Fuel consumption rate measuring and calculating and fault judging method for PW1100G engine

Abstract

The invention relates to the technical field of aircraft engine parameter measurement, in particular to a PW1100G engine fuel consumption rate measuring and calculating and fault judging method. According to the engine oil consumption rate measuring and calculating and fault judging method, the lubricating oil quantity after each leg is shut down is recorded, then alternative refueling points are judged and marked according to the change of the lubricating oil quantity, and if a plurality of alternative refueling points are close to each other, the alternative refueling point with the largest change of the lubricating oil quantity is determined as an actual refueling point; otherwise, determining the alternative refueling point as an actual refueling point, calculating the lubricating oil consumption rate of each leg according to the oil quantity data between the previous actual refueling point and the current leg, and establishing a rolling window to judge whether each lubricating oil consumption rate is normal or not. According to the engine oil consumption rate measuring and calculating and fault judging method, the calculation rule of the lubricating oil consumption rate is defined, the lubricating oil consumption rate is calculated and judged through the rolling window, and calculation errors caused by the low lubricating oil consumption rate in the manual calculation process are eliminated.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft engine parameter measurement, and particularly relates to a PW1100G engine oil consumption rate measurement and fault judgment method. BACKGROUND

[0002] The aircraft engine oil system has the functions of lubrication, cooling, cleaning, corrosion prevention and the like, and is one of the core key systems, directly affecting the reliability, service life and flight safety of the engine. The oil system fault such as oil leakage is a typical fault common to various types of engines, and may cause serious safety accidents such as aircraft in-flight parking in severe cases. Therefore, the oil consumption rate of the aircraft engine needs to be continuously monitored. In the prior art, the detection method for the aircraft oil consumption rate is to record the engine oil quantity in real time by the service personnel after the aircraft is parked, and to calculate the corresponding oil consumption rate. For the PW1100G engine installed on the A320 NEO aircraft, the oil consumption rate is extremely low, and the time interval between two refuelings often exceeds 100 flight hours, so the manual recording and calculation of the consumption rate has poor accuracy and cannot accurately grasp the change trend of the oil consumption rate; the oil quantity after each flight has no obvious change, and the oil consumption rate cannot be calculated according to the engine oil quantity of single flight take-off and landing. Therefore, in view of the above problems, a PW1100G engine oil consumption rate measurement and fault judgment method is provided. SUMMARY

[0003] (I) Technical problem to be solved In view of the problems in the prior art, the present application provides a PW1100G engine oil consumption rate measurement and fault judgment method, which solves the problems of poor accuracy and inability to accurately grasp the change trend of the oil consumption rate in the prior art, and the problem of inability to calculate the oil consumption rate according to the engine oil quantity of single flight take-off and landing.

[0004] (II) Technical scheme In order to solve the above problems, the present application provides a PW1100G engine oil consumption rate measurement and fault judgment method, comprising: Step S1: recording the oil quantity after each flight leg of the target engine is parked; Step S2: calculating the average oil quantity of each group of data before and after the oil quantity point of each flight leg, and calculating the difference between the average oil quantities of the two groups of data before and after; Step S3: comparing the difference obtained in step S2 with a threshold C1, marking the data points with a difference greater than C1 as candidate refueling points, and for each candidate refueling point, searching for the last actual refueling point from the refueling record; Step S4: Calculate the oil consumption rate according to the actual refueling point marked in step S3. If the target flight segment has no refueling feature compared to the oil quantity of the previous flight segment, linear regression is performed on the oil quantity and flight hours of each flight segment between the target flight range and the previous actual refueling point to obtain a fitting slope. The reciprocal of the fitting slope is the oil consumption rate of the target flight segment. Step S5: Calculate the oil consumption rate of each point. Starting from the first data, set a rolling window to calculate the mean, standard deviation, and median of the data in each window. Step S6: If the new data introduced by a certain window is greater than twice the standard deviation of the window mean, it is determined that the oil consumption rate has changed. If the oil consumption rate changes continuously for two consecutive flight segments, it is determined that the oil consumption rate has deviated. Step S7: Send a service reminder to the staff according to the oil consumption rate and the oil quantity of the corresponding flight segment.

