Aero-engine whole life cycle management method, device and equipment and storage medium

Abstract

The application provides a full life cycle management method, device and equipment of an aero-engine, a computer product and a storage medium. The engine target information is acquired, the engine target information is input into a pre-constructed engine repair mode model, a maintenance strategy set of a single engine is acquired by taking minimizing the discounted value of engine maintenance as a constraint condition, and then the maintenance strategy set of all the single engines is input into a pre-constructed fleet full life cycle planning model, an aero-engine fleet full life cycle maintenance scheme is acquired by taking minimizing engine release volatility as a constraint condition. The application reduces the total maintenance cost and release volatility of the engine fleet in the full life cycle as much as possible under the condition of ensuring flight safety, optimizes the full life cycle cost control of the engine fleet, and improves the stability of fleet operation.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the field of aviation equipment data management, and in particular to a full life cycle management method, device, equipment, computer product and storage medium of an aero-engine. BACKGROUND

[0002] As one of the most core components of an airplane, an aero-engine has extremely high requirements for safety and reliability. In order to ensure the operation of the fleet for 20-30 years, the aero-engine will undergo multiple repairs. Since the repair price of the aero-engine is usually very expensive, the airline will generally control the cost of the full life cycle of the aero-engine. However, due to the long service cycle of the aero-engine and many external environmental uncertainty factors, the management of the aero-engine fleet often faces a complex situation of interweaving long-term regulation and immediate regulation.

[0003] At present, the method for formulating the replacement plan of the airline is usually that the planning personnel manually formulates a short-term replacement plan based on the repair manual of the aero-engine and their own business experience, combined with the engine health status of the entire fleet. Since the brain calculation has one-sidedness, and the formulation of a long-term plan needs to consider many complex boundary conditions such as engine health status, time, personnel, materials, equipment, etc., and these boundary conditions will sharply expand with the increase of time, so that it is almost impossible for manual to formulate a reasonable long-term plan. At the same time, the manual plan cannot be globally optimized, resulting in waste of some resources, unbalanced and unreasonable task arrangement, high proportion of non-planned aero-engine delivery, and low utilization rate of standby engines, which is not conducive to the safe and stable operation of the fleet. SUMMARY

[0004] The present application provides a full life cycle management method, device, equipment, computer product and storage medium of an aero-engine, which optimizes the full life cycle cost control of the aero-engine fleet and improves the stability of the fleet operation.

[0005] In a first aspect, the present application provides a full life cycle management method of an aero-engine, comprising:

[0006] obtaining engine target information, the engine target information comprising state information of the engine and historical repair records of the engine;

[0007] inputting the engine target information into a pre-constructed engine repair mode model to obtain a set of repair strategies for a single engine, wherein the constraint condition of the engine repair mode model is to minimize the discounted value of engine repair;

[0008] Input the maintenance strategy set of all the single engines into a pre-constructed fleet life cycle planning model to obtain a life cycle maintenance scheme of the engine fleet, wherein the constraint condition of the fleet life cycle planning model is to minimize engine delivery fluctuation.

[0009] Further, the construction method of the engine repair mode model comprises:

[0010] Obtain state information of the engine at time t, and obtain an engine maintenance strategy at time t according to the state information at time t;

[0011] Obtain a discounted value of engine maintenance according to the engine maintenance strategy of the single engine at all times in the life cycle, wherein the discounted value of engine maintenance comprises engine maintenance cost and net present value in the life cycle, and the engine maintenance strategy at different times changes according to a preset state transition rule;

[0012] When the discounted value of engine maintenance is the minimum, output the maintenance strategy set of the single engine corresponding to the current maintenance discounted value.

[0013] Further, the construction method of the engine repair mode model comprises:

[0014] Obtain engine delivery times in different time windows and an average number of fleet deliveries in the life cycle according to the maintenance strategy set of all the single engines, wherein the time window is a preset continuous time period in the life cycle of the aero-engine;

[0015] Calculate the difference between the engine delivery times in the different time windows and the average number of fleet deliveries in the life cycle, and when the sum of the differences in all time windows is the minimum, output the corresponding fleet engine maintenance strategy.

