Aircraft full-life use decision model

Abstract

The invention discloses an airplane full-life use decision model, and relates to the technical field of airplane full-life use, and the airplane full-life use decision model comprises the following steps: S1, solving a residual life linear equation of an in-team airplane by using a least square method; s2, calculating the angle difference between the regression straight line and the 40% standard line; s3, calculating the difference between the actual residual life of each airplane and the corresponding residual life of the 40% standard line; s4, the difference between the residual total life and 40% of the specified total life is obtained; s5, scoring the calendar life; s6, determining the weight of the calendar life; and S7, solving a total score by a comprehensive scoring method. According to the method, a plurality of evaluation indexes are comprehensively integrated from the angle of single aircraft use decision, decision support is provided for echelon use of aircrafts of the whole fleet aiming at the use efficiency and decision of the single aircraft, the use condition of the single aircraft is effectively evaluated and planned, and while the yearly flight task of the fleet is completed, the decision support is provided for the echelon use of the aircrafts of the whole fleet. The problems of centralized overhaul, centralized regular inspection, centralized service life reaching and the like of fleet aircraft equipment are solved, the use perfectness rate of aircrafts is improved to the maximum extent, and the use effect is good.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft lifecycle use, and in particular to an aircraft lifecycle use decision model. Background Art

[0002] Life cycle management is an advanced equipment management concept that has been applied in many engineering fields. The life of an aircraft refers to the life of the flight and maintenance stages, excluding the design and manufacturing stages and the scrapping stage. The goal of aircraft life cycle management is to minimize the flight and maintenance costs of the aircraft while ensuring operational safety. Usually, an aircraft needs to be repaired many times during its use. During the life cycle, the flight and maintenance process of an aircraft is an interrelated whole, and each repair will have a certain impact on subsequent flight and maintenance. At present, when determining the maintenance timing of an aircraft, most of the domestic optimization is only performed on the timing and use of a single maintenance, and the optimization of the maintenance during the entire life cycle is not achieved. This may cause an increase in the number of aircraft maintenance and a decrease in flight time, which directly affects the performance of the fleet's flight capabilities. Therefore, it is of practical significance to optimize the scientific use and maintenance timing of an aircraft from the perspective of the life cycle of a single aircraft.

[0003] By establishing an aircraft life cycle usage plan, it is possible to effectively evaluate the use control of various types of aircraft and optimize and improve the aircraft use control in a timely manner; it is possible to accurately calculate and generate the total annual flight time of each type of aircraft during the entire life cycle of the aircraft, the number of aircraft overhauls each year, and the number of aircraft retirements each year, so that the management unit can have full control over the overhaul and retirement of each type of aircraft. In addition, the fleet can accurately provide the flight management department with information such as annual aircraft flight conditions and total available flight time based on flight mission requirements and the specific conditions of each aircraft. Aircraft life cycle control can not only meet the completion of the fleet's annual flight missions, but also effectively prevent the occurrence of problems such as centralized overhauls, centralized scheduled inspections, and centralized engine replacements, thereby maximizing the aircraft's serviceability rate. The following problems exist in the existing technology:

[0004] Patent CN113887909A has been retrieved. The evaluation method includes: conducting a phased cost evaluation in the early stage of aircraft development, which includes evaluation in the scheme demonstration stage, preliminary design stage, detailed design stage, initial production stage, and use guarantee stage; conducting an index cost evaluation in the middle and late stages of aircraft development, which includes the whole machine index evaluation and system / component index evaluation. This evaluation method only studies from the perspective of cost, without considering key issues such as the scientific use of the aircraft and the timing of maintenance.

[0005] Now I have retrieved a master's thesis titled "Optimization Method and Application of Maintenance Timing for Civil Aviation Engines for the Whole Life Cycle". This thesis only studies the optimization method of maintenance timing for civil aviation engines for the whole life cycle, but does not consider the overall use decision of the aircraft.

[0006] Only a small part of the above searched documents are related to the present invention, indicating that the research content of the present invention has a certain degree of originality. The present invention believes that the main reason for the concentration of aircraft overhaul is the unscientific formulation of the full life cycle use plan. Since the flight fleet purchases and equips aircraft in batches, as the aircraft use intensity increases year by year, and the management unit does not establish a full life cycle use plan for the aircraft, it will also lead to the problem of centralized scheduled inspection and centralized overhaul of aircraft in the flight fleet. Summary of the invention

[0007] The present invention provides an aircraft lifecycle use decision model to solve the problems raised in the above background technology.