[0005] Further, the time point of recording the oil quantity in step S1 is five minutes after the last engine shutdown.

[0006] Further, in step S3, if the previous actual refueling point of the alternative refueling point has no record or the cumulative value of the flight cycle between the previous actual refueling point and the previous actual refueling point is greater than threshold C2, the current alternative refueling point is marked as an actual refueling point.

[0007] Further, in step S3, if the cumulative value of the flight cycle between the alternative refueling point and the previous actual refueling point is less than or equal to threshold C2, compare the mean value difference of the front and back group data of the two points. The point with a larger mean value difference is marked as an actual refueling point, and the point with a smaller mean value difference is marked as an alternative refueling point.

[0008] Further, in step S4, the formula for fitting calculation is: where S is the slope of the oil quantity data between the two points, x i is the cumulative value of the flight hours corresponding to the flight segment, is the mean value of x i , y i is the oil quantity at the engine shutdown 5 minutes, is the mean value of y i .

[0009] Further, in step S4, if the oil quantity difference between the current flight segment and the previous flight segment is less than threshold C3, the oil quantity difference between the current flight segment and the corresponding previous flight segment is less than threshold C3, and the number of recorded flight segments between the current flight segment and the previous actual refueling point is greater than or equal to 30, the fitting slope and the corresponding oil consumption rate between the two points are calculated.

[0010] Furthermore, in step S4, if the actual refueling point segment obtained in step S3 does not meet the condition for calculating the fitting slope between the current segment and the closest actual refueling point, then the fitting slope of the lubricating oil volume between the current segment and the previous actual refueling point and the lubricating oil consumption rate are calculated and recorded as the lubricating oil consumption rate of the current point.

[0011] Furthermore, in steps S5 and S6, the number of data in the rolling window is 15. If there is data in the first window that exceeds twice the standard deviation of the mean, the data is removed and new data that does not exceed the limit is introduced to form a new first window. If the next data does not exceed twice the standard deviation of the mean of the first window, the first data is removed and the next data is used as new data to form a new window.

[0012] Furthermore, in steps S5 and S6, if the new data exceeds twice the standard deviation of the mean, the median of the window is used as the new data to form a new window.

[0013] Furthermore, the judgment criteria for step S7, duty work reminder, are as follows: Where Q is the current lubricating oil level; C is the calculated lubricating oil consumption rate; FC is the number of advance flight cycles for the lubricating oil replenishment service reminder; threshold C5 is the amount of lubricating oil that triggers the lubricating oil replenishment service; and service information is sent when the judgment criteria are met.

[0014] (III) Beneficial Effects This invention provides a method for calculating the oil consumption rate and diagnosing faults of a PW1100G engine. The method marks and selects refueling points by tracking the changes in lubricating oil volume in each flight segment of the target engine. Then, it calculates the lubricating oil consumption rate based on the refueling point data and determines whether the lubricating oil consumption rate is normal based on the changes in the lubricating oil consumption rate. This method can accurately measure the lubricating oil consumption rate for each flight segment and determine whether the engine is working properly. Attached Figure Description

[0015] Figure 1 This is a flowchart of the method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to the present invention; Detailed Implementation

[0016] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] In the description of this invention, it is necessary to understand that the orientation or positional relationship indicated by terms such as "upper", "lower", "inner", "outer", "top", and "bottom" are based on the orientation or positional relationship shown in the accompanying drawings. The purpose is only to facilitate the description of this invention and to simplify the description. It is not intended to indicate or imply that the component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0018] like Figure 1 As shown, this invention provides a method for calculating the fuel consumption rate and diagnosing faults in a PW1100G engine, specifically including: Step S1: Record the lubricating oil level after each flight segment of the target engine is shut down. In aircraft engine maintenance, the lubricating oil level is usually checked within 5 to 60 minutes after the engine is shut down. During this period, the lubricating oil used by the aircraft engine loses the drive of the oil pump and returns to the oil tank under its own gravity, making the measurement result closer to the actual lubricating oil level, while not affecting subsequent maintenance work on the lubricating oil level.

