation period according to the given number of flight take-off and landing segments to form the left and right range segment sequence. The "correlation trend graph generator" completes the solution of the left and right engine range correlation coefficient in each segment, and outputs trend graphs and data tables in various formats. By visually observing the changes in correlation trend over time, it is found that the presence of carbon deposits causes entanglement in the performance of the left and right engines. At the same time, one engine provides a relative reference benchmark for carbon deposit judgment of the other engine, which helps to improve the accuracy of judgment.

[0295] The "Climb Report EGT Status Parameter Range Correlation Calculator" takes the total range correlation calculation input as input. Among them, the "Valid Range Name Variable Input EGTMAXDiv_Name1" and "Valid Range Name Variable Input EGTMAXDiv_Name2" must satisfy the special case of "Flight Phase or Status = Initial Climb or Climb" in the "Role Name EGTMAXDiv_Name1, 2 Variable Correspondence Constraint" condition.

[0296] The "Climb Report EGT Status Parameter Range Correlation Calculator" consists of the following three components: FCDM Climb Report (REP003) EGT status parameter storage area, storage area connector and its filter; Climb Report (Initial Climb / Climb) Left / Right EGT Probe Temperature Range Calculation Submodule; Left / Right EGT Status Parameter Range Correlation Calculation Submodule.

[0297] FCDM Climb Report (REP003) EGT Status Parameter Storage Area, Storage Area Connector, and its Filter: Since the "Climb Report EGT Status Parameter Range Correlation Calculator" needs to calculate the temperature range of the left and right EGT probes simultaneously, the data in the "FCDM Climb Report (REP003) EGT Status Parameter Storage Area" needs to be connected using the "Storage Area Connector" under the condition of "Uniquely Identifying a Flight" in order to obtain the correlation of the temperature range of the left and right EGT probes under the same flight condition; its filter function is similar to the "Filter" in the "EGT Probe Temperature Dispersion Trend Visualization Submodule", and is omitted here.

[0298] Climb Report (Initial Climb / Climb) Left / Right EGT Probe Temperature Range Calculation Submodule: This is a "calculator" with 2 pairs of conjugate operations. It is determined by the climb report EGT status parameter range calculator based on the input conjugate of "Range Name EGTMAXDiv_Name1,2". The conjugate conditions are as follows:

[0299]

[0300] (Table 10)

[0301] Inputs of range name variables that do not meet this conjugate condition will be automatically thrown by the system.

[0302] Left and right engine EGT status parameter range correlation calculation submodule: This submodule takes the temperature range result set measured by the left and right engine initial climb or climb EGT probe (this result set has been denoised by the "climb report EGT status parameter range calculator") and inputs it in parallel into the "flight take-off and landing segment counter". Other functional details are similar to the cruise report left and right engine EGT status parameter range correlation calculation submodule.

[0303] Regarding the submodule for calculating the range of EGT state parameters in low-power state:

[0304] Temperature gradient distribution in the fuel injector area under low power conditions: During engine startup, the engine is in a low power operating condition, and the pilot secondary fuel circuit outlet is the main high-temperature zone of the fuel injector.

[0305] The low-power state EGT state parameter range calculation submodule includes a startup EGT state parameter range calculator and a startup EGT state parameter range correlation calculator.

[0306] The EGT status parameter range calculator takes the range correlation calculation input as input, where the "valid range name input" satisfies the special case of "flight stage or state = startup state" in the constraint condition of the range name EGTMAXDiv_Name1 variable table 1. The "climb report EGT status parameter range correlation calculator" consists of the following four components: FCDM startup report (REP001) EGT status parameter storage area, storage area connector and its filter; range number calculator; range calculation unit selector; trend chart generator.

[0307] The Startup Report EGT Status Parameter Range Correlation Calculator takes the total range correlation calculation input parameters as input. The "Valid Range Name Variable Input EGTMAXDiv_Name1" and "Valid Range Name Variable Input EGTMAXDiv_Name2" must satisfy the special case of "Flight Phase or State = Startup State" in the "Role Correspondence Constraints for Range Names EGTMAXDiv_Name1 and 2". The "Startup Report EGT Status Parameter Range Correlation Calculator" consists of the following four components: an FCDM Startup Report (REP101 / 102) EGT status parameter storage area, a storage area connector and its filter; a range number calculator; and a single-shot range calculation unit.

[0308] The "Positive / Negative Threshold Filter" in the "Single Engine Range Calculation Unit" removes noise data interference that may exist in the initial range result set, outputs the temperature range difference between the left and right engine EGT probes, and inputs it in parallel into the "Left and Right Engine EGT State Parameter Range Correlation Calculation Submodule". The "Flight Takeoff and Landing Segment Counter" segments the flight sequence within the calculation period according to a given number of flight takeoff and landing segments, forming a left and right range segment sequence. The "Correlation Trend Graph Generator" solves for the left and right engine range correlation coefficient in each segment, outputting trend graphs and data tables in various formats. Visual observation of the correlation trend over time reveals that carbon buildup causes entanglement in the performance of the left and right engines. Simultaneously, one engine provides a relative reference benchmark for carbon buildup judgment of the other, which helps improve the accuracy of the judgment.

[0309] like Figure 22As shown, the high-power EGT probe temperature median divergence trend visualization submodule includes 14 input parameters, a median divergence calculation data source storage area location submodule, a median divergence name selector, a message storage area locator, an EGT median divergence direction selector, an EGT median divergence calculator, an EGT median divergence dual-transmission difference calculator, an EGT median divergence dual-transmission correlation calculator, and a trend graph generator. It outputs left and right transmission median divergence, dual-transmission median divergence difference, and dual-transmission median divergence correlation trend graphs. The input parameters include the aircraft number. The parameters include: large aircraft model, data acquisition start timestamp, data acquisition end timestamp, median divergence name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibration divergence upper limit, calibration divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output window, whether to display a legend, and whether to generate a vector window file; the median divergence calculation data source storage area positioning submodule is used to locate the median divergence calculation data source storage area pointed to by the median divergence; the median divergence name selector selects a valid median divergence name variable input, and the report... The message storage area locator points to the required median amplitude dispersion calculation data source storage area; the message storage area locator consists of a median amplitude dispersion name variable table and a logic selector. The median amplitude dispersion name variable table provides the logic condition benchmark for the logic selector. The logic selector outputs the pointer to the decoding table object in the median amplitude dispersion calculation data source storage area, and its result is input to the EGT probe temperature median amplitude dispersion calculator of the corresponding message; the EGT median amplitude dispersion direction selector parses the median amplitude dispersion direction based on the valid median amplitude dispersion name input; the EGT median amplitude dispersion calculator calculates the median amplitude dispersion direction based on the median amplitude dispersion direction. The input of direction automatically switches between positive and negative median amplitude divergence calculation components; the median amplitude divergence calculation unit selector selects the left or right median amplitude divergence calculation unit and outputs the median amplitude divergence calculation results for the left or right signals; the EGT median amplitude divergence dual-speech difference calculator is used to input left and right signal data to generate a left and right median amplitude divergence difference sequence; the EGT median amplitude divergence dual-speech correlation calculator is used to input left and right signal data to generate a segmented correlation coefficient sequence; the trend chart generator generates a median amplitude divergence trend chart and its data table from the segmented correlation coefficient sequence.