[0016] Further, the calculation equation of the engine repair mode model comprises:

[0017]

[0018] x i,t ∈{1}∪P(s i,t )

[0019]

[0020] Wherein, s i,t indicates state information of engine i at time t, x i,t indicates maintenance decision of engine i at time t, P(s i,t ) represents a set of alternative repair strategies of engine i at time t, and x i,tThe maintenance decision includes engine state information and current time maintenance strategy, if the engine i state information at time t is in flight, then the x i,t takes value 1, otherwise x i,t takes value any strategy in the alternative repair strategy set; R(s i,t indicates the new state of the engine after the engine i remains in flight at time t; S(s i,t , x i,t ) indicates the change of the engine i state information after adopting the maintenance decision x i,t ; τ i,t represents the number of time periods that the engine i transfers at time t, η(x i,t ) indicates the repair time corresponding to the maintenance decision x i,t , if the maintenance decision x i,t takes value 1, then the transferred time period is 1, if the maintenance decision x i,t takes value in the set P(s i,t ), then the transferred time period is η(x i,t ); indicates the state information of the engine i at time t+τ i,t .

[0021] V i,t (s i,t ) indicates the total cost value accumulated by the engine i at time t and after; v(x i,t ) indicates the maintenance cost of the engine i at time t; indicates the total cost value accumulated by the engine i at time t+τ i,t and after; γ indicates the current capital interest rate, indicates the net present value of the t time point and the current time.

[0022] Wherein, s i,t indicates the state information of the engine i at time t, x i,t indicates the maintenance decision of the engine i at time t, p i,t indicates the selected maintenance strategy of the engine i at time t, the maintenance decision includes engine state information and current time maintenance strategy, if the engine i state information at time t is in flight, then the x i,t takes value 1, if the engine i adopts maintenance strategy p i,t at time t, then x i,t takes value p i,t , wherein, p i,t ∈P i,t (s i,t ), P i,t (s i,t ) indicates the alternative repair strategy set of the engine i at time t;

[0023] v i,t indicates the maintenance cost of engine i at time t, γ indicates the current capital interest rate, (1+γ) -t ·V i,t indicates the net present value at time t from the current time; η(p i,t ) indicates the repair time of repair strategy p i,t , R(s i,t ) indicates the new state of engine i at time t after the engine is kept on wing, S(s i,t , x i,t ) indicates the change of state information of engine i after adopting repair decision x i,t .

[0024] Further, the calculation equation of the engine repair mode model comprises:

[0025]

[0026]

[0027] wherein T indicates a set of optimization time ranges, π i indicates a set of life-cycle repair strategies of engine i, x i,j indicates the jth life-cycle repair strategy of the engine repair mode model of engine i, x i,j is a variable of 0 or 1, if engine i selects the jth life-cycle repair strategy, x i,j = 1; r i,j,t is a variable of 0 or 1, if the engine is instructed to be released at time t in repair strategy x i,j , r i,j,t = 1; v t is the maximum release quantity threshold at time t; m is the average release quantity of the fleet in the life cycle; g t is the difference between the engine release times in different time windows and the average release quantity of the fleet in the life cycle; and f is the objective function, i.e., the minimum value of engine release fluctuation.

[0028] Further, after the life-cycle repair scheme of the aero-engine is obtained, the method further comprises:

[0029] obtaining the lease-out condition of the lease-out engine and the remaining lease-out time of the lease-in engine;

[0030] if the life-cycle management method of the aero-engine fails to meet the lease-out condition, and / or the life cycle of the aero-engine exceeds the remaining lease-out time, then after excluding the method, the life-cycle management planning of the engine fleet is re-executed.

[0031] In a second aspect, the present application provides a full life cycle management device of an aero-engine, comprising:

[0032] an information acquisition module, configured to acquire engine target information, wherein the engine target information comprises state information of the engine and historical maintenance records of the engine;

[0033] a strategy set generation module, configured to input the engine target information into a pre-constructed engine repair mode model to acquire a maintenance strategy set of a single engine, wherein a constraint condition of the engine repair mode model is to minimize discounted value of engine maintenance;

[0034] a strategy planning module, configured to input the maintenance strategy set of all the single engines into a pre-constructed fleet full life cycle planning model to acquire a full life cycle maintenance scheme of an aero-engine fleet, wherein a constraint condition of the fleet full life cycle planning model is to minimize engine delivery volatility.

