Damage data management method and device for aero-engine

Abstract

The invention provides a damage data management method and device for an aero-engine, and the method comprises the steps: receiving the input of the damage data of the aero-engine, the damage data being uniform format data coded according to an aviation publication standard, and including the damage position, the damage type and the damage size information of the aero-engine; judging whether the damage data of the aero-engine exceeds the corresponding repairable limit value or not based on the damage position, the damage type and the damage size information; in response to the fact that the damage data of the aero-engine exceeds the corresponding repairable limit value, after an aerial material system is matched based on the damage data to conduct part replacement maintenance, input maintenance information after maintenance is completed is received; and carrying out statistical analysis on the damage data and the maintenance information which are input for multiple times, and judging whether to revise to update the repairable limit value based on an analysis result.

Description

Technical Field

[0001] The present invention relates to the field of aeroengines, and in particular to a damage data management method and device for an aeroengine. Background Art

[0002] Damage is a common failure of aircraft engines during development or service. Affected by factors such as the environment, load, and material properties, damage presents different types, such as cracks, scratches, notches, pits, wear, chipping, corrosion, wrinkles, bending, deformation, etc. When the engine is disassembled for inspection, these damages generally need to be recorded. The damage records can not only be used for analysis to formulate maintenance plans, but also to determine whether the structural design can be further optimized by statistically analyzing the damage types. Although traditional paper or local digital records (such as EXCEL, etc.) are simple and convenient to implement on site, the damage data recorded by multiple operators, maintenance units, and manufacturers are not unified and standardized in format and content, and cannot efficiently share, statistically analyze, and preserve structural damage data.

[0003] At present, traditional non-digital records have the defects of fragmentation, non-traceability and difficulty in management. The use of information technology to conduct statistical analysis of damage data through big data can be used to analyze the life of engine parts, damage limit analysis and design optimization, and can also reduce maintenance and operation costs, but there is a lack of corresponding aviation engine damage data management solutions.

[0004] In order to overcome the above-mentioned defects of the prior art, the art urgently needs a damage data management method and device for aircraft engines, which can standardize and unify the damage data format based on aviation technical publications, assist maintenance and repair work through statistical analysis of damage data, and optimize the structural design and processing technology of new parts. Summary of the invention

[0005] A brief summary of one or more aspects is given below to provide a basic understanding of these aspects. This summary is not an exhaustive overview of all conceived aspects, and is neither intended to identify the key or critical elements of all aspects nor to define the scope of any or all aspects. Its only purpose is to give some concepts of one or more aspects in a simplified form as a prelude to a more detailed description that will be given later.

[0006] In order to overcome the above-mentioned defects existing in the prior art, the present invention provides a damage data management method for an aircraft engine, comprising: receiving input of damage data of an aircraft engine, the damage data being unified format data encoded according to aviation publication specifications, including damage location, damage type and damage size information of the aircraft engine; judging whether the damage data of the aircraft engine exceeds its corresponding repairable limit value based on the damage location, damage type and damage size information; in response to the damage data of the aircraft engine exceeding its corresponding repairable limit value, matching an aviation material system based on the damage data to perform replacement repair, and receiving maintenance information entered after the repair is completed; and statistically analyzing the damage data and maintenance information entered for multiple times, and judging whether to revise to update the repairable limit value based on the analysis result.

[0007] In one embodiment, preferably, the damage data management method for an aircraft engine provided by the present invention may also include: in response to the damage data of the aircraft engine not exceeding its corresponding repairable limit value, determining whether the damage data exceeds its corresponding allowable limit value, and performing further damage management based on the determination result; and statistically analyzing the damage data and maintenance information entered multiple times, and determining whether to revise to update the repairable limit value or the allowable limit value based on the analysis result.

[0008] In one embodiment, preferably, further damage management based on the judgment result may include: in response to the damage data of the aircraft engine not exceeding its corresponding allowable limit value, no maintenance is performed to continue using it, and damage data of the damage at that location of the aircraft engine is received and regularly entered.

[0009] In one embodiment, preferably, further damage management based on the judgment result may also include: in response to the damage data of the aircraft engine exceeding its corresponding allowable limit value, performing maintenance based on the damage data matching the maintenance suggestions in the engine technical publication, and receiving maintenance information entered after the maintenance is completed.