[0310] EGT probe temperature median divergence is defined as: "the maximum (or minimum) difference between the temperature measured (°C) by EGT probes 1 through 8 and the temperature indicated by the EGT probe", where:

[0311] 1) The maximum value of the difference between the temperature measured by probes 1-8 (°C) and the temperature indicated by the EGT is called the maximum value of ...

[0312] "Positive Median Divergence" (abbreviation mEGTMAXDIV) + ),Right now:

[0313]

[0314] 2) The minimum difference between the temperature measured by probes 1-8 (°C) and the temperature indicated by the EGT is called the "negative median divergence" (abbreviation mEGTMINDIV). - ),Right now:

[0315]

[0316] In formulas ① and ②, j = 1 indicates left transmission; j = 2 indicates right transmission; and k represents the EGT probe number.

[0317] The median divergence quantum module provides visualization of the median temperature divergence of the EGT probe under high-power flight conditions of the engine. The high-power flight conditions include: takeoff, climb (including the initial climb and climb sub-states), and steady-state cruise (referred to as cruise).

[0318] Compared to the "EGT probe temperature divergence trend visualization submodule", this submodule has the following differences:

[0319] 1) This submodule uses EGT to indicate temperature (EGT) d This is the weighted average of the temperatures measured by eight EGT probes. The "EGT Probe Temperature Median Divergence Trend Visualization Submodule" uses the "EGT Probe Temperature Average (EGT)" value. avg EGT d EGT at a certain moment is automatically calculated and generated by the engine EEC unit. d It is related to the temperature measured by a certain EGT probe at a previous time, i.e., EGT d It has temporal correlation; EGT avg It is generated by the device of this invention and has no time-series dependence.

[0320] 2) The "EGT Probe Temperature Median Dispersion Trend Visualization Submodule" combines the divergence of the relative average values ​​for both takeoff and climb (including initial climb and full climb), providing an examination of the impact of high temperature on carbon deposition at a large particle scale. This submodule independently calculates the divergence relative to the respective weighted average values ​​(EGT) for each individual flight phase (including takeoff, initial cruise, and cruise). d The dispersion of the median dispersion (mEGTMAXDiv) and the median dispersion (mEGTMINDiv) are distinguished to provide an investigation into the effects of high or low temperature on carbon deposition.

[0321] Positive median divergence physically characterizes the degree of deviation of the measured temperature from the weighted center value (i.e., the median) relative to the high-temperature EGT probe. Negative median divergence physically characterizes the degree of deviation of the measured temperature from the weighted center value relative to the low-temperature EGT probe. High-temperature deviation and low-temperature deviation are a pair of conjugate suppression conditions. That is, the sustained high probe measurement temperature promotes the formation of carbon deposits (occurring after the car is turned off), and the carbon deposits cause fuel injector blockage, which in turn lowers the probe measurement temperature. Therefore, observing the trend changes of positive and negative median divergence is of particular significance.

[0322] Ideally, the combustion chamber thermal field has a uniform temperature distribution, and both the positive and negative median dispersion values ​​follow a normal distribution over a period of time. When coking and carbon deposits form on the fuel injectors, the combustion chamber thermal field becomes uneven, causing distortions in the distribution of both positive and negative median dispersion values. This distortion manifests as a trend over time, indicating either the diffusion or aggravation of carbon deposits across multiple main fuel line orifices, leading to severe negative median dispersion (in which case the positive median dispersion serves as a reference). Therefore, observing the trend and changes in negative median dispersion values ​​is more helpful in identifying changes in the state of carbon deposits.

[0323] The input parameters for the "EGT Probe Temperature Median Amplitude Dispersion Trend Visualization Submodule" are specified in the overall input parameters for median amplitude divergence calculation. Except for the "Median Amplitude Dispersion Name" input variable, other input variables with the same name / number as the variables in the "EGT Probe Temperature Amplitude Dispersion Trend Visualization Submodule" input parameters are physically identical or similar, and will not be elaborated here.

[0324] The median amplitude divergence name variable consists of two secondary variables, namely mEGTXXXDiv_Name1 and mEGTXXXDiv_Name2 (optional). They must satisfy the constraints of the "Median Amplitude Divergence Name Variable Table", otherwise they will be treated as invalid inputs and automatically thrown by the system.

[0325] This article does not elaborate on the input variable "median amplitude divergence name". You can refer to the specific content of the range name input variable. Those skilled in the art can make adaptive transformations to obtain the specific content of the median amplitude divergence name.

[0326] Regarding the submodule for locating the data source storage area for median divergence calculation:

[0327] The “Median Amplitude Name Selector” selects a valid “Median Amplitude Name” variable input based on the constraints of the Median Amplitude Name variable table, and the “Message Storage Area Locator” points to the required “Median Amplitude Calculation Data Source Storage Area”.

[0328] The message storage area locator consists of a "Median Dispersion Name Variable Table" and a "Logic Selector". The "Median Dispersion Name Variable Table" provides the logical condition basis criteria for the "Logic Selector"; the "Logic Selector" outputs a pointer to the decoding table object in the median dispersion calculation data source storage area, and its result is input to the EGT probe temperature median dispersion calculator for the corresponding message.

[0329] 1) When the median divergence name “mEGTXXXDIV_Name1” is a valid median divergence name input, and the median

[0330] When the divergence name “mEGTXXXDIV_Name1” is not entered (or is empty), the two-dimensional related input selector for the median divergence name is in an unconnected state; the message storage locator selects the “Median Divergence Selector” of the “EGT Median Divergence Calculation Submodule” for the flight phase (or state) corresponding to the median divergence name that conforms to the following general rule:

[0331] Formula 1: "XXX_L or R", enter the "Median Amplitude Direction Selector" before "EGT Median Amplitude Divergence Calculator";

[0332] Formula 2: “XXX_L-R”, enter the “Median Amplitude Difference Calculator” before “EGT Median Amplitude Difference Calculator”.