[0035] In a third aspect, the present application further provides a computer device, comprising:

[0036] at least one memory and at least one processor;

[0037] the memory is configured to store one or more programs;

[0038] when the one or more programs are executed by the at least one processor, the at least one processor implements steps of the full life cycle management method of the aero-engine according to the first aspect.

[0039] In a fourth aspect, the present application further provides a computer program product, comprising computer programs / instructions, wherein the computer programs / instructions are executed by a processor to implement steps of the full life cycle management method of the aero-engine according to the first aspect.

[0040] In a fifth aspect, the present application further provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement steps of the full life cycle management method of the aero-engine according to the first aspect.

[0041] The application obtains engine target information, inputs the engine target information into a pre-constructed engine repair mode model, obtains a set of repair strategies of a single engine with a constraint condition of minimizing the discounted value of engine repair, and then inputs the set of repair strategies of all the single engines into a pre-constructed fleet life cycle planning model to obtain a life cycle maintenance scheme of the aircraft engine fleet with a constraint condition of minimizing engine release volatility. The application reduces the total maintenance cost and release volatility of the engine fleet in the life cycle as much as possible under the condition of ensuring flight safety, optimizes the life cycle cost control of the engine fleet, and improves the stability of the fleet operation.

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only illustrate some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor. BRIEF DESCRIPTION OF DRAWINGS

[0043] Figure 1 A step flow chart of a life cycle management method of an aircraft engine provided in an exemplary embodiment;

[0044] Figure 2 A state transition rule schematic diagram of a life cycle management method of an aircraft engine provided in an exemplary embodiment;

[0045] Figure 3 A module schematic diagram of a life cycle management device of an aircraft engine provided in an exemplary embodiment;

[0046] Figure 4 An internal structure diagram of a computer device provided in an exemplary embodiment;

[0047] Figure 5 An internal structure diagram of a computer device provided in an exemplary embodiment. DETAILED DESCRIPTION

[0048] In order to make the purposes, technical solutions and advantages of the present application clearer, the following will further describe the embodiments of the present application in combination with the drawings.

[0049] It should be clear that the described embodiments are only some of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0050] The terms used in the embodiments of the present application are for the purpose of describing specific embodiments only and are not intended to limit the embodiments of the present application. The singular forms "a," "the," and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0051] When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims. In the description of the present application, it should be understood that the terms "first", "second", "third", etc. are only used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence, nor can they be understood as indicating or implying relative importance. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0052] In this application, unless otherwise specified, "plurality" refers to two or more. "And / or" describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, or B exists alone. The character " / " generally indicates that the associated objects are in an "or" relationship.

[0053] In order to more clearly express the technical solutions described in this application, the following commonly used terms in the relevant technical fields that may be involved are explained:

[0054] De-staging: refers to the process of removing the engine from the wing.

[0055] Engine installation: refers to the process of installing the engine onto the wing.

[0056] Re-engine: refers to the process of replacing the engine for an aircraft, including the engine installation and removal processes.

[0057] Unit: A group of assemblies and parts that are part of the engine, which are guaranteed by structure and process and form relatively independent units with performance and results according to certain design requirements.

[0058] Life-limit part: LLP (life-limit part) refers to a part that must be removed and sent to a repair shop for overhaul or replacement within a specified time interval.

[0059] Scope of work: refers to the maintenance plan of the engine in the repair shop, including but not limited to which parts are replaced and the degree of maintenance of the unit.

[0060] Based on the background technology, the present invention provides a method for managing the entire life cycle of an aircraft engine. Figure 1 As shown, the method comprises the following steps:

[0061] S201: Acquire engine target information, where the engine target information includes engine status information and historical maintenance records of the engine.

[0062] Specifically, the engine target information includes, but is not limited to, engine on-wing status, life component status, installation information, ownership information, maintenance history, and notification information. Based on engine maintenance standards and historical maintenance records, statistics are compiled for each unit's maintenance level, component replacement costs, repair time, and post-repair status under different maintenance strategies. This engine target information serves as input into the engine repair model, estimating maintenance costs, repair time, and post-repair status for the operating ranges of different maintenance strategies.

