Aero-Engine Remain Useful Life Estimation via Scope-Coordinated Attention-Based Network
Abstract
:1. Introduction
- A novel MCFIB, including three channels, is proposed to enhance features extracted from raw sensor data and expand the receptive field by extracting rich and diverse features;
- The improved DANet module features an improved dual-attention network for spatial and channel enhancement. The spatial attention captures the semantic interdependencies between any two locations in the spatial dimension, while the channel attention emphasizes the interdependent channel mapping in the channel dimension;
- The SAFP module utilizes an advanced self-attention-based feature pyramid block, which emphasizes relevant information and models the long-term dependency in time series through self-attention. Additionally, a feature-fusion pyramid-based pooling mechanism is used to improve the model’s performance under various operating conditions;
- The performance of the proposed technique was evaluated using aeroengine datasets. The experimental results indicate that the method has significant potential to enhance RUL prediction performance.
2. Proposed Approach
2.1. Overall Architecture of the Proposed Method
2.2. Multichannel Feature Integration Block
2.2.1. Depthwise Separable Convolution-Enhanced Residual Block
2.2.2. Attention-Based SPA Block
2.2.3. Adaptive Spatial Feature Fusion Block
2.3. Dual-Attention Module
2.4. Self-Attention-Based Feature Pyramid Block
3. Experimental Details
3.1. Dataset Description
3.2. Data Preprocessing
3.3. Implementation Details
3.4. Overall Structure
3.5. Evaluation Metrics
- RMSE: The RMSE is commonly used to evaluate prediction models for RUL estimation, as it uniformly penalizes both premature and delayed predictions. The RMSE is defined using Equation (13) as follows:
4. Experimental Result Analysis and Discussion
4.1. Comparison with State-of-the-Art Methods
- As shown in Figure 7a, the RUL estimation results for the FD001 dataset demonstrate that the SCAB model generally predicts the RUL accurately, especially when the actual RUL is low, with predictions closely aligning with the true values. However, in areas where the actual RUL values are higher, the predicted values are often underestimated. This discrepancy could be because of the rapid degradation of the engine. Additionally, multiple indicators may enter the high-risk stage more quickly, leading to a misalignment between the model’s predictions and the actual degradation process. Moreover, specific intervals, such as 0–18 and 85–95, show higher prediction errors;
- Figure 7b shows the RUL estimation results for the FD002 dataset. In this dataset, the model tends to underestimate the RUL, with most predictions being more accurate at lower RUL values. This pattern can be attributed to the engine degradation characteristics, where the engine enters the degradation state later than expected, particularly in complex environments. Additionally, the inherent complexity of the FD002 dataset and its nonlinear fluctuations may make it more difficult for the model to handle long-term predictions, as the system is subjected to more dynamic and intricate conditions over time;
- As shown in Figure 7c, the RUL estimation results for FD003 are similar to those of FD001, showing better accuracy at lower actual RULs and larger deviations at higher RULs, likely because of the similar characteristics of the datasets. Unlike in FD001, some segments in FD003, such as 60–75, show an overestimation in the RUL, indicating a horizontal offset between the predicted and actual values;
- As depicted in Figure 7d, the RUL estimation for the FD004 dataset mirrors that of FD002, with predictions generally closely aligning with the true values at low RULs and lower at high RULs, especially in the intervals of 40–50 and 160–170, where the discrepancy between the predicted and actual values is pronounced.