[0333] When both median divergence names “mEGTXXXDIV_Name1” and “mEGTXXXDIV_Name2” are valid median divergence names, the two-dimensional related input selector for median divergence names is switched to the ON state, that is, both median divergence names “mEGTXXXDIV_Name1” and “mEGTXXXDIV_Name2” are simultaneously input into the “Median Divergence Name Selector”; the “Median Divergence Name Selector” automatically converts the two median divergence names into median divergence names conforming to the general formula “XXX_LnR”, and points to the “Median Divergence Selector” of the “EGT Median Divergence Calculation Submodule” corresponding to the specified flight phase (or state).

[0334] The EGT median divergence direction selector is connected to various "calculators" (including median divergence calculator, median divergence dual-engine difference calculator, and median divergence dual-engine correlation calculator) in the median divergence calculation submodule corresponding to each flight phase (or state). Based on the valid median divergence name input, it parses out the "median divergence direction", that is, "MAX (positive)" or "MIN (negative)", and inputs it into various "calculators" synchronously with the valid median divergence name; various "calculators" automatically switch to "positive" or "negative" calculation components according to the "median divergence direction".

[0335] The EGT median divergence calculator consists of two components: a "median divergence calculation unit selector" and a "positive / negative threshold filter." The median divergence calculator automatically switches between "positive median divergence (MAX)" and "negative median divergence (MIN)" calculation components based on the input of the "median divergence direction." The calculation component is input into the "median divergence calculation unit selector" (as shown in the figure below), which selects the left or right median divergence calculation unit and outputs the median divergence calculation result for either the left or right transmitter. The "positive / negative threshold filter" is used to filter out the influence of positive / negative extreme value jumps in EGT state parameters that may be introduced by noise parameter interference on the calculation results.

[0336] The EGT median amplitude divergence dual-shot difference calculator consists of a left and right shot memory area connector, two parallel-operating median amplitude divergence calculators, and a subtractor, wherein:

[0337] The left and right transmission storage area connectors connect to the left and right transmission data of the designated message storage area according to the condition of "uniquely identifying a flight";

[0338] The connected left and right transmission data are input in parallel to two median amplitude divergence calculators: one calculator calculates the median amplitude divergence for the input "mEGTXXXDIV_Name1" and outputs the left transmission median amplitude divergence. The other calculator calculates the median amplitude divergence for the input "mEGTXXXDIV_Name2" and outputs the right transmission median amplitude divergence sequence.

[0339] The left and right median amplitude divergence is input into a subtractor in parallel, and the output is a sequence of the difference between the two values, which is the sequence of the difference between the left and right median amplitude divergence.

[0340] EGT Median Divergence Dual-Shot Correlation Calculator

[0341] EGT Median Divergence Two-shot Correlation Calculator (hereinafter referred to as "Median Divergence Two-shot Correlation Calculator" or "Calculator").

[0342] The median amplitude divergence dual-engine correlation calculator consists of a left and right engine storage area connector, two parallel-operating median amplitude divergence calculators, a flight takeoff and landing segmenter, and a segmented correlation coefficient calculator.

[0343] in:

[0344] The left / right transmit storage area connector connects the left and right transmit data of the specified message storage area according to the condition of "uniquely identifying a flight";

[0345] The connected left and right data are input in parallel to two median amplitude divergence calculators. The two median amplitude divergence calculators calculate the positive and negative median amplitude divergence sequences for the left and right data, respectively.

[0346] The median amplitude divergence sequences of the left and right engines are input in parallel into the flight takeoff and landing segmentation unit to generate segmented sequences of median amplitude divergence for the left and right engines. These sequences are then processed by the segmented correlation coefficient calculator to output the segmented correlation coefficient sequence. The segmented correlation coefficient sequence is then input into the median amplitude divergence trend graph generator connected to it to generate the median amplitude divergence trend graph and the data table used for it.

[0347] The trend graph generator includes "EGT Median Amplitude Divergence Trend Graph Generator", "EGT Median Amplitude Divergence Two-Way Difference Trend Graph Generator", and "EGT Median Amplitude Divergence Two-Way Correlation Trend Graph Generator".

[0348] The fuel injector carbon deposit area location trend visualization submodule includes a fuel injector carbon deposit area location submodule based on EGT probe temperature polarization and a fuel injector carbon deposit area location submodule based on EGT probe temperature median amplitude dispersion. The fuel injector carbon deposit area location submodule based on EGT probe temperature polarization locates the accumulation of fuel injector carbon deposits in the corresponding area by observing the trend changes of the maximum or minimum measured temperature of each EGT probe on different EGT probes. The fuel injector carbon deposit area location submodule based on EGT probe temperature median amplitude dispersion locates the accumulation of fuel injector carbon deposits in the corresponding area by observing the trend changes of positive or negative median amplitude dispersion on different EGT probes.

[0349] The accumulation of carbon deposits on the surface of fuel injection orifices leads to a reduction in fuel flow or uneven fuel atomization, resulting in incomplete combustion and a relatively lower temperature compared to other orifices. Since the EGT probes are circumferentially distributed behind the combustion chamber and correspond to the installation of the fuel injectors, observing the trend of EGT probe temperature measurements on different probes (numbered 1 to 8) (especially the trend of relatively low temperature) can pinpoint the formation of carbon deposits on different fuel injectors.

[0350] The criteria for judgment are as follows:

[0351] EGT nozzle sampling at regional low temperatures indicates that the fuel nozzle in that region has more carbon deposits and coking.

[0352] EGT nozzles collect regional high temperatures, indicating that the fuel nozzles in that region have less carbon deposits and coking.

[0353] The relationship between the fuel injector numbers and the significant impact of each EGT probe temperature measurement on fuel injector carbon deposits is shown below. The installation positions of the 8 EGT probes do not correspond uniformly to the 19 fuel injectors.

[0354] The temperatures of fuel injectors 1, 2, and 3 have a significant impact on the temperature measured by probe EGT1;

[0355] The temperatures of fuel injectors 4, 5, and 6 significantly affect the temperature measured by probe EGT2.

[0356] The temperatures of fuel injectors 6, 7, and 8 significantly affect the temperature measured by probe EGT3.