[0063] S202: Inputting the engine target information into a pre-built engine repair pattern model to obtain a maintenance strategy set for a single engine, wherein a constraint condition of the engine repair pattern model is minimizing the discounted value of engine maintenance.

[0064] In a preferred embodiment, the method for constructing an engine repair mode model includes:

[0065] Obtaining engine status information at time t, and obtaining an engine maintenance strategy at time t based on the status information at time t;

[0066] Obtaining the discounted value of engine maintenance based on the engine maintenance strategy at all times throughout the life cycle of a single engine. The discounted value of engine maintenance includes the engine maintenance cost and net present value over the entire life cycle. The engine maintenance strategy at different times varies according to pre-defined state transition rules.

[0067] When the discounted value of the engine maintenance is the smallest, a maintenance strategy set for the single engine corresponding to the current discounted value of the maintenance is output.

[0068] In this embodiment, a dynamic programming approach is used to calculate the maintenance pattern of each engine throughout its lifecycle. The maintenance pattern includes the engine status at each time point (i.e., on-wing or in for repair), the operating range of each in-service visit, and the thrust decision after each return visit.

[0069] The state transition rule described in the embodiments of the present application is as shown in Figure 2 Specifically, let the planning period t = 1, 2,..., N, which contains N stages, the length of each stage t is self-defined according to actual needs, which can be a week, half a month, a month, etc. The health state s i,t of the engine i at time t is a multi-dimensional variable containing unit body, thrust, flight line, life part, CSN, TSN and multiple indicators based on the use experience of the airline on the past engines. At the same time, the corresponding decay value of each period is calculated according to the different rules of the unit body and the life part to obtain the calling function R(s i,t ). R(s i,t ) indicates the new state of the engine i kept on the wing after time t. x i,t indicates the maintenance decision of the engine i at time t: if the engine i is kept on the wing at time t, the value is 1; if the engine i adopts the maintenance strategy p i,t at time t, x i,t =p i,t , where p i,t ∈P(s i,t ), P(s i,t ) indicates the set of alternative repair strategies of the engine i at time t.

[0070] That is, if the engine i continues to be on the wing at time t (i.e. x i,t =1), the number of transition time periods τ i,t =1, and the new state S i,t+1 of the engine i at time t is R(s i,t ). If the engine i selects a maintenance strategy p i,t ∈P(s i,t ) at time t (i.e. x i,t =p i,t ), the number of transition time periods is the estimated repair time of this maintenance strategy, i.e. the engine i at time t adopts the decision x i,t , the number of transition stages τ i,t =η(p i,t ), and η(p i,t ) indicates the estimated repair time under the maintenance strategy p i,t , and the new state of the engine is

[0071] After setting the state transition rule, the minimum maintenance discounted value is taken as the model objective of the engine repair mode model, which minimizes the total maintenance discounted value under the premise that the state of the engine in its whole life cycle is as possible as on the wing, reduces short-sighted and unreasonable maintenance by reasonably arranging multiple maintenance decisions, so as to reduce the total maintenance cost of the engine fleet and further improve the efficiency of flight operation.

[0072] Specifically, the maintenance cost generated in the current stage is denoted by a function v, v(x i,t ), which indicates the maintenance cost estimate of the current maintenance decision x i,t . Let V i be the cumulative value function of the engine i maintenance strategy, where V i,t represents the sub-problem of the time period t→N, i.e., the cumulative value of the maintenance cost starting from time t, for example, V i,N represents the cumulative value of the maintenance cost starting from the last time point. Let the interest rate of the fund be γ, then the net present value of the t time point and the current time is (1+γ) -t V i,t .

[0073] Therefore, the optimal equation of the engine repair mode model based on the dynamic programming model Bellman is as follows:

[0074]

[0075] x i,t ∈{1}∪P(s i,t )

[0076]

[0077] The maintenance mode of a single engine is composed of multiple maintenance strategies in its entire life cycle. For each single engine i, according to its life cycle and the above model objective, the optimal n maintenance modes π i,1 ,…,π i,n are output.

[0078] S203: Input the maintenance strategy set of all single engines into the pre-constructed fleet life cycle planning model to obtain the life cycle maintenance scheme of the aircraft engine fleet, wherein the constraint condition of the fleet life cycle planning model is to minimize engine release volatility.