[0019] The oil volume was recorded five minutes after the last engine was shut down. The PW1100G engine has a cold start procedure. During startup, the engine control computer first drives the high-pressure rotor to 12% speed and maintains it in a dry-cold state. Then, the high-pressure rotor speed gradually returns to zero before restarting, resulting in a second speed increase. Directly recording the oil volume at the time of engine shutdown might result in the oil volume at the point before restarting being recorded as the oil volume at the end of the flight, leading to a discrepancy between the recorded oil volume and the actual data after the flight, affecting subsequent calculations. Therefore, the oil volume is typically recorded five minutes after the last engine in the aircraft containing the engine being tested is shut down and maintained in the off state.

[0020] Step S2: Calculate the average oil volume of the data set before and after each oil volume point for each flight segment, and then calculate the difference between the average oil volume of the two sets of data. During the calculation process, because the variation in oil volume is small, using only one set of oil volume data can easily lead to errors. Therefore, multiple data sets are usually combined into one set, and the average values ​​of two adjacent sets are compared. The difference between the average values ​​of the two sets of data is used to determine the degree of variation in oil volume. Typically, when 10 or more oil volume data points are recorded, the data from the currently measured flight segment is combined with the data from the previous 9 flight segments to form a sliding window. In this case, every 5 data points within the window are divided into two groups. First, the average oil volume of the two groups of data is calculated separately, and then the two average values ​​are subtracted to calculate the difference between the average values.

[0021] Step S3: Compare the difference obtained in Step S2 with the threshold C1. Data points with a difference greater than C1 are recorded as candidate refueling points. For each candidate refueling point, determine and mark the actual refueling point based on its location. Typically, the nearest actual refueling point is found by querying refueling records. If the mean difference is greater than the threshold C1, the data in the 5th dataset in the window that needs to be measured is considered a candidate refueling point and marked. Simultaneously, based on the marked actual refueling records, the nearest actual refueling point to the marked candidate refueling point is selected. Generally, before marking candidate refueling points, the actual refueling point data can be integrated and marked. When selecting an actual refueling point, only the timestamp needs to be used for determination.

[0022] Specifically, when the difference between the mean values ​​of two sets of measured data is greater than the threshold C1, it indicates a significant change in lubricating oil volume before and after the target data point. The mean values ​​of the two sets of data are denoted as M1 and M2, respectively. When M2 - M1 is greater than C1, it indicates an increase in lubricating oil volume that meets the lubricating oil change requirement during lubricating oil replenishment. In this case, the measured data point is identified as a candidate refueling point. During the process of marking candidate refueling points, each data point except the first four recorded in the figure is evaluated sequentially.

[0023] It is important to note that when selecting an actual refueling point, if there is no record of the previous actual refueling point or the cumulative value of the flight cycle between the candidate and the previous actual refueling point exceeds the threshold C2, the current candidate refueling point will be marked as an actual refueling point. The mean difference data of the candidate refueling points is not affected by the refueling data of previous flight segments and is temporarily recorded as an actual refueling point, pending verification and confirmation of its authenticity based on subsequent data from new flight segments.

[0024] Additionally, if the cumulative value of the flight cycle between the candidate refueling point and the previous actual refueling point is less than or equal to the threshold C2, the difference between the mean values ​​of the preceding and following data sets for the two points is compared. The point with the larger mean difference is designated as the actual refueling point, and the point with the smaller mean difference is designated as the candidate refueling point. Typically, only one refueling operation is performed within cycle C2. The change in lubricating oil volume caused by refueling may result in the mean difference between the preceding and following fuel volumes for adjacent flight segments meeting the judgment criteria. Therefore, it is necessary to compare and determine the data point with the largest change as the actual refueling point.

[0025] Step S4: Calculate the lubricating oil consumption rate based on the actual refueling points marked in Step S3. If the target flight segment shows no refueling characteristics compared to the previous segment, perform linear regression on the lubricating oil volume of the target flight segment and the lubricating oil volume and flight hours of each segment between the previous actual refueling point to obtain the fitting slope. The negative value of the fitting slope is the lubricating oil consumption rate of the target flight segment. Since the lubricating oil volume tends to decrease during use, after determining all actual refueling points in the lubricating oil volume data, the fitting slope obtained by fitting the lubricating oil volume of the current required flight segment to the closest actual refueling point based on the changes in lubricating oil volume and time is usually negative. The absolute value of this slope, i.e., the negative value, is the lubricating oil consumption rate between the previous actual refueling point and the target measurement point.