[0357] The temperatures of fuel injectors 7, 8, 9, and 10 have a significant impact on the temperature measured by probe EGT4.

[0358] The temperatures of fuel injectors 10, 11, 12, and 13 significantly affect the temperature measured by probe EGT5.

[0359] The temperatures of fuel injectors 13, 14, and 15 significantly affect the temperature measured by probe 6 of EGT.

[0360] The temperatures of fuel injectors 15, 16, and 17 significantly affect the temperature measured by probe EGT7.

[0361] The temperatures of fuel injectors 17, 18, and 19 significantly affected the temperature measured by probe EGT8.

[0362] Situations where there is cross-influence:

[0363] The temperature of fuel injector #6 also affects the temperature measured by probes #2 and #3.

[0364] The temperatures of fuel injectors 7 and 8 also affect the temperatures measured by probes 3 and 4 of the EGT.

[0365] 10. The temperature of the fuel injector also affects the temperature measured by probes 4 and 5 of EGT.

[0366] 13. The temperature of the fuel injector also affects the temperature measured by probes EGT5 and 6;

[0367] 15. The temperature of the fuel injector also affects the temperature measured by probes 6 and 7 of the EGT.

[0368] 17. The temperature of the fuel injector also affects the temperature measured by probes 7 and 8 of the EGT.

[0369] The closer the fuel injector is to the center of a certain EGT probe, the greater its contribution to the temperature measurement value of that EGT probe.

[0370] The "Fuel Nozzle Carbon Deposit Area Location Trend Visualization Submodule" provides two submodules to observe the accumulation of carbon deposits in fuel nozzles from different dimensions.

[0371] The fuel nozzle carbon deposit area localization submodule based on EGT probe temperature polarization includes an input parameters submodule, a polarization calculation data source storage area localization submodule, an EGT polarization direction selector, an EGT temperature polarization probe locator, a dual-engine EGT temperature polarization probe correlation calculator, and a trend chart generator. The input parameters include aircraft number, main aircraft type, data acquisition start time stamp, data acquisition end time stamp, polarization name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibration divergence upper limit, calibration divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces from the output window edges, whether to display a legend, and whether to generate a vector window file. The polarization calculation data source storage area localization submodule is used to locate the polarization calculation data source storage area. The EGT polarization direction selector is connected to the corresponding EGT polarization carbon deposit area localization submodule for each flight phase. Before the EGT temperature polarization probe locator and dual-electrode EGT temperature polarization probe correlation calculator in the module, the polarization direction is parsed based on the valid polarization name input and simultaneously input into the EGT temperature polarization probe locator and dual-electrode EGT temperature polarization probe correlation calculator along with the valid polarization name. The EGT temperature polarization probe locator automatically switches between positive and negative polarization calculation components based on the input polarization direction, then selects the left or right EGT polarization vector calculation unit, and outputs the left / right positive / negative EGT temperature polarization probe positioning number. The dual-electrode EGT temperature polarization probe correlation calculator connects the left and right transmission data, calculates the left / right positive / negative EGT temperature polarization probe positioning number sequence respectively, generates a probe positioning number segment sequence, and then outputs the segmented correlation coefficient sequence. The trend graph generator takes the segmented correlation coefficient sequence as input and generates a probe positioning number trend graph and the data table used.

[0372] like Figure 23 As shown, the fuel injector carbon deposit area positioning submodule based on EGT probe temperature polarization observes the trend changes of the maximum value (called positive polarization) or minimum value (called negative polarization) of the EGT probe temperature measurement value on different EGT probes (labeled 1 to 8), especially the trend changes of negative polarization, and can locate the accumulation of carbon deposits in the corresponding area of ​​the fuel injector.

[0373] in:

[0374] 1) The "maximum temperature (°C) measured by probes EGT1 to 8" is called "positive polarization" (abbreviation).

[0375] EGTMAX), that is:

[0376]

[0377] 2) The minimum temperature (°C) measured by probes EGT1 to 8 is called the "negative polarization" (abbreviation).

[0378] EGTMIN), that is:

[0379]

[0380] In formulas ① and ②, j = 1 indicates left transmission; j = 2 indicates right transmission; and k represents the EGT probe number.

[0381] The polarization calculation input parameters specify the input parameters for the "fuel nozzle carbon deposit region positioning submodule based on EGT probe temperature polarization".

[0382] Except for the "Polarization Name" input variable, the other input variables have the same or similar physical properties as the variables with the same name / number as the input parameters of the "EGT Probe Temperature Dispersion Trend Visualization Submodule", which will not be elaborated here.

[0383] The polarization name variable consists of two secondary variables, namely EGTXXXPro_Name1 and EGTXXXPro_Name2 (optional), which must satisfy the constraints of the "polarization name variable table", otherwise they will be treated as invalid input and automatically thrown by the system.

[0384] This article does not elaborate on the "polarization name" input variable. For details, please refer to the specific content of the range name input variable. Those skilled in the art can make adaptive transformations to obtain the specific content of the polarization name.

[0385] The specific composition and functions of the positioning submodule, EGT polarization direction selector, EGT temperature polarization probe positioner, dual-electrode EGT temperature polarization probe correlation calculator and trend graph generator can be found in the components of the high-power state EGT probe temperature median amplitude divergence trend visualization submodule. Those skilled in the art can make corresponding changes according to the actual situation to understand them.

[0386] like Figure 24 As shown, the fuel injector carbon deposit area positioning submodule is based on the median temperature divergence of the EGT probe:

[0387] EGT probe temperature median divergence characterizes the temperature measured by eight EGT probes relative to their weighted average / indicated temperature (EGT). d The degree of divergence of the median amplitude is of great significance in statistics, and it includes two measures: "positive median amplitude divergence" (mEGTMAXDiv) and "negative median amplitude divergence" (mEGTMINDiv).

[0388] By observing the trend changes of "positive median amplitude dispersion" or "negative median amplitude dispersion" on different EGT probes (labeled 1-8), especially the trend change of "negative median amplitude dispersion", the carbon deposit accumulation of the fuel injector in the corresponding area can be located. In terms of trend, the larger the absolute value of "negative median amplitude dispersion", the more severe the carbon deposit accumulation of the fuel injector in the area corresponding to the EGT probe. In this case, "positive median amplitude dispersion" is used as a reference.