[0010] In one embodiment, preferably, determining whether to revise to update the repairable limit value or the allowable limit value based on the analysis result may include: in response to the analysis result showing that under the setting of the repairable limit value or the allowable limit value, the aircraft engine has a performance degradation problem or an accident caused by damage, revising the repairable limit value or the allowable limit value to be smaller; and in response to the analysis result showing that the aircraft engine continues to operate stably beyond the repairable limit value or the setting of the allowable limit value is within a preset range, revising the repairable limit value or the allowable limit value to be larger.

[0011] In one embodiment, preferably, the statistical analysis of the damage data and maintenance information inputted multiple times may include: statistically analyzing the damage type, damage location and corresponding maintenance method of the aircraft engine.

[0012] In one embodiment, preferably, the statistical analysis of the damage data and maintenance information entered multiple times may also include: statistically analyzing whether the same damage of the same component expands as the operating time and operating environment of the aircraft engine change, and the changing trend of the damage expansion.

[0013] In one embodiment, preferably, the unified format data includes damage codes based on the S1000D or ATA standards, the damage codes include engine model codes, SNS codes, damage area codes, damage type codes and service time, and the damage size information is identified based on the size grade classification recorded in aircraft engine technical publications and the size marking differences of different parts.

[0014] Another aspect of the present invention further provides a damage data management device for an aircraft engine, comprising: a memory; and a processor coupled to the memory, the processor being configured to execute a damage data management method for an aircraft engine as described in any one of the above items.

[0015] The present invention also provides a computer-readable medium having a computer program stored thereon, and when the computer program is executed by a processor, the damage data management method for an aircraft engine as described in any one of the above items is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The above features and advantages of the present invention can be better understood after reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily drawn to scale, and components with similar related properties or features may have the same or similar reference numerals.

[0017] Figure 1 is a schematic diagram of a method flow of a damage data management method for an aircraft engine according to one aspect of the present invention;

[0018] Figure 2 is an example diagram of an engine damage coding format according to an embodiment of the present invention;

[0019] Figure 3A , 3B is a schematic diagram of damage area division according to an embodiment of the present invention;

[0020] Figure 4 is a schematic diagram of a method flow of a damage data management method for an aircraft engine according to an embodiment of the present invention; and

[0021] Figure 5 The present invention is a schematic diagram of the structure of a device for managing damage data of an aircraft engine according to another aspect of the present invention.

[0022] For the sake of clarity, a brief description of the reference numerals is given below:

[0023] 201 Engine model code

[0024] 202 SNS code

[0025] 203 Area Code

[0026] 204 Damage Type

[0027] 205 Service Time DETAILED DESCRIPTION

[0028] The following specific embodiments illustrate the implementation of the present invention, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this invention are limited to this implementation. On the contrary, the purpose of introducing the invention in conjunction with the implementation is to cover other options or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, the following description will include many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description.

[0029] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] In addition, the terms "upper", "lower", "left", "right", "top", "bottom", "horizontal" and "vertical" used in the following description should be understood as the directions shown in the paragraph and the related drawings. Such relative terms are only used for the convenience of description and do not mean that the device described therein must be manufactured or operated in a specific direction, and therefore should not be understood as limiting the present invention.

[0031] It is understood that although the terms "first", "second", "third", etc. may be used herein to describe various components, regions, layers and / or parts, these components, regions, layers and / or parts should not be limited by these terms, and these terms are only used to distinguish different components, regions, layers and / or parts. Therefore, the first component, region, layer and / or part discussed below may be referred to as a second component, region, layer and / or part without departing from some embodiments of the present invention.

[0032] In order to overcome the above-mentioned defects of the prior art, the present invention provides a method and device for managing damage data of an aircraft engine, which standardizes the damage data format based on aviation technical publications, assists maintenance and repair work through statistical analysis of damage data, and optimizes the structural design and processing technology of new parts.

[0033] Figure 1 The present invention is a flowchart of a method for managing damage data of an aircraft engine according to one aspect of the present invention.

[0034] Please refer to Figure 1 The damage data management method 100 of an aircraft engine provided by the present invention may include:

[0035] Step 101: receiving input of aircraft engine damage data, where the damage data is unified format data encoded according to aviation publication specifications, and includes damage location, damage type and damage size information of the aircraft engine.