[0079] In a preferred embodiment, the engine repair mode model construction method comprises:

[0080] According to the maintenance strategy set of all single engines, the engine release frequency under different time windows and the average number of fleet releases under the entire life cycle are obtained, wherein the time window is a preset continuous time period in the entire life cycle of the aircraft engine;

[0081] Calculate the difference between the engine release frequency under the different time windows and the average number of fleet releases under the entire life cycle, and when the sum of the differences under all time windows is the smallest, output the corresponding fleet engine maintenance strategy.

[0082] In the embodiment of the present application, the engine repair mode model selects the optimal repair mode δ i,1 ,…,π i,n from the n optimal repair modes π i of each single engine according to the life cycle of each single engine, and the optimal repair mode δ i is selected according to the situation of the whole engine fleet.

[0083] Specifically, the following constraint conditions are set:

[0084] (1) Each single engine can only select one repair mode, which is expressed as:

[0085]

[0086] (2) The total number of delivery times in each time window cannot exceed the maximum number of delivery times, which is expressed as:

[0087]

[0088] Specifically, the time window indicates the minimum granularity of time calculation. In the whole life cycle planning, the size of the time window is generally defined as 1 month, and this constraint condition indicates that the number of delivery times in each time window period cannot exceed the preset delivery time threshold requirement. The dimension of the time window can be adjusted according to actual needs, and in some other examples, it can also be set to 2 months, half a month, etc.

[0089] (3) The difference between the number of deliveries of the engine fleet in each period and the average value, which is expressed as:

[0090]

[0091] Where T indicates the set of optimization time ranges, π i indicates the set of whole life repair strategies of engine i, x i,j indicates the jth whole life repair strategy of the engine repair mode model of engine i, x i,j is a variable of 0 or 1, if engine i selects the jth whole life repair strategy, then x i,j = 1; r i,j,t is a variable of 0 or 1, if the repair strategy x i,j provides that engine i performs delivery at time t, then r i,j,t = 1; v t is the maximum delivery quantity threshold at time t; m is the average number of deliveries of the engine fleet in the whole life cycle; g t is the difference between the number of deliveries of the engine in different time windows and the average number of deliveries of the engine fleet in the whole life cycle.

[0092] The model objective of the engine repair mode model is expressed as:

[0093]

[0094] Wherein f is the objective function, that is, to reduce the volatility of the engine delivery. Reducing the delivery volatility can be understood as the number of engines delivered in each time period is as close to and stable as possible in the whole life cycle of the engine fleet, which is specifically manifested as the sum of the absolute difference between the number of engines delivered in each time period and the average number of deliveries in the whole life cycle of the engine fleet is minimized.

[0095] In a preferred embodiment, after obtaining the whole life cycle maintenance scheme of the aero-engine, further comprising:

[0096] Obtaining the lease-out condition of the lease-out engine and the remaining package repair time of the package engine;

[0097] If the whole life cycle management method of the aero-engine fails to meet the lease-out condition, and / or the life cycle of the aero-engine exceeds the remaining package repair time, then after excluding this method, the whole life cycle maintenance scheme planning for the engine fleet is re-executed.

[0098] Specifically, for different lease-out conditions of the lease-out engine and different remaining package repair times of the package engine, the legality of the sub-problem can be judged and terminated in the dynamic programming algorithm. In an example, if the final output maintenance scheme does not meet the engine package rental state, the maintenance scheme is invalid, and after excluding this method, the life cycle maintenance scheme planning for the engine fleet will be re-executed.

[0099] The embodiment of the present application obtains engine target information, inputs the engine target information into a pre-constructed engine repair mode model, obtains a maintenance strategy set of a single engine with the constraint condition of minimizing the discounted value of engine maintenance, and then inputs the maintenance strategy set of all the single engines into a pre-constructed fleet whole life cycle planning model to obtain a whole life cycle management method of the aero-engine fleet with the constraint condition of minimizing the engine delivery volatility. The embodiment of the present application reduces the total maintenance cost and the delivery volatility of the engine fleet in the whole life cycle as much as possible under the condition of ensuring flight safety, optimizes the whole life cycle cost control of the engine fleet, and improves the stability of the fleet operation.