[0389] This submodule consists of three components: total input parameters for amplitude dispersion calculation, a result set constructor, and a graph generator. The result set constructor includes a data storage area, an engine mounting position selector, left and right data connectors, a message storage area selector and cluster name selector, an EGT probe label feature name selector, an EGT median amplitude dispersion sequence generator, an arithmetic mean calculator, a standard deviation calculator, an amplitude dispersion direction selector, an EGT probe temperature median amplitude dispersion feature character vector sequence generator, and an EGT probe temperature median amplitude dispersion feature character vector sequence processor.

[0390] The data storage area includes the takeoff report storage area; the climb report storage area (including the 9,000-foot data area and the 19,000-foot data area); the cruise report storage area, and other high-power engine status data storage areas.

[0391] The dirty data filter automatically excludes NCD (None Computed Data) data that could cause system errors due to sensor signal errors or instability in the airborne data acquisition system. In the data storage area, the original EGT#1–8 probe temperatures are saved in character format. The dirty data filter performs a forced floating-point conversion on each character-format probe temperature. If any conversion fails, the record is discarded (i.e., that data message is not included in the calculation); otherwise, the converted floating-point format temperature is output.

[0392] The structure and function of the other components of the result set constructor are omitted here. Those skilled in the art can implement the result set constructor based on the functions implemented by the result set constructor and the name definitions of each component.

[0393] When the engine mounting position selector selects output "L", the left engine "EGT probe temperature median amplitude dispersion characteristic character vector characteristic value sequence" is input into the single engine trend graph generator;

[0394] When the engine mounting position selector selects output "R", the right engine "EGT probe temperature median amplitude dispersion characteristic character vector characteristic value sequence" is input into the single engine trend graph generator;

[0395] When the engine mounting position selector selects the output "LnR", the left / right engine "EGT probe temperature median amplitude dispersion characteristic character vector characteristic value sequence" is input in parallel to the "left / right engine correlation trend graph generator", and then passes through the "flight take-off and landing segment counter" and "segmented correlation coefficient calculator" before finally being input to the "correlation trend graph generator".

[0396] The carbon deposit characteristic value threshold out-of-tolerance warning message push module includes an API interface module for the storage module and a subscription module for carbon deposit characteristic value threshold out-of-tolerance warning messages based on the storage module's API interface. Each API interface of the API interface module consists of one or more interface functions. Each interface function takes input parameters through a specified formal parameter table and obtains the corresponding EGT status parameter characteristic value. The carbon deposit characteristic value threshold out-of-tolerance warning message subscription module connects to the enterprise mail server. Messages related to fuel injector carbon deposit management that meet the subscription conditions are automatically sent to the subscriber's email address.

[0397] While visualizing the trend graphs of output parameters in each submodule of the carbon deposit condition analysis module, it also outputs the EGT condition parameter characteristic values. Based on the API interface (application programming interface) module of the storage module, and through IT system integration, it realizes the push of warning messages for carbon deposit characteristic value threshold exceeding the tolerance.

[0398] like Figure 25 As shown, the storage module's API interface includes: an EGT probe temperature divergence trend visualization submodule API interface for obtaining the divergence of the EGT probe temperature in the message; an EGT probe daily maximum temperature trend visualization submodule API interface for obtaining the daily maximum temperature of the EGT probe temperature in the message; an EGT probe peak temperature trend visualization submodule API interface for obtaining the peak temperature of the EGT probe in the message; an EGT probe temperature range trend visualization submodule API interface for obtaining the range of the EGT probe temperature in the message; a high-power state EGT probe temperature median divergence trend visualization submodule API interface for obtaining the median divergence of the EGT probe temperature in a specified divergence direction in the message; and a fuel injector carbon deposit area location trend visualization submodule API interface for obtaining the polarization statistical characteristic value, median divergence feature character vector, and median divergence feature character vector characteristic value of the EGT probe temperature in the message.

[0399] The carbon deposit characteristic value threshold out-of-tolerance warning message subscription module includes a subscription control panel and out-of-tolerance warning emails. The subscription control panel includes a subscription parameter selection panel, a subscription condition editing panel, a subscription condition list, an interface function editing area, a control logic editing area, characteristic value threshold values, interface function logic combinations, and a subscription trigger condition assembly area.

[0400] like Figure 26As shown, the out-of-tolerance warning email consists of the following seven parts: out-of-tolerance warning email title, message source identification, message storage identification, monitoring target parameter list, subscription identification, subscription trigger conditions, and FCDM message attachments. The email title includes the out-of-tolerance aircraft number, flight number, aircraft type, subscription title, and message identification; the message source identification includes the message queue sequence number, subscription sending account, message storage identification number, message aircraft number, and message flight number; the message storage identification includes the subscription username, subscription aircraft type, message type, message user message identification number, message standard message identification number, and message... The message storage decoding table object name, ACMS source message trigger code, subscription registration date, subscription activation status, and subscription remarks are displayed. The monitoring target parameter list shows the parameter values ​​of all subscription target parameters in the trigger message. The subscription identification number is a unique identifier for the subscription in the storage area, used by system administrators to quickly maintain the background subscription storage area. Subscription trigger conditions are displayed in the error message so users can quickly understand the conditions for warning triggering. FCDM message attachments are sent to users as attachments when EGT status parameters exceed the error limit and the subscription trigger conditions are met.

[0401] The present invention also includes a figure file manager submodule. Each figure generator in this device generates various figure file formats, such as jpg, png, svg, tif, pdf and other common figure file formats. It can also generate special high-definition vector window files, namely fig files. This figure file manager module (hereinafter referred to as FIV-Figure Image Viewer) is used for the storage management and reading of fig files.

[0402] like Figure 27 As shown, the FIV module architecture is as follows: MCR Runtime is the MATLAB compiler runtime library environment (MCR for short); the fig graphic file is a high-resolution vector window file as shown; FIV UI Figure is the main FIV module, which completes operations such as reading, logging, revising, and annotating the fig graphic file. The JDBC driver provides data storage for FIV, used to save information such as fig file logs, revisions, and annotations.

[0403] The FIV main module completes operations such as reading, logging, revising, and annotating fig graphic files.

[0404] The FIV main module provides a three-column interface view consisting of "① Toolbar", "② Group Manager", and "③ Log List". The toolbar allows you to open a fig file, close all fig windows, perform a quick search, adjust the column width of the log list, and arrange multiple fig windows. The group manager provides a tree-like list view, expanded with "Actived" and "Recycled" as the two root nodes. The log list displays a record of all accessed fig files and provides file annotation operations for the fig windows.