4.2. Ablation Study of the Proposed Method
- The proposed MCFIB module, serving as the benchmark model, has a certain impact on RUL predictions, but its performance remains limited. This indicates that the hierarchical and rich features extracted from multiple channels require further processing to achieve the optimal results;
- In comparing Experiment 2 and Experiment 1, the integration of ASPP brings significant improvements to the FD004 dataset, reducing the RMSE by and improving the score by . However, it leads to a decline in performance in the simpler FD003 dataset, suggesting that although ASPP effectively enhances feature extraction in complex scenarios with varying fault modes, it may cause overfitting in simpler environments;
- Further analysis in Experiment 3 and Experiment 2, where ASPP is replaced with SAFP, reveals significant enhancements in the model’s performance. Specifically, SAFP reduces the RMSE by , , and , and improves the score by , , and in FD001, FD002, and FD003, respectively. This demonstrates that SAFP can effectively strengthen hierarchical features, achieving good performance and stability across both simple and complex situations while maintaining strong generalization ability;
- When comparing Experiment 4 and Experiment 3, replacing the MCFIB with the DANet results in substantial improvements in FD003, with the RMSE reduced by and the score increased by . However, the performance slightly declines in the other three datasets, indicating that the DANet improves the overall algorithmic stability;
- The final model, Experiment 5, which integrates all the proposed modules, outperforms the other ablation results in most datasets. Notably, it achieves consistent improvements in both the score and RMSE metrics in FD001, FD002, and FD003, highlighting its superior performance.
5. Conclusions
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
References
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Module | Block | Input Size | Output Size |
---|---|---|---|
MCFIB | DWGLU&RESBlock | ||
CA&SA&SPA | |||
ASFF | |||
Projection_out | |||
DANet | Pam | ||
Cam | |||
SAFP | SAFP | ||
FC Layer |
Subsets | Training Engines | Testing Engines | Operating Conditions | Fault Types | Max Life Cycles |
---|---|---|---|---|---|
FD001 | 100 | 100 | 1 | 1 | 362 |
FD002 | 260 | 259 | 6 | 1 | 378 |
FD003 | 100 | 100 | 1 | 2 | 512 |
FD004 | 249 | 248 | 6 | 2 | 128 |
No. of Sensors | Symbols | Description | Unit(s) |
---|---|---|---|
2 | T24 | Total temperature at LPC outlet | °R |
3 | T30 | Total temperature at HPC outlet | °R |
4 | T50 | Total temperature at LPT outlet | °R |
7 | P30 | Total pressure at HPC outlet | psia |
8 | Nf | Physical fan speed | rpm |
9 | Nc | Physical core speed | rpm |
11 | Ps30 | Static pressure at HPC outlet | psia |
12 | phi | Ratio of fuel flow to Ps30 | pps/psi |
13 | NRf | Corrected fan speed | rpm |
14 | NRc | Corrected core speed | rpm |
15 | BPR | Bypass ratio | - |
17 | htBleed | Bleed enthalpy | - |
20 | W31 | HPT coolant bleed | lbm/s |
21 | w32 | LPT coolant bleed | lbm/s |
Method | Year | FD001 | FD002 | FD003 | FD004 | ||||
---|---|---|---|---|---|---|---|---|---|
RMSE | Score | RMSE | Score | RMSE | Score | RMSE | Score | ||
LSTM [40] | 2018 | 16.14 | 339.00 | 24.49 | 4450.00 | 16.18 | 852.00 | 28.17 | 5550.00 |
Bi-LSTM [10] | 2018 | 13.65 | 295.00 | 23.18 | 4130.00 | 13.74 | 317.00 | 24.68 | 5430.00 |
CNN-LSTM [41] | 2019 | 14.40 | 290 | 27.23 | 9869 | 14.32 | 316 | 26.69 | 6594 |
HDNN [42] | 2019 | 13.02 | 245 | 15.24 | 1282 | 12.22 | 288 | 18.16 | 1527 |
AGCNN [38] | 2020 | 12.42 | 225.51 | 19.42 | 1492.00 | 13.39 | 227.09 | 21.50 | 3392.00 |
MS-DCNN [43] | 2020 | 11.44 | 196.22 | 19.35 | 3747.00 | 11.67 | 241.87 | 22.22 | 4844.00 |
AEQRNN [36] | 2021 | ‡ | ‡ | 19.10 | 3220 | ‡ | ‡ | 20.67 | 4594 |
GCU–Transformer [46] | 2021 | 11.27 | ‡ | 22.81 | ‡ | 11.42 | ‡ | 24.86 | ‡ |
Double-Attention Network [47] | 2022 | 12.25 | 198 | 17.08 | 1575 | 13.39 | 290 | 15.66 | 1741 |
GAM-CapsNet [17] | 2022 | 12.42 | 273 | 17.38 | 1872 | 11.73 | 243 | 19.83 | 2490 |
BiGRU-TSAM [24] | 2022 | 12.59 | 213.35 | 18.94 | 2264.13 | 12.45 | 232.86 | 20.47 | 3610.34 |
LSTM-Based Model [45] | 2022 | 7.78 | 100 | 17.64 | 1440 | 8.03 | 104 | 17.63 | 2390 |
SCTA-LSTM [19] | 2023 | 12.10 | 207 | 16.90 | 1267 | 12.14 | 248 | 21.93 | 3310 |
NT-TCN [44] | 2023 | 11.18 | 203.94 | 16.53 | 1350.39 | 12.02 | 364.46 | 19.7 | 5137.81 |
STRUL [50] | 2023 | 12.85 | 224 | 19.24 | 1950 | 13.74 | 252 | 22.34 | 3080 |
DLformer [48] | 2024 | ‡ | ‡ | 15.93 | 1283.63 | ‡ | ‡ | 15.86 | 1601.45 |
BTCAN [51] | 2024 | 14.46 | 309 | 19.88 | 2800 | 12.79 | 298 | 22.03 | 4224 |
DVGTformer [49] | 2024 | 11.33 | 179.75 | 14.28 | 797.26 | 11.89 | 254.55 | 15.5 | 1107.5 |
DDCA-TCN [52] | 2024 | 12.14 | 237.6 | 12.85 | 760.5 | 11.37 | 225.5 | 13.86 | 903.7 |
Proposed Method | 2024 | 11.68 | 209.67 | 12.79 | 749.22 | 11.31 | 220.36 | 14.62 | 961.73 |
No. | Model Structure | FD001 | FD002 | FD003 | FD004 | ||||
---|---|---|---|---|---|---|---|---|---|
RMSE | Score | RMSE | Score | RMSE | Score | RMSE | Score | ||
No. 1 | MCFIB | 13.25 | 335.81 | 14.86 | 1091.38 | 20.24 | 1513.16 | 16.07 | 1360.41 |
No. 2 | MCFIB+ASPP | 13.56 | 305.71 | 14.34 | 1026.61 | 19.49 | 1643.98 | 15.21 | 1027.69 |
No. 3 | MCFIB+SAFP | 12.3 | 224.35 | 13.23 | 753.22 | 13.84 | 388.86 | 14.63 | 960.62 |
No. 4 | DA+SAFP | 12.19 | 243.35 | 13.57 | 767.96 | 11.33 | 227.03 | 14.95 | 981.33 |
No. 5 | MCFIB+DA+SAFP | 11.68 | 209.67 | 12.79 | 749.22 | 11.31 | 220.36 | 14.62 | 961.73 |
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Liao, Z.; Liu, S.; Li, J.; Ma, S.; Li, G. Aero-Engine Remain Useful Life Estimation via Scope-Coordinated Attention-Based Network. Aerospace 2025, 12, 259. https://doi.org/10.3390/aerospace12030259
Liao Z, Liu S, Li J, Ma S, Li G. Aero-Engine Remain Useful Life Estimation via Scope-Coordinated Attention-Based Network. Aerospace. 2025; 12(3):259. https://doi.org/10.3390/aerospace12030259
Chicago/Turabian StyleLiao, Zheng, Sijie Liu, Jin Li, Shuai Ma, and Gang Li. 2025. "Aero-Engine Remain Useful Life Estimation via Scope-Coordinated Attention-Based Network" Aerospace 12, no. 3: 259. https://doi.org/10.3390/aerospace12030259
APA StyleLiao, Z., Liu, S., Li, J., Ma, S., & Li, G. (2025). Aero-Engine Remain Useful Life Estimation via Scope-Coordinated Attention-Based Network. Aerospace, 12(3), 259. https://doi.org/10.3390/aerospace12030259