[0036] In a preferred embodiment, the unified format data includes damage codes based on the S1000D or ATA standards, the damage codes include engine model codes, SNS codes, damage area codes, damage type codes and service time, and the damage size information is identified based on the size grade classification recorded in aircraft engine technical publications and the size marking differences of different parts.

[0037] Figure 2 FIG. 4 is a diagram illustrating an example of an engine damage coding format according to an embodiment of the present invention.

[0038] In the embodiment shown in Figure 2, it can be seen that the structural damage coding is formulated according to the S1000D or ATA technical publication specifications, and the standardized and unified data format can be used for rapid retrieval and can quickly and intuitively reflect the location, type, and engine service time of the structural damage.

[0039] like Figure 2 As shown, in this embodiment, XXXXXX represents the engine model code 201, which can be in the form of English letters and Arabic numerals, with no limit on the number of digits, for example, V2500 or LEAP1A.

[0040] YY-YY-YY represents the 6-digit SNS code 202, which can clearly and superficially describe the specific problems of the object in the entire engine product structure tree. The specific meaning is: system-sub(sub)system-component. Please refer to the regulations of the technical publication coding system based on S1000D.

[0041] A is the area code, which is used to clearly describe the object and then refer to the maintenance specifications to divide the area of ​​the object. Figure 3A , 3B is a schematic diagram of damage area division according to an embodiment of the present invention. For specific area division, please refer to Figure 3A , 3B .

[0042] Please continue to refer to Figure 2 , where DDD is the damage type, which is a 3-digit Arabic numeral code, as shown in Table 1 below.

[0043] TTTTTT is the service time, which can be expressed by the number of cycles CXXXXX or the service time TXXXXX, where XXXXX is an Arabic numeral. For example, C01100 means 1100 cycles, and T03000 means 3000 hours in service.

[0044] Table 1 Structural damage codes

[0045]

[0046]

[0047] Please continue to refer to Figure 1 The damage data management method 100 of an aircraft engine provided by the present invention may further include:

[0048] Step 102: judging whether the damage data of the aircraft engine exceeds its corresponding repairable limit value based on the damage location, damage type and damage size information;

[0049] Step 103: In response to the damage data of the aircraft engine exceeding its corresponding repairable limit value, after matching the aircraft material system based on the damage data to perform replacement repair, receiving the repair information entered after the repair is completed; and

[0050] Step 104: Statistically analyze the damage data and maintenance information entered multiple times, and determine whether to revise to update the repairable limit value based on the analysis result.

[0051] In a preferred embodiment, the damage data management method provided by the present invention may also include: in response to the damage data of the aircraft engine not exceeding its corresponding repairable limit value, determining whether the damage data exceeds its corresponding allowable limit value, and performing further damage management based on the determination result; and statistically analyzing the damage data and maintenance information entered multiple times, and determining whether to revise to update the repairable limit value or the allowable limit value based on the analysis results.

[0052] Furthermore, preferably, further damage management based on the judgment result may include: in response to the damage data of the aircraft engine not exceeding its corresponding allowable limit value, no maintenance is performed to continue using it, and damage data of the damage at that location of the aircraft engine is received and regularly entered.

[0053] In this regard, preferably, further damage management based on the judgment result may also include: in response to the damage data of the aircraft engine exceeding its corresponding allowable limit value, performing maintenance based on the damage data matching the maintenance suggestions in the engine technical publication, and receiving maintenance information entered after the maintenance is completed.

[0054] In a preferred embodiment, determining whether to revise to update the repairable limit value or the allowable limit value based on the analysis result may further include: in response to the analysis result showing that under the setting of the repairable limit value or the allowable limit value, the aircraft engine has a performance degradation problem or an accident caused by damage, revising the repairable limit value or the allowable limit value to be smaller; and in response to the analysis result showing that the aircraft engine continues to operate stably beyond the repairable limit value or the setting of the allowable limit value is within a preset range, revising the repairable limit value or the allowable limit value to be larger.

[0055] In a preferred embodiment, the statistical analysis of the damage data and maintenance information inputted multiple times in step 104 may include: statistically analyzing the damage type, damage location and corresponding maintenance method of the aircraft engine.

