Fleet maintenance decision method based on CBM (condition-based maintenance)

A decision-making method and fleet technology, applied in the direction of instruments, data processing applications, forecasting, etc., can solve the problems that the retention rate of a single machine does not meet the training requirements, and does not consider the maintenance cost of the fleet, so as to achieve maintenance costs and fleet retention rate, self-adaptive noise elimination ability, and the effect of improving the accuracy of life prediction

Active Publication Date: 2018-02-23
HARBIN INST OF TECH
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  • Summary
  • Abstract
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  • Application Information

AI Technical Summary

Problems solved by technology

[0004] The purpose of the present invention is to solve the shortcomings of the existing method for civil aeroengines and non-structural parts, the retention rate of a sin...

Method used

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  • Fleet maintenance decision method based on CBM (condition-based maintenance)
  • Fleet maintenance decision method based on CBM (condition-based maintenance)
  • Fleet maintenance decision method based on CBM (condition-based maintenance)

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specific Embodiment approach 1

[0026] Specific implementation mode one: a kind of fleet maintenance decision-making method based on CBM comprises the following steps:

[0027] Traditional CBM is mainly divided into three steps: a. Real-time status data acquisition → b. RUL prediction (or fault diagnosis) → c. Maintenance decision. According to the maintenance concept of CBM, the fleet-oriented maintenance decision-making method system is as follows: figure 1 shown.

[0028] Depend on figure 1 It can be seen that based on the concept of CBM, the method system takes the fleet as the management object, and on the basis of fleet synchronization and coordination, it pays attention to the real-time health status and analysis of multiple components of the aircraft, and realizes aircraft status monitoring, RUL prediction (fault diagnosis), Integrated integration of maintenance decision-making, maintenance implementation and other processes. The method system uses the EKF algorithm, combined with the real-time he...

specific Embodiment approach 2

[0034] Specific embodiment two: the difference between this embodiment and specific embodiment one is: in the step one, carry out the remaining life prediction of aircraft fatigue structure, the specific process of obtaining the remaining life of fatigue structure is:

[0035] Step 11: Establish system state parameter transfer equation and observation equation;

[0036] The system state parameter transition equation is:

[0037] Θ k =f(Θ k-1 )+W k-1

[0038] where Θ k is the system state parameter vector, W k-1 System noise vector, k is time or load period; where f(·) is system state transition equation, f=[g(a k-1 ),C k-1 ,m k-1 ] T ;W k-1 is the system noise vector, W k-1 =[w a,k-1 ,w C,k-1 ,w m,k-1 ] T ,w a,k-1 、w C,k-1 、w m,k-1 respectively a k 、C k 、m k System process noise, w C,k-1 obey w C,k-1 ~N(0,Q C,k-1 ), Q C,k-1 for w C,k-1 variance of w m,k-1 obey w m,k-1 ~N(0,Q m,k-1 ), Q C,k-1 for w C,k-1 The variance of , Q C,k-1 and Q m,k-1 respe...

specific Embodiment approach 3

[0055] Specific embodiment three: the difference between this embodiment and specific embodiment one or two is: the specific process of establishing the system state parameter transfer equation in the step one by one is:

[0056] Mechanical structure RUL prediction methods mainly include physical model-based methods and data-driven methods. The physical model-based method has the property of being able to penetrate into the essence of the object system due to the use of the device-specific physical model (performance degradation model), and can achieve more accurate RUL prediction for specific devices (XIATangbin. Research ondynamic process and predictive maintenance scheduling for health management of manufacturing systems[D].Shanghai:Shanghai Jiao Tong University,2014,10-12.), but in practice, it is often very difficult to establish accurate physical models for different complex systems, and the parameters in the model are due to working conditions The influence of other fac...

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Abstract

The invention discloses a fleet maintenance decision method based on CBM (condition-based maintenance), so as to solve the problem that the existing method aims at a civil aero engine and an unstructured part, the single plane retention rate can not reach training requirements, and the fleet maintenance cost is not considered. The method comprises steps: 1, the residual life predication on the plane fatigue structure is carried out, and the remaining life of the fatigue structure is obtained; 2, according to the obtained remaining life of the fatigue structure, a single plane maintenance costdecision optimization model is built; 3, according to the single plane maintenance cost decision optimization model built in the second step, a fleet maintenance cost decision optimization model is built; 4, a fleet retention rate optimization model is built; and 5, a multi-objective optimization decision model for the fleet is built according to the third step and the fourth step, and according to the multi-objective optimization decision model, a nondominated sorting multi-objective optimization algorithm method is adopted to determine the optimal maintenance scheme for the fatigue structureof each plane in the fleet. The method is used in the fleet maintenance field.

Description

technical field [0001] The invention relates to a CBM-based fleet maintenance decision-making method. Background technique [0002] At present, the calculation method of fatigue life of aircraft structure usually adopts stress life and damage tolerance analysis method (HEYuting, DU Xu, ZHANG Teng, et al. A few primary elements controlling aircraft structural service life [J]. Journal of Air Force Engineering University ( Natural Science Edition), 2017,18(3):1-8.[He Yuting, Du Xu, Zhang Teng, Cui Ronghong. Several basic issues in aircraft structure life control[J]. Journal of Air Force Engineering University (Natural Science Edition) ,2017,18(3):1-8.]), out of structural safety considerations, the calculated life value is often divided by a safety life factor (generally 2) as the design life of the structure, when the design life Mandatory repair or replacement of the structure when the value is depleted. However, in the actual use process, there will often be a phenomenon ...

Claims

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Application Information

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IPC IPC(8): G06Q10/00G06Q10/04
CPCG06Q10/04G06Q10/20
Inventor 林琳罗斌郭丰王晨钟诗胜
Owner HARBIN INST OF TECH
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