[0026] The formula for fitting calculation is: S is the slope of the lubricating oil volume data between the two points. It is the cumulative value of flight hours corresponding to the flight segment. yes The mean, This is the amount of lubricating oil when the engine is shut down for 5 minutes during the flight segment. yes The mean.

[0027] During the calculation process, if the following conditions are met simultaneously: the difference in lubricating oil volume between the current segment and the previous segment is less than the threshold C3; the difference in lubricating oil volume between the current segment and the corresponding previous segment is less than the threshold C3; and the number of recorded lubricating oil volume segments between the current segment and the previous actual refueling point is greater than or equal to 30, then the fitting slope between the current segment and the nearest actual refueling point and the corresponding lubricating oil consumption rate are calculated. If the difference in lubricating oil volume between two adjacent segments is less than the threshold C3, it indicates that no refueling occurred in the first four segments. Otherwise, if refueling occurred on recent flights, the lubricating oil volume accumulation needs to be reset before calculating the fitting slope. If an actual refueling point is determined to have occurred, and the lubricating oil consumption rate was not calculated according to the above judgment logic (i.e., the above judgment conditions are not met), then the condition for calculating the fitting slope between the current segment and the nearest actual refueling point is not met. In this case, the fitting slope of lubricating oil volume between two adjacent actual refueling points and the lubricating oil consumption rate are calculated and recorded as the lubricating oil consumption rate of the current point.

[0028] Step S5: Calculate the lubricating oil consumption rate for each point. Starting from the first data point, calculate the mean, standard deviation, and median of the data within each window using a rolling window. After determining the lubricating oil consumption rate for each point, it is necessary to determine whether the lubricating oil consumption rate is normal. This requires integrating historical lubricating oil consumption rates into the data. A rolling window with a size of 15 windows is created within the lubricating oil consumption rate data. The mean, standard deviation, and median of the data within each window are calculated as the data basis for subsequent judgments.

[0029] Step S6: If new data is introduced into a window and the new data is greater than twice the standard deviation of the window mean, then the oil consumption rate is judged to have changed abruptly. If the oil consumption rate changes abruptly for two consecutive flight segments, then the oil consumption rate is judged to have shifted.

[0030] The rolling window contains 15 data points. When creating a rolling window, the data within the window needs to be checked and compared to eliminate abnormal data, thereby reducing errors in subsequent calculations. When creating the first rolling window, if any data point in the first window exceeds twice the standard deviation of the mean, that data point is removed, and new data within the limit is introduced to form a new first window. This process of eliminating abnormal data is repeated until all data points in the window do not exceed twice the standard deviation of the first window's mean, indicating that the data within the window are now normal. After calculating the mean, standard deviation, and median of the data within the window, if the next data point does not exceed twice the standard deviation of the first window's mean, the first data point is removed, and the next data point is used as the new data to form a new window. During the process of forming a new window, if new data exceeds twice the standard deviation of the mean, the median of the window is used as the new data to form a new window, and a new oil consumption rate mutation is marked. If two consecutive oil consumption rates are marked as mutations, the oil consumption rate offset for that flight segment is recorded.

[0031] Step S7: Send a duty reminder to staff based on the lubricating oil consumption rate and the amount of lubricating oil for the corresponding flight segment.

[0032] The criteria for determining whether a duty reminder is required are as follows: Wherein, FC is the number of advance flight cycles for the oil replenishment service reminder; threshold C5 is the amount of oil required to trigger the oil replenishment service; and service information is sent when the judgment criteria are met. When the judgment criteria for the service reminder are met, it means that according to the current oil consumption rate, after FC flight cycles, the oil amount will decrease to the oil replenishment threshold C5.

[0033] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for calculating the fuel consumption rate and diagnosing faults in a PW1100G engine, characterized in that, include: Step S1: Record the oil level five minutes after shutting down the target engine for each flight segment; Step S2: Calculate the average oil volume of the two sets of data before and after the oil volume point for each flight segment, and calculate the difference between the average oil volume of the two sets of data. Step S3: Compare the difference obtained in step S2 with the threshold C1, record the data points with a difference greater than C1 as candidate refueling points, and determine and mark the actual refueling points based on the location of the candidate refueling points. Step S4: Calculate the lubricating oil consumption rate based on the actual refueling point marked in Step S3. If there is no refueling characteristic between the target flight segment and the previous flight segment, perform linear regression on the lubricating oil volume of the target flight segment and the lubricating oil volume and flight hours of each flight segment between the previous actual refueling point to obtain the fitting slope. The negative number of the fitting slope is the lubricating oil consumption rate of the target flight segment. Step S5: Calculate the lubricating oil consumption rate at each point. Starting from the first data point, set a rolling window to calculate the mean, standard deviation, and median of the data in each window. Step S6: If new data is introduced into a window and the new data is greater than twice the standard deviation of the window mean, then it is determined that the lubricating oil consumption rate has changed abruptly. If the lubricating oil consumption rate changes abruptly in two consecutive flight segments, then it is determined that the lubricating oil consumption rate has shifted. Step S7: Send a duty reminder to staff based on the lubricating oil consumption rate and the amount of lubricating oil for the corresponding flight segment.

2. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 1, characterized in that, The time point for recording the amount of lubricating oil in step S1 is five minutes after the last engine is turned off.

3. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 1, characterized in that, In step S3, if there is no record of the previous actual refueling point of the candidate refueling point or the cumulative value of the flight cycle between the candidate refueling point and the previous actual refueling point is greater than the threshold C2, then the current candidate refueling point is marked as an actual refueling point.

4. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 3, characterized in that, In step S3, if the cumulative flight cycle value between the candidate refueling point and the previous actual refueling point is less than or equal to the threshold C2, the difference between the mean values ​​of the preceding and following data sets of the two points is compared. The point with the larger mean difference between the preceding and following data sets is recorded as the actual refueling point, and the point with the smaller mean difference is recorded as the candidate refueling point.

5. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 1, characterized in that, The formula for fitting calculation in step S4 is: Where: S is the slope of the lubricating oil volume data between the two points, x i It is the cumulative value of flight hours corresponding to the flight segment. It is x i The mean of y i This is the amount of lubricating oil when the engine is shut down for 5 minutes during the flight segment. It is y i The mean.

6. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 5, characterized in that, In step S4, if the oil volume difference between the current segment and the previous segment is less than the threshold C3, the oil volume difference between the first three segments of the current segment and the corresponding previous segment is less than the threshold C3, and the number of oil volume record segments between the current segment and the previous actual refueling point is greater than or equal to 30, the fitting slope between the current segment and the nearest actual refueling point and the corresponding oil consumption rate are calculated.

7. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 6, characterized in that, In step S4, if the actual refueling point segment obtained in step S3 does not meet the condition for calculating the fitting slope between the current segment and the closest actual refueling point, then the fitting slope of the lubricating oil volume between the current segment and the previous actual refueling point and the lubricating oil consumption rate are calculated and recorded as the lubricating oil consumption rate of the current point.

8. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 1, characterized in that, In steps S5 and S6, the number of data in the rolling window is 15. If there is data in the first window that exceeds twice the standard deviation of the mean, the data is removed and new data that does not exceed the limit is introduced to form a new first window. If the next data does not exceed twice the standard deviation of the mean of the first window, the first data is removed and the next data is used as new data to form a new window.

9. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 8, characterized in that, In steps S5 and S6, if the new data exceeds twice the standard deviation of the mean, the median of the window is used as the new data to form a new window.

10. The method for calculating the fuel consumption rate and diagnosing faults of the PW1100G engine according to claim 1, characterized in that, The criteria for judging the duty reminder in step S7 are as follows: Where Q is the current lubricating oil level; C is the calculated lubricating oil consumption rate; FC is the number of advance flight cycles for the lubricating oil replenishment service reminder; threshold C5 is the amount of lubricating oil that triggers the lubricating oil replenishment service; and service information is sent when the judgment criteria are met.

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