[0056] For example, statistics and analysis are conducted to determine whether the same damage on the same component expands as the aircraft engine's operating time and operating environment change, as well as the changing trend of the damage expansion.

[0057] Combination Figure 4 The illustrated embodiment can more clearly demonstrate the above method flow.

[0058] Figure 4 The figure is a flowchart of a method for managing damage data of an aircraft engine according to an embodiment of the present invention.

[0059] like Figure 4As shown, in this embodiment, it starts with step 401: discovering engine structural damage, and then executing steps 402 to 404: determining the location, type and size of the damage. This process can be coded according to S1000D and ATA2200 specifications to unify the damage data format.

[0060] Regarding the structural damage size in step 404, the standard coding can be used to retrieve technical publications, such as the shop maintenance manual ESM, the line maintenance manual AMM, etc., which contain information such as the damage size grade classification and the difference in size marking of different parts, so as to unify the format.

[0061] It should be noted that engine repairs should be carried out strictly in accordance with the content specified in technical publications, otherwise the airworthiness requirements cannot be met. Therefore, the damage data management method provided by the present invention establishes an interface association with the content of technical publications through standard coding, so as to find the authoritative information such as the engine manufacturer's classification and size standards for different locations and different damages.

[0062] Please continue to refer to Figure 4 , then enter the damage management system for query, and execute step 405: determine whether the damage exceeds the corresponding repairable limit value. The repairable limit value refers to the maximum or minimum value allowed for the characteristic part size when the part is repaired. When the part is repaired within the repairable limit value range, the design state performance can be fully or partially restored.

[0063] If the repairable limit is exceeded, the process proceeds to step 406: matching the aviation material system based on the damage data through the system interface to perform replacement repair.

[0064] It should be noted that the repair of civil aviation engines must be carried out strictly in accordance with the contents of technical publications. If the damage exceeds the repairable limit, according to the standard coding of the damage and the interface with the technical publication, the engine manufacturer's repair suggestions for this situation can be found in the technical publication. In theory, if the repairable limit is exceeded, the parts must be replaced, and the corresponding steps are included in the technical publication of the engine manufacturer.

[0065] Meanwhile, if the repairable limit value is not exceeded, the process proceeds to step 407: further determining whether the allowable limit value corresponding to the damage is exceeded. The allowable limit value refers to the size of the damage range that does not require repair and is allowed to continue to be used or in service, usually expressed in terms of depth, area, length, width, height, etc.

[0066] If the allowable limit is exceeded, the process proceeds to step 408: a maintenance plan is formulated based on the damage data matching the maintenance recommendations in the engine technical publication, and after the maintenance is performed, maintenance information entered after the maintenance is completed is received. If the limit is not exceeded, the process proceeds to step 409: no maintenance is performed to continue to use the aircraft engine, and the damage data of the damage at the location of the aircraft engine is received and entered regularly.

[0067] You can continue to refer to Figure 4 In the process of determining whether the repairable limit value or the usable limit value is exceeded, no matter which situation is, it is finally necessary to proceed to step 410: enter and save the repair information after the repair is completed, and step 411: statistically analyze the subsequent multiple damage data and repair information.

[0068] The content of statistical analysis can cover the damage type, damage location and corresponding maintenance methods of aircraft engines. It can also include statistics and analysis of whether the same damage of the same component has expanded as the aircraft engine's operating time and operating environment change, as well as the trend of damage expansion. For example, according to the subsequent tracking information input, statistics can be analyzed to see whether a certain damage has expanded and what the subsequent expansion trend is.

[0069] Understandably, affected by the material properties and processing technology of parts, some types of damage, such as internal cracks, are difficult to expand, and under normal circumstances, will not affect performance and safety. However, in the high temperature, high pressure, and high vibration operating environment of the engine, internal cracks will continue to expand, accumulating and affecting the performance and safety of the engine. By continuously collecting damage data for multiple times, it is possible to continuously track the changes in damage size of the same component with the same damage at different engine operating times as the engine operating time changes. The damage changes can be intuitively displayed in the form of charts, etc., so as to effectively avoid similar situations and avoid more serious consequences, or appropriately relax processing and repair requirements to create economic benefits for engine manufacturers and operators.

