An aircraft life-cycle usage decision model

Abstract

The application discloses an aircraft full-life service decision model, relates to the technical field of aircraft full-life service, and comprises the following steps: S1, linear equations of the residual life of aircraft in the fleet are obtained by using the least