[0100] The embodiment of the present application also provides an aero-engine whole life cycle management device 300, as shown in Figure 3 The device comprises:

[0101] An information obtaining module 301 is configured to obtain engine target information, wherein the engine target information comprises state information of the engine and historical maintenance records of the engine.

[0102] The strategy set generation module 302 is configured to input the engine target information into a pre-constructed engine repair mode model to obtain a maintenance strategy set of a single engine, wherein a constraint condition of the engine repair mode model is to minimize a discounted value of engine maintenance.

[0103] The strategy planning module 303 is configured to input the maintenance strategy sets of all the single engines into a pre-constructed fleet life cycle planning model to obtain a life cycle maintenance scheme of an engine fleet, wherein a constraint condition of the fleet life cycle planning model is to minimize engine delivery fluctuation.

[0104] It should be noted that the engine life cycle management device and the engine life cycle management method are from the same inventive concept, and the related explanations of the engine life cycle management device can be referred to the embodiments of the engine life cycle management method, which will not be repeated here.

[0105] The embodiments of the present application further provide a computer readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the engine life cycle management method according to any one of the above embodiments.

[0106] In one embodiment, a computer device is provided, which can be a server. An internal structure diagram of the computer device can be as shown in Figure 4 The computer device includes a processor, a memory, an input / output interface (I / O) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store data. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to communicate with external terminals through a network connection. The computer program is executed by the processor to implement the engine life cycle management method.

[0107] In one embodiment, a computer device is provided, which can be a terminal. An internal structure diagram of the computer device can be as shown in Figure 5The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals in a wired or wireless manner. The wireless manner can be achieved through WIFI, mobile cellular network, NFC (near field communication) or other technologies. The computer program is executed by the processor to implement an aero-engine full life cycle management method. The display unit of the computer device is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the computer device can be a touch layer overlaid on the display screen, or a key, trackball or touchpad arranged on the shell of the computer device, or an external keyboard, touchpad or mouse, etc.

[0108] The computer program is executed by the processor to implement an aero-engine full life cycle management method.

[0109] The application can adopt the form of a computer program product implemented on one or more storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. The computer readable storage medium includes permanent and non-permanent, removable and non-removable media, and can be realized by any method or technology. Information storage. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to: phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage device, or any other non-transmission medium that can be used to store information that can be accessed by a computing device.

[0110] It should be understood that the embodiments of the present application are not limited to the precise construction that has been described above and shown in the accompanying drawings and that various modifications and changes can be made by those of ordinary skill in the art without departing from the scope of this application. The scope of the embodiments of the present application is limited only by the claims that follow.

[0111] The above-described embodiments are merely illustrative of several embodiments of the present application and are described in more detail and in a specific manner, but should not be construed as limiting the scope of the patent. It should be noted that for those of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, and these are within the scope of the present application.

Claims

1. A method for the full life cycle management of an aircraft engine, characterized in that: include: Acquiring engine target information, wherein the engine target information includes engine status information and historical maintenance records of the engine; Inputting the engine target information into a pre-built engine repair pattern model to obtain a set of maintenance strategies for a single engine, wherein a constraint condition of the engine repair pattern model is minimizing the discounted value of engine repair; Inputting the maintenance strategy set for all of the individual engines into a pre-built fleet lifecycle planning model to obtain a lifecycle maintenance plan for the aircraft engine fleet, wherein a constraint of the fleet lifecycle planning model is minimizing engine dispatch volatility; The method for constructing the engine repair mode model includes: Obtaining engine status information at time t, and obtaining an engine maintenance strategy at time t based on the status information at time t; Obtaining the discounted value of engine maintenance based on the engine maintenance strategy at all times throughout the life cycle of a single engine. The discounted value of engine maintenance includes the engine maintenance cost and net present value over the entire life cycle. The engine maintenance strategy at different times varies according to pre-defined state transition rules. When the discounted value of the engine maintenance is the smallest, outputting a maintenance strategy set for the single engine corresponding to the current discounted value of the maintenance; The method for constructing the engine repair mode model includes: Obtaining, based on the maintenance strategy set for all of the single engines, the number of engine dispatches in different time windows and the average number of fleet dispatches over the entire life cycle, wherein the time window is a predetermined continuous time period within the entire life cycle of the aircraft engine; The difference between the number of engine dispatches in the different time windows and the average number of fleet dispatches in the entire life cycle is calculated, and when the sum of the differences in all time windows is minimized, the corresponding fleet engine maintenance strategy is output.