[0070] Further, based on the result of the statistical analysis, step 412 is performed: determining whether it is necessary to modify the available limit value or the allowable limit value corresponding to the damage. For example, in response to the analysis result showing that the aircraft engine has a performance degradation problem or an accident caused by damage under the setting of the repairable limit value or the allowable limit value, the repairable limit value or the allowable limit value is revised to be smaller; and in response to the analysis result showing that the aircraft engine continues to operate stably beyond the repairable limit value or the setting of the allowable limit value is within the preset range, the repairable limit value or the allowable limit value is revised to be larger.

[0071] It should be noted that any revision of the permissible or repairable limit values ​​of an engine should be carried out with the permission of the Civil Aviation Administration and the engine manufacturer.

[0072] For the revision of the allowable limit value, through the statistical analysis of the damage data, if the damage causes the engine to experience performance degradation or worse effects within the allowable limit value, the allowable limit value needs to be revised to a smaller value, and the specific data value can be determined through modeling such as strength analysis. At the same time, if the damage in a certain place continues to exceed the allowable value limit, but there is sufficient data evidence to show that the engine is still running stably within a certain range beyond the allowable limit, the allowable limit value can be revised to a larger value.

[0073] Similarly, for the revision of the repairable limit value, through statistical analysis of the damage data entered multiple times, if the repair procedure is carried out in compliance with the content of the technical publication within the range of the repairable limit value, but more serious damage or accidents occur later, or the performance of the engine is still affected, the repairable limit value should be revised to a smaller value, and the specific value can be determined by modeling and strength analysis. At the same time, if there is sufficient damage data to prove that, with the permission of the Civil Aviation Administration and the engine manufacturer, the repair plan in the damage data management system is adopted when the engine exceeds the predetermined range of the repairable limit value, and the engine can continue to operate stably, the repairable limit value can be revised to a larger value.

[0074] You can continue to refer to Figure 4 ,like Figure 4 As shown by the arrow direction of step 412, if revision is required, the revised permissible limit value or the modifiable limit value is updated and applied to the judgment process of steps 407 and 405, and updated and iterated. If revision is not required, the method process ends.

[0075] It can be understood that the steps after step 404 of the damage data management method provided by the present invention can be executed in the form of a damage data management system. The functional configuration of the damage data management system may include: receiving data input, which may include damage codes and maintenance plans for damage; exporting and approving structural damage data; searching and statistically analyzing information according to structural damage codes individually or in combination; reserving docking interfaces with other big data such as aviation materials and technical publications; and functions such as initiating alarms when the maintainability limit is exceeded.

[0076] The damage data management method provided by the present invention solves the problem of non-standard damage data management. Through statistical analysis, it can also determine whether there are areas where the structural design can be optimized, thereby being used for statistics, analysis, and comparison of maintenance plans to improve maintenance capabilities. Coding rules based on specifications such as S1000D can maximize the convenience brought by damage data in a unified format by establishing a docking interface with aviation publications or aviation material systems, establish connections with technical publications and aviation material systems, and improve damage management efficiency while improving production efficiency.

[0077] Although the above methods are illustrated and described as a series of actions for simplicity of explanation, it should be understood and appreciated that these methods are not limited by the order of the actions, because according to one or more embodiments, some actions may occur in a different order and / or concurrently with other actions from those illustrated and described herein or not illustrated and described herein but understandable to those skilled in the art.

[0078] Figure 5 The present invention is a schematic diagram of the structure of a device for managing damage data of an aircraft engine according to another aspect of the present invention.

[0079] According to another aspect of the present invention, this document also provides an embodiment of a damage data management device 500 for an aircraft engine.

[0080] like Figure 5 As shown, the damage data management device 500 for the aircraft engine provided in this embodiment may include a memory 501 and a processor 502 coupled to the memory 501. The processor 502 may be configured to implement any of the damage data management methods for the aircraft engine described above.

[0081] According to another aspect of the present invention, an embodiment of a computer storage medium is also provided herein.

[0082] The computer storage medium stores a computer program, which, when executed by a processor, can implement the steps of any one of the above-mentioned methods for managing damage data of an aircraft engine.

[0083] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or a combination of the two. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps are generally described above in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. The technician may implement the described functionality in different ways for each specific application, but such implementation decisions should not be interpreted as resulting in a departure from the scope of the present invention.