Claims

1. A big data detection system for carbon deposit status of aero-engine fuel nozzles, characterized in that: It includes a flight data acquisition submodule, a message decoding module, a data storage module, a carbon buildup status analysis module, and a carbon buildup characteristic value threshold exceedance warning message push module. The flight data acquisition submodule is embedded within the airborne flight data acquisition unit of the airborne system. The message decoding module, data storage module, carbon buildup status analysis module, and carbon buildup characteristic value threshold exceedance warning message push module are all installed in the ground system. The flight data acquisition submodule is connected to the message decoding module via an ACARS air-to-ground data link. The message decoding module, data storage module, and carbon buildup status analysis module are connected sequentially. The carbon buildup characteristic value threshold exceedance warning message push module is connected to the airborne flight data acquisition unit of the airborne system. The data storage module is connected to the above data storage module; the flight data acquisition submodule obtains the engine exhaust temperature status parameters from the engine electronic controller, converts them into messages and sends them to the message decoding module through the ACARS air-to-ground data link. The message decoding module parses the messages into field information and saves them in the data storage module. The carbon deposit status analysis module obtains the messages from the data storage module and analyzes them, generates carbon deposit status characteristic values ​​and their trend visualization graphs and stores them in the data storage module. The carbon deposit characteristic value threshold over-tolerance warning message push module sets the carbon deposit status characteristic value threshold and completes the subscription and over-tolerance warning push based on the carbon deposit status characteristic value threshold. The carbon deposit condition analysis module includes: The EGT probe temperature divergence trend visualization submodule is used to visualize the EGT probe temperature divergence in the form of a trend graph within a given time range. The trend graph and its statistical characteristic values ​​are used to map the occurrence and diffusion of carbon deposits. The EGT probe daily maximum temperature trend visualization submodule is used to visualize the daily maximum temperature of the EGT probe within a given time range in the form of a trend chart. The trend chart and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits. The EGT probe peak temperature trend visualization submodule is used to visualize the peak temperature of the EGT probe within a given time range in the form of a trend graph. The trend graph and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits. The EGT probe temperature range trend visualization submodule is used to visualize the EGT probe temperature range within a given time range in the form of a trend graph. The trend graph and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits. The high-power EGT probe temperature median divergence trend visualization submodule is used to visualize the correlation of high-power EGT probe temperature median divergence within a given time range in the form of a trend graph. The trend graph trend and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits. The fuel injector carbon deposit area location trend visualization submodule is used to visualize the location of fuel injector carbon deposit areas within a given time range in the form of a trend chart. The trend chart and its statistical characteristic values ​​map the occurrence and diffusion of carbon deposits.

2. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 1, characterized in that: The flight data acquisition submodule includes an engine exhaust temperature status parameter acquisition submodule and an engine exhaust temperature status parameter message encapsulation submodule. The engine exhaust temperature status parameter acquisition submodule includes a definition submodule for defining engine exhaust temperature status parameters and a capture submodule for capturing engine exhaust temperature status parameters. After being captured, the engine exhaust temperature status parameters are stored in the flight data management component system cache. The engine exhaust temperature status parameter message encapsulation submodule encapsulates the engine exhaust temperature status parameters into a message of structured data blocks. The message is sent to the ground system via a data link through the ACARS communication management component, and then forwarded to the airline terminal system by the data link provider.

3. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 2, characterized in that: The engine exhaust temperature status parameters are the exhaust indicated temperature and the temperatures measured by each probe, collectively referred to as EGT status parameters. The exhaust indicated temperature is the temperature displayed on the cockpit instrument panel after the weighted average of the temperatures measured by each probe, referred to as the EGT indicated temperature EGTd, where the left engine is EGTd1 and the right engine is EGTd2; the temperature measured by each EGT probe includes the temperature measured by the left and right engine EGT probes, and the number of left and right engine EGT probes is determined by the specific engine model.

4. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 3, characterized in that: The capture submodule captures the EGT status parameters when the engine starts and the N2 speed exceeds 45%, or when the aircraft climbs and the flight altitude exceeds 9,000 feet or 19,000 feet, or when the aircraft enters the steady-state cruise phase, or when the aircraft ends the takeoff phase, the capture submodule captures the maximum value of the EGT status parameters.

5. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 4, characterized in that: The capture submodule includes a rolling maximum / minimum buffer submodule and a first low-pass noise filtering submodule. The rolling maximum / minimum buffer submodule includes a second low-pass noise filtering submodule and a maximum / minimum buffer. When the engine is in acceleration mode, the current frame EGT status parameter is valid and the instantaneous bleed valve is closed; otherwise, the current frame EGT status parameter is discarded. If the value of the current frame EGT status parameter is greater than the value of the existing EGT status parameter in the maximum / minimum buffer, the current frame EGT status parameter is filtered by the second low-pass noise filtering submodule and enters the maximum / minimum buffer. The EGT status parameter in the maximum / minimum buffer is updated to the current frame EGT status parameter; otherwise, the EGT status parameter in the buffer remains unchanged. This continues until the end of the takeoff phase or after the engine exits acceleration mode. The maximum / minimum buffer retains the maximum value of the EGT status parameter during the entire takeoff phase or engine acceleration phase. The captured EGT status parameter is filtered by the first low-pass noise filtering submodule and input into the flight data management component system cache for storage.

6. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 5, characterized in that: The message encapsulated by the engine exhaust temperature status parameter message encapsulation submodule includes the following fields: header, flight information, system software information, engine operating environment parameters, and EGT status parameters.

7. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 6, characterized in that: The message decoding module includes a timed scanner, a header parser, a decoding table locator, and a character parser. The decoding table locator includes a message type selector, a decoding table object, and an engine installation location selector. The timed scanner periodically scans the messages in the ACARS downlink message file pool of the ground system and inputs the messages into the header parser. The header parser parses the embedded message identifier and the large aircraft type identifier according to the message header definition. The embedded message identifier is then sent to the message type selector and the decoding table object of the decoding table locator, respectively. In the decoding table locator, the embedded message identifier is first pointed to different elements in the decoding table object by the message type selector. The decoding table locator then decomposes the engine installation location identifier and sends it to the engine installation location selector. The engine installation location selector points to different elements in the decoding table object according to different embedded message identifiers. The selected decoding table object element and the complete ACARS format message are sent to the character parser, which parses the corresponding fields of the decoding table according to the message's internal format definition and sends them to the data storage module.

8. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 7, characterized in that: The data storage module stores the key content of the header and all the content of the message body. The key content of the header includes the aircraft number, flight number and timestamp. This information is combined to uniquely identify a flight. The year and month information of the host system clock where the message decoding module is located is appended to the timestamp to form a new timestamp format in the format of year year month month day day hour hour minute minute.

9. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 8, characterized in that: The data storage module stores messages through a decoding table object. The ATYP field is extracted from the message header and input by the message decoding module. The decoding table object automatically points to the corresponding decoding table entity based on the content of the ATYP field. Each element in each decoding table object consists of an identifier portion uniquely identifying each decoding table record or flight record, and a private portion storing the message body content. The identifier portion consists of RAW_ID, aircraft number, flight number, and timestamp. The private portion consists of an engine operating environment parameter storage area and an EGT status parameter storage area. The engine operating environment parameter storage area stores information on large aircraft types, flight... The system comprises a flight information storage area containing the tail number, message generation date, message generation time, four-letter code of the departure airport, four-letter code of the arrival airport, and flight number; a system software identifier storage area containing the system software identifier; and an engine operating environment status parameter storage area. The data stored in the engine operating environment status parameter storage area consists of three segments: the first segment contains message trigger attributes and bleed air status attributes; the second segment contains aircraft operating attributes and ACMS software attributes; and the third segment contains engine intrinsic attributes. The EGT status parameter storage area stores the EGT status parameters in the left and right engine start-up reports, take-off reports, climb reports, and cruise reports separately through different decoding tables.

10. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 9, characterized in that: The EGT probe temperature divergence trend visualization submodule consists of several input parameters and divergence calculation submodules, outputting a divergence trend graph. The input parameters include aircraft number, aircraft type, data acquisition start timestamp, data acquisition end timestamp, divergence name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibrated divergence upper limit, calibrated divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. Each divergence calculation submodule is used to execute the left-hand EGT probe... The system includes: a left-emitting EGT probe temperature divergence calculation submodule for calculating and generating and outputting temperature divergence and its trend graph; a right-emitting EGT probe temperature divergence calculation submodule for calculating and generating and outputting temperature divergence and its trend graph; a left-emitting EGT probe temperature divergence difference calculation submodule for calculating and generating and outputting temperature divergence difference between the left and right EGT probes; and a left-emitting EGT probe temperature divergence correlation calculation submodule for calculating and generating and outputting temperature divergence correlation between the left and right EGT probes.

11. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 10, characterized in that: The EGT probe's daily maximum temperature trend visualization submodule consists of several input parameters and daily maximum temperature calculation submodules, outputting a daily maximum temperature trend graph. The input parameters include aircraft number, main aircraft type, data acquisition start time stamp, data acquisition end time stamp, daily maximum temperature name, abnormal data filtering conditions, positive daily maximum temperature threshold, negative daily maximum temperature threshold, calibrated daily maximum temperature upper limit, calibrated daily maximum temperature lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. Each daily maximum temperature calculation submodule is used for... The system includes: a submodule for calculating the daily maximum temperature of the left-emitting EGT probe and generating and outputting its trend chart; a submodule for calculating the daily maximum temperature of the right-emitting EGT probe and generating and outputting its trend chart; a submodule for calculating the daily maximum temperature difference between the left and right-emitting EGT probes and generating and outputting its trend chart; and a submodule for calculating the correlation between the daily maximum temperatures of the left and right-emitting EGT probes and generating and outputting its trend chart.

12. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 11, characterized in that: The EGT probe peak temperature trend visualization submodule consists of several input parameters and peak temperature calculation submodules, outputting a peak temperature trend graph. The input parameters include aircraft number, aircraft type, data acquisition start timestamp, data acquisition end timestamp, peak temperature name, abnormal data filtering conditions, positive peak temperature threshold, negative peak temperature threshold, calibrated peak temperature upper limit, calibrated peak temperature lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. The daily peak temperature calculation submodules are used for execution... The system includes: a left-source EGT probe peak temperature calculation submodule for calculating and generating and outputting the peak temperature trend graph of the left-source EGT probe; a right-source EGT probe peak temperature calculation submodule for calculating and generating and outputting the peak temperature trend graph of the right-source EGT probe; a left-right source EGT probe peak temperature difference calculation submodule for calculating and generating and outputting the peak temperature difference between the left and right source EGT probes; and a left-right source EGT probe peak temperature correlation calculation submodule for calculating and generating and outputting the peak temperature correlation graph between the left and right source EGT probes.

13. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 12, characterized in that: The EGT probe temperature range trend visualization submodule consists of several input parameters, a range calculation data source storage area positioning submodule, a high-power state EGT state parameter range calculation submodule, a high-power state EGT state parameter range correlation calculation submodule, and a low-power state EGT state parameter range calculation submodule. It outputs a range / range difference / range correlation trend graph. The total input parameters include aircraft number, aircraft type, data acquisition start time stamp, data acquisition end time stamp, range name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibration divergence upper limit, calibration divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output graph window, whether to display a legend, and whether to generate a vector window file. The range calculation data source storage area positioning submodule... The module is used to locate the range calculation data source storage area pointed to by the range name; the high-power state EGT state parameter range calculation submodule uses the EGT state parameters of cruise report, takeoff report, and climb report as input data source, and maps the occurrence and diffusion state of carbon deposits by observing the trend of their range graphs and their statistical characteristic values; the high-power state EGT state parameter range correlation calculation submodule uses the EGT state parameters of cruise report, takeoff report, and climb report as input data source, and maps the occurrence and diffusion state of carbon deposits by observing the trend of their range correlation graphs and their statistical characteristic values; the low-power state EGT state parameter range calculation submodule uses the EGT state parameters of left and right engine start reports as input data source, and maps the occurrence and diffusion state of carbon deposits by observing the trend of their range graphs and their statistical characteristic values.

14. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 13, characterized in that: The high-power EGT probe temperature median divergence trend visualization submodule includes several input parameters, a median divergence calculation data source storage area location submodule, a median divergence name selector, a message storage area locator, an EGT median divergence direction selector, an EGT median divergence calculator, an EGT median divergence dual-engine difference calculator, an EGT median divergence dual-engine correlation calculator, and a trend graph generator. It outputs left and right engine median divergence, dual-engine median divergence difference, and dual-engine median divergence correlation trend graphs. The input parameters include the aircraft number. The parameters include: large aircraft model, data acquisition start timestamp, data acquisition end timestamp, median divergence name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibration divergence upper limit, calibration divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output window, whether to display a legend, and whether to generate a vector window file; the median divergence calculation data source storage area positioning submodule is used to locate the median divergence calculation data source storage area pointed to by the median divergence; the median divergence name selector selects a valid median divergence name variable input, and the report... The message storage area locator points to the required median amplitude dispersion calculation data source storage area; the message storage area locator consists of a median amplitude dispersion name variable table and a logic selector. The median amplitude dispersion name variable table provides the logic condition benchmark for the logic selector. The logic selector outputs the pointer to the decoding table object in the median amplitude dispersion calculation data source storage area, and its result is input to the EGT probe temperature median amplitude dispersion calculator of the corresponding message; the EGT median amplitude dispersion direction selector parses the median amplitude dispersion direction based on the valid median amplitude dispersion name input; the EGT median amplitude dispersion calculator calculates the median amplitude dispersion direction based on the median amplitude dispersion direction. The input of direction automatically switches between positive and negative median amplitude divergence calculation components; the median amplitude divergence calculation unit selector selects the left or right median amplitude divergence calculation unit and outputs the median amplitude divergence calculation results for the left or right signals; the EGT median amplitude divergence dual-speech difference calculator is used to input left and right signal data to generate a left and right median amplitude divergence difference sequence; the EGT median amplitude divergence dual-speech correlation calculator is used to input left and right signal data to generate a segmented correlation coefficient sequence; the trend chart generator generates a median amplitude divergence trend chart and its data table from the segmented correlation coefficient sequence.

15. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 14, characterized in that: The fuel injector carbon deposit area location trend visualization submodule includes a fuel injector carbon deposit area location submodule based on EGT probe temperature polarization and a fuel injector carbon deposit area location submodule based on EGT probe temperature median amplitude dispersion. The fuel injector carbon deposit area location submodule based on EGT probe temperature polarization locates the accumulation of fuel injector carbon deposits in the corresponding area by observing the trend changes of the maximum or minimum measured temperature of each EGT probe on different EGT probes. The fuel injector carbon deposit area location submodule based on EGT probe temperature median amplitude dispersion locates the accumulation of fuel injector carbon deposits in the corresponding area by observing the trend changes of positive or negative median amplitude dispersion on different EGT probes.

16. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 15, characterized in that: The fuel nozzle carbon deposit area localization submodule based on EGT probe temperature polarization includes an input parameter set, a polarization calculation data source storage area localization submodule, an EGT polarization direction selector, an EGT temperature polarization probe localizer, a dual-engine EGT temperature polarization probe correlation calculator, and a trend chart generator. The input parameters include aircraft number, main aircraft type, data acquisition start time stamp, data acquisition end time stamp, polarization name, abnormal data filtering conditions, positive divergence threshold, negative divergence threshold, calibration divergence upper limit, calibration divergence lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edges of the output window, whether to display a legend, and whether to generate a vector window file. The polarization calculation data source storage area localization submodule is used to locate the polarization calculation data source storage area. The EGT polarization direction selector is connected to the EGT polarization carbon deposit area localization submodule corresponding to each flight phase. Before the EGT temperature polarization probe locator and the dual-electrode EGT temperature polarization probe correlation calculator in the block, the polarization direction is parsed based on the valid polarization name input and simultaneously input into the EGT temperature polarization probe locator and the dual-electrode EGT temperature polarization probe correlation calculator along with the valid polarization name. The EGT temperature polarization probe locator automatically switches between positive and negative polarization calculation components based on the input polarization direction, then selects the left or right EGT polarization vector calculation unit, and outputs the left / right positive / negative EGT temperature polarization probe positioning number. The dual-electrode EGT temperature polarization probe correlation calculator connects the left and right transmission data, calculates the left / right positive / negative EGT temperature polarization probe positioning number sequence respectively, generates a probe positioning number segment number sequence, and then outputs the segmented correlation coefficient sequence. The trend graph generator inputs the segmented correlation coefficient sequence to generate a probe positioning number trend graph and the data table used.

17. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 16, characterized in that: The fuel nozzle carbon deposit area localization submodule based on EGT probe median temperature divergence includes an input total parameter, a result set constructor, and a graph generator. The input total parameter includes aircraft number, aircraft type, message identifier, engine mounting position, EGT probe label feature name, data cluster name, divergence direction, margin, data acquisition start timestamp, data acquisition end timestamp, abnormal data filtering conditions, positive median divergence EGT probe number threshold, negative median divergence EGT probe number threshold, calibrated median divergence EGT probe number upper limit, calibrated median divergence EGT probe number lower limit, number of flight takeoff and landing segments, whether to remove blank spaces at the edge of the output graph window, whether to display a legend, and whether to generate a vector window file. The result set constructor is connected to the database. Based on the main control parameters and conditional parameters input, it performs calculations and outputs the EGT probe label sequence to the graph generator. The graph generator generates a single-engine trend chart and a left / right engine correlation trend chart according to different total parameter input variables.

18. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 17, characterized in that: The carbon deposit characteristic value threshold excess warning message push module includes an API interface module for the storage module and a carbon deposit characteristic value threshold excess warning message subscription module based on the storage module API interface. Each API interface of the API interface module consists of one or more interface functions. Each interface function takes input parameters through a specified formal parameter table and obtains the corresponding EGT status parameter characteristic value. The carbon deposit characteristic value threshold over-tolerance warning message subscription module is connected to the enterprise mail server. Messages related to fuel injector carbon deposit management that meet the subscription conditions are automatically sent to the subscriber's email address.

19. The big data detection system for carbon deposit status of aero-engine fuel nozzles according to claim 18, characterized in that: The storage module's API interface module includes: an EGT probe temperature divergence trend visualization submodule API interface for obtaining the divergence of EGT probe temperature in the message; an EGT probe daily maximum temperature trend visualization submodule API interface for obtaining the daily maximum temperature of EGT probe temperature in the message; an EGT probe peak temperature trend visualization submodule API interface for obtaining the peak temperature of EGT probe temperature in the message; an EGT probe temperature range trend visualization submodule API interface for obtaining the range of EGT probe temperature in the message; a high-power state EGT probe temperature median divergence trend visualization submodule API interface for obtaining the median divergence of EGT probe temperature in a specified divergence direction in the message; and a fuel injector carbon deposit area location trend visualization submodule API interface for obtaining the polarization statistical characteristic value, median divergence feature character vector, and median divergence feature character vector characteristic value of EGT probe temperature in the message.

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