2. The aircraft engine full life cycle management method according to claim 1, characterized in that: The calculation equation of the engine repair mode model includes: Among them, s i,t Indicates the state information of engine i at time t, x i,t Indicates the maintenance decision of engine i at time t, P(s i,t ) represents the set of alternative repair strategies for engine i at time t, x i,t The maintenance decision includes the engine status information and the current maintenance strategy. If the status information of the engine i at time t is on-wing, then the x i,t The value is 1, otherwise x i,t The value is any strategy in the set of alternative repair strategies; R(s i,t ) indicates that engine i remains in the new state of the rear engine at time t; S(s i,t ,x i,t ) indicates when to adopt maintenance decision x i,t After that, the state information of engine i changes; τ i,t represents the number of time cycles of engine i shifting at time t, η(x i,t ) indicates maintenance decision x i,t The corresponding repair time, if the repair decision x i,t If the value is 1, the transfer time period is 1. If the maintenance decision x i,t The value is set P(s i,t ), the transfer time period is Instruct engine i to be at time t+τ i,t Status information of V i,t (s i,t ) indicates the total cost value accumulated by engine i at time t and after; v(x i,t ) indicates the maintenance cost of engine i at time t; Instruct engine i to be at time t+τ i,t and the sum of the accumulated fee values ​​thereafter; γ indicates the current funding rate, Indicates the net present value between time point t and the current time.

3. The aircraft engine full life cycle management method according to claim 1, characterized in that: The calculation equation of the engine repair mode model includes: Where T indicates the optimization time range set, π i Indicates the set of life cycle maintenance strategies for engine i, x i,j Indicates the jth lifecycle maintenance strategy of the engine repair model for engine i, x i,j A variable that is 0 or 1. If engine i selects the jth lifecycle maintenance strategy, then x i,j =1; r i,j,t A variable that is 0 or 1. If the maintenance strategy x i,j It is stipulated that engine i executes the dispatch at time t, then r i,j,t =1;v t is the maximum number of dispatches at time t; m is the average number of dispatches of the fleet in the entire life cycle; g t is the difference between the number of engine dispatches in the different time windows and the average number of fleet dispatches in the entire life cycle; f is the objective function, that is, the minimum value of the engine dispatch volatility.

4. The aircraft engine full life cycle management method according to claim 1, characterized in that: After obtaining the full life cycle maintenance plan for the aircraft engine, the following is also included: Obtain the return conditions for the returned engine and the remaining warranty time for the leased engine; If the full life cycle management method of the aircraft engine fails to meet the termination conditions, and / or the life cycle of the aircraft engine exceeds the remaining warranty time, the life cycle management plan for the engine fleet will be re-executed after excluding this solution.

5. A full life cycle management device for an aircraft engine, characterized in that: A method for implementing the full life cycle management of an aircraft engine according to any one of claims 1 to 4, comprising: An information acquisition module is used to acquire engine target information, wherein the engine target information includes engine status information and historical maintenance records of the engine; a strategy set generation module, configured to input the engine target information into a pre-built engine repair pattern model to obtain a maintenance strategy set for a single engine, wherein the constraint condition of the engine repair pattern model is to minimize the discounted value of engine repair; A strategy planning module is used to input the maintenance strategy set of all the single engines into a pre-built fleet life cycle planning model to obtain a full life cycle maintenance plan for the aircraft engine fleet, wherein the constraint condition of the fleet life cycle planning model is to minimize the volatility of engine dispatch.

6. A computer device, characterized in that: include: at least one memory and at least one processor; The memory is used to store one or more programs; When the one or more programs are executed by the at least one processor, the at least one processor implements the steps of the full life cycle management method of an aircraft engine as described in any one of claims 1 to 4.

7. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instructions are executed by a processor, the steps of the full life cycle management method of an aircraft engine as described in any one of claims 1 to 4 are implemented.

8. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the full life cycle management method of an aircraft engine as claimed in any one of claims 1 to 4 are implemented.

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