[0084] The processor described in this case can be implemented using electronic hardware, computer software or any combination thereof. Whether such processors are implemented as hardware or software will depend on the specific application and the overall design constraints imposed on the system. As an example, the processors presented in this disclosure, any part of the processors, or any combination of processors can be implemented with microprocessors, microcontrollers, digital signal processors (DSPs), field programmable gate arrays (FPGAs), programmable logic devices (PLDs), state machines, gated logic, discrete hardware circuits, and other suitable processing components configured to perform various functions described throughout this disclosure. The functionality of the processors presented in this disclosure, any part of the processors, or any combination of processors can be implemented with software executed by a microprocessor, microcontroller, DSP or other suitable platform. 。

[0085] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software module may reside in a RAM memory, a flash memory, a ROM memory, an EPROM memory, an EEPROM memory, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read and write information from / to the storage medium. In an alternative, a storage medium may be integrated into a processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and the storage medium may reside in a user terminal as discrete components.

[0086] The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein, but should be granted the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A damage data management method for an aircraft engine, comprising: receiving input of aircraft engine damage data, wherein the damage data is unified format data encoded according to aviation publication specifications, and includes damage location, damage type and damage size information of the aircraft engine; Determining whether the damage data of the aircraft engine exceeds its corresponding repairable limit value based on the damage location, damage type and damage size information; In response to the damage data of the aircraft engine exceeding the corresponding repairable limit value, after matching the aircraft material system based on the damage data to perform replacement repair, receiving the repair information entered after the repair is completed; as well as Statistically analyzing the damage data and maintenance information entered multiple times, and determining whether to revise to update the repairable limit value based on the analysis result.

2. The damage data management method according to claim 1, characterized in that: Also includes: In response to the damage data of the aircraft engine not exceeding the corresponding repairable limit value, determining whether the damage data exceeds the corresponding allowable limit value, and performing further damage management according to the determination result; as well as Statistically analyzing the damage data and maintenance information entered multiple times, and determining whether to revise to update the repairable limit value or the allowable limit value based on the analysis result.

3. The damage data management method according to claim 2, characterized in that: Further damage management is performed according to the judgment result, including: In response to the damage data of the aircraft engine not exceeding the corresponding allowable limit value, the aircraft engine is continued to be used without maintenance, and the damage data of the damage at that location of the aircraft engine is received and regularly entered.

4. The damage data management method according to claim 2, characterized in that: The further damage management according to the judgment result also includes: In response to the damage data of the aircraft engine exceeding the corresponding allowable limit value, after performing maintenance based on the damage data matching the maintenance suggestions in the engine technical publication, maintenance information entered after the maintenance is completed is received.

5. The damage data management method according to claim 2, characterized in that: Determining whether to revise to update the repairable limit value or the allowable limit value based on the analysis result includes: In response to the analysis result showing that the aircraft engine has a performance degradation problem or an accident caused by damage under the setting of the repairable limit value or the allowable limit value, revising the repairable limit value or the allowable limit value to be smaller; and In response to the analysis result showing that the repairable limit value is exceeded or the setting of the allowable limit value is within a preset range, and the aircraft engine continues to operate stably, the repairable limit value or the allowable limit value is revised to be larger.

6. The damage data management method according to claim 1, characterized in that: The statistical analysis of the damage data and maintenance information entered multiple times includes: Statistics and analysis of aircraft engine damage types, damage locations and corresponding maintenance methods.

7. The damage data management method according to claim 6, characterized in that: The statistical analysis of the damage data and maintenance information entered multiple times also includes: Statistics and analysis are conducted to determine whether the same damage on the same component will expand as the aircraft engine's operating time and operating environment change, as well as the changing trend of the damage expansion.

8. The damage data management method according to claim 1, characterized in that: The unified format data includes damage codes based on S1000D or ATA standards, the damage codes include engine model codes, SNS codes, damage area codes, damage type codes and service time, and the damage size information is identified based on the size grade classification recorded in aircraft engine technical publications and the size marking differences of different parts.

9. A damage data management device for an aircraft engine, comprising: Memory; as well as A processor coupled to the memory, wherein the processor is configured to execute the damage data management method for an aircraft engine according to any one of claims 1 to 8.

10. A computer readable medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the damage data management method for an aircraft engine according to any one of claims 1 to 8 is implemented.

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