[0008] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0009] An aircraft lifecycle use decision model, including:

[0010] S1: Use the least square method to find the linear equation of the remaining life of the aircraft in the fleet;

[0011] S2: Calculate the angle difference between the regression line and the 40% standard line;

[0012] S3: The difference between the actual remaining life of each aircraft and the remaining life corresponding to the 40% standard line;

[0013] S4: The difference between the remaining total life and 40% of the specified total life;

[0014] S5: calendar life score;

[0015] S6: Determination of weight of calendar life;

[0016] S7: The total score is solved by comprehensive scoring method.

[0017] A further improvement of the technical solution of the present invention is that: in S1, the least squares formula can be obtained:

[0018]

[0019] The linear equation for the remaining life of the aircraft in the fleet is: y = β1 + α1x,

[0020] x i : the i-th aircraft,

[0021] y i : The remaining life of the i-th aircraft.

[0022] The further improvement of the technical solution of the present invention is that: in S2, A=α1-α0, α0: the slope of the 40% standard line of the ladder diagram,

[0023] Give corresponding scores according to the value of A

[0024] A-Indicator Score

[0025] A further improvement of the technical solution of the present invention is that: the score of the B index in S3 Where n is y i -y i The number of planes with ′<0,

[0026] where y i ′: the remaining life of the i-th aircraft on the 40% standard line, N: the total number of aircraft in service.

[0027] A further improvement of the technical solution of the present invention is that: the C index score in S4

[0028] A further improvement of the technical solution of the present invention is that the calendar life trapezoidal state in S5 is divided into three types: monotonically increasing, monotonically decreasing, and increasing and decreasing mixed curves, wherein the monotonically increasing curve scores a passing grade, and the monotonically decreasing and increasing and decreasing mixed curves scores a failing grade, wherein: 1 o r i+1 -r i ≥0 means monotonically increasing, 2 o r i+1 -r i ≤0 is monotonically increasing, 3 o For increasing and decreasing mixing,

[0029] Calendar life slope score

[0030] Calendar life average score

[0031] r i : The remaining calendar life of the ith aircraft.

[0032] A further improvement of the technical solution of the present invention is that: the coefficient of variation method is used in S6 Find the weight of each indicator

[0033] Calendar life score

[0034] A further improvement of the technical solution of the present invention is that: in the S7, the current flight fleet formulates a flight plan every month, and the comprehensive score of each aircraft ladder diagram is used as an important basis for the staff to adjust the aircraft plan formulation. The calculation formula of the comprehensive score of the aircraft ladder diagram is: Y=W1A+W2B+W3C+W4D, wherein A: the difference between the angle of the regression line and the 40% standard line, B: the difference between the actual remaining life of each aircraft and the remaining life corresponding to the 40% standard line, C: the difference between the remaining total life and 40% of the total life, and D: calendar life.

[0035] Due to the adoption of the above technical solution, the present invention has the following technical advances compared with the prior art:

[0036] 1. The present invention provides an aircraft lifecycle use decision model, which comprehensively integrates multiple evaluation indicators from the perspective of single-aircraft use decision, and provides decision support for the tiered use of aircraft in the entire fleet for the use efficiency and decision of a single aircraft, and assists the fleet management unit to automatically generate an annual aircraft use plan, an aircraft overhaul plan, an aircraft retirement plan, an aircraft quarterly use plan, an aircraft monthly use plan, a flight day use plan, an aircraft annual regular inspection plan, an aircraft monthly regular inspection plan, an engine annual replacement plan, an engine monthly replacement plan, an engine annual regular inspection plan, an engine monthly regular inspection plan, etc., which solves the problems of centralized overhaul, centralized regular inspection, and centralized life of fleet aircraft equipment, maximizes the aircraft use integrity rate, and has a good use effect.

[0037] 2. The present invention provides an aircraft full life use decision model. By calculating the difference between the angle of the regression line and the 40% standard line, the difference between the actual remaining life of each aircraft and the remaining life corresponding to the 40% standard line, the difference between the remaining total life and 40% of the prescribed total life, and the calendar life score, these four indicators can provide comprehensive support for aircraft usage decisions from the perspective of the aircraft's full life.

[0038] 3. The present invention provides an aircraft life cycle use decision model. By establishing the aircraft life cycle use decision model and formulating an aircraft life cycle use plan, the use control situation of various types of aircraft can be effectively evaluated, and the aircraft use control situation can be optimized and improved in a timely manner; the total annual flight time of each aircraft type during the aircraft life cycle, the number of aircraft overhauls each year, and the number of aircraft retirements each year can be accurately calculated and generated, which not only enables the management authority to have full control over the overhaul and retirement of each aircraft type, but also provides reliable data support for aircraft manufacturers and overhaul plants to plan production and overhaul capacity building tasks in advance. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a flowchart of the present invention. DETAILED DESCRIPTION

[0040] The present invention is further described in detail below in conjunction with embodiments:

[0041] Example 1

[0042] like Figure 1 As shown, the present invention provides an aircraft lifecycle use decision model, including:

[0043] S1: Use the least square method to find the linear equation of the remaining life of the aircraft in the fleet;

[0044] S2: Calculate the angle difference between the regression line and the 40% standard line;

[0045] S3: The difference between the actual remaining life of each aircraft and the remaining life corresponding to the 40% standard line;

[0046] S4: The difference between the remaining total life and 40% of the specified total life;

[0047] S5: calendar life score;

[0048] S6: Determination of weight of calendar life;

[0049] S7: Comprehensive scoring method to solve the total score;

[0050] The least squares formula in S1 can be obtained as follows:

[0051]

[0052] The linear equation for the remaining life of the aircraft in the fleet is: y = β1 + α1x,

[0053] x i : the i-th aircraft,

[0054] y i : The remaining life of the i-th aircraft.

[0055] Example 2

[0056] like Figure 1 As shown, based on Example 1, the present invention provides a technical solution: preferably,

[0057] In S2, A=α1-α0, α0: the slope of the 40% standard line of the gradient diagram,

[0058] Give corresponding scores according to the value of A

[0059] A-Indicator Score

[0060] The S3B indicator score Where n is y i -y′ i <0, where y′ i: The remaining life of the ith aircraft on the 40% standard line, N: The total number of aircraft in service, and the C index score in S4 The calendar life trapezoidal states in S5 are divided into three types: monotonically increasing, monotonically decreasing, and increasing-decreasing mixed curves, where the monotonically increasing curve scores a passing grade, and the monotonically decreasing and increasing-decreasing mixed curve scores a failing grade, where: o r i+1 -r i ≥0 means monotonically increasing, 2 o r i+1 -r i ≤0 is monotonically increasing, 3 o For increasing and decreasing mixing,

[0061] Calendar life slope score

[0062] Calendar life average score

[0063] r i : The remaining calendar life of the i-th aircraft

[0064] In this embodiment, four indicators, namely, the difference between the angle of the calculated regression line and the 40% standard line, the difference between the actual remaining life of each aircraft and the remaining life corresponding to the 40% standard line, the difference between the remaining total life and 40% of the prescribed total life, and the calendar life score, can be used to comprehensively support aircraft usage decisions from the perspective of the entire life of the aircraft.

[0065] Example 3

[0066] like Figure 1 As shown, based on Example 1, the present invention provides a technical solution: Preferably, the coefficient of variation method is used in S6 Find the weight of each indicator

[0067] Calendar life score

[0068] The current flight fleet in S7 formulates flight plans every month, and the comprehensive score of each aircraft ladder diagram serves as an important basis for the staff to adjust the aircraft plan. The calculation formula for the comprehensive score of the aircraft ladder diagram is: Y=W1A+W2B+W3C+W4D, wherein A: the angle difference between the regression line and the 40% standard line, B: the difference between the actual remaining life of each aircraft and the remaining life corresponding to the 40% standard line, C: the difference between the remaining total life and 40% of the total life, and D: calendar life.

[0069] In this embodiment, the coefficient of variation method is used to determine the weight of each indicator. After each indicator of the evaluation system is given, its importance in the aircraft life cycle usage decision is judged and a corresponding weight value is given to facilitate comprehensive evaluation.

[0070] Example 4

[0071] like Figure 1 As shown, on the basis of Example 1, the present invention provides a technical solution: preferably, the service life reserve and maintenance grounding rate index are used as evaluation indexes, which are used to evaluate the situation that the same type of aircraft meets the total remaining service life of not less than 40% and the maintenance grounding rate is not higher than 15% within a certain period of time. The larger the value, the better the aircraft meets the flight requirements; otherwise, the worse the situation; the remaining service life ladder uniformity index, which is used to evaluate the uniformity of the ladder arrangement of the remaining service life of the aircraft at a certain moment, and the larger the value, the more evenly the remaining service life intervals of each aircraft are close to the ideal interval, that is, the better the ladder condition, when the remaining service life intervals of each aircraft are equal to the ideal interval △, it is considered that the ladder condition has reached the best; otherwise, the worse the ladder condition of the aircraft, when the remaining service life of each aircraft is completely equal, it is considered that the aircraft ladder condition is the worst or there is no ladder; parking interval uniformity index, which is used to evaluate the uniformity of the ladder arrangement of the remaining service life of the aircraft within a certain period of time. The degree of corrosion damage caused by ground parking is evaluated, where the larger the index value, the more uniform the aircraft parking interval or the aircraft use frequency, and it can be considered that the degree of corrosion damage caused in the same time period is smaller; conversely, the smaller the index value, the greater the degree of corrosion damage; the regular inspection and overhaul plan execution index, this index is used to evaluate the degree to which the regular inspection, overhaul and other tasks of the flight fleet are executed as planned, where the larger the index value, the more reasonable the arrangement of the aircraft echelon use by the aviation equipment support department; conversely, it means that the arrangement of the aircraft echelon use is not reasonable, resulting in the failure to execute the regular inspection, overhaul and other tasks as planned; based on many years of experience in the echelon use and optimization of aircraft, based on various regulatory requirements, according to the flight requirements of different aircraft models, and on the premise of meeting the needs of the fleet's flight training tasks, a full-life echelon use plan for each aircraft model is established, and reasonable use suggestions are made for the flight fleet with large deviations in aircraft echelon use.

[0072] The following is a detailed explanation of the working principle of the aircraft life cycle utilization decision model.

[0073] like Figure 1As shown, the least squares method is used to solve the linear equation of the remaining life of the aircraft in the fleet, the difference between the angle of the regression line and the 40% standard line, the difference between the actual remaining life of each aircraft and the corresponding remaining life of the 40% standard line, the difference between the remaining total life and 40% of the specified total life are calculated, the calendar life score is calculated, and the weight of the calendar life is calculated and determined. The total score is solved using the comprehensive scoring method. By establishing an aircraft full life cycle usage decision model and formulating an aircraft full life cycle usage plan, the use control of various types of aircraft can be effectively evaluated and the aircraft use control can be optimized and improved in a timely manner; the total annual flight time of each aircraft type during the full life cycle of the aircraft, the number of aircraft overhauls each year, and the number of aircraft retirements each year can be accurately calculated and generated, which not only enables the management agency to have full control over the overhaul and retirement of each aircraft type, but also provides reliable data support for aircraft manufacturers and overhaul plants to plan production and overhaul capacity building tasks in advance.

[0074] The above generally describes the present invention in detail, but it is obvious to a person skilled in the art that some modifications or improvements can be made to the present invention. Therefore, the evaluation indexes used in the aircraft lifecycle use decision model of the present invention, as well as modifications or improvements that do not depart from the spirit of the present invention, are within the scope of protection of the present invention.

Claims

1. An aircraft lifecycle use decision model, characterized by: include: S1: Use the least square method to find the linear equation of the remaining life of the aircraft in the fleet; S2: Calculate the angle difference between the regression line and the 40% standard line; S3: The difference between the actual remaining life of each aircraft and the remaining life corresponding to the 40% standard line; S4: The difference between the remaining total life and 40% of the specified total life; S5: calendar life score; S6: Determination of weight of calendar life; S7: The total score is solved by comprehensive scoring method.

2. The aircraft lifecycle use decision model according to claim 1, characterized in that: The least squares formula in S1 can be obtained as follows: The linear equation for the remaining life of the aircraft in the fleet is: y = β1 + α1x, x i : the i-th aircraft, y i : The remaining life of the i-th aircraft.

3. The aircraft lifecycle use decision model according to claim 1, characterized in that: In S2, A=α1-α0, α0: the slope of the 40% standard line of the gradient diagram, Give corresponding scores according to the value of A A-Indicator Score 4. The aircraft lifecycle use decision model according to claim 1, characterized in that: The S3 Where n is y i -y i The number of planes with ′<0, where y′ i : The remaining life of the ith aircraft on the 40% standard line, N: The total number of aircraft in service.

5. The aircraft lifecycle use decision model according to claim 1, characterized in that: The S4 6. The aircraft lifecycle use decision model according to claim 1, characterized in that: The calendar life trapezoidal states in S5 are divided into three types: monotonically increasing, monotonically decreasing, and increasing and decreasing mixed curves. The monotonically increasing curve scores a passing grade, while the monotonically decreasing and increasing and decreasing mixed curves score a failing grade. i+1 -r i ≥0 means monotonically increasing, 2° r i+1 -r i ≤0 means monotonically increasing, 3° means a mixture of increasing and decreasing. Calendar life slope score Calendar life average score r i : The remaining calendar life of the ith aircraft.

7. The aircraft lifecycle use decision model according to claim 1, characterized in that: The coefficient of variation method is used in S6 Find the weight of each indicator Calendar life score 8. The aircraft lifecycle use decision model according to claim 1, characterized in that: The current flight fleet in S7 formulates flight plans every month, and the comprehensive score of each aircraft ladder diagram serves as an important basis for the staff to adjust the aircraft plan. The calculation formula for the comprehensive score of the aircraft ladder diagram is: Y=W1A+W2B+W3C+W4D, wherein A: the angle difference between the regression line and the 40% standard line, B: the difference between the actual remaining life of each aircraft and the remaining life corresponding to the 40% standard line, C: the difference between the remaining total life and 40% of the total life, and D: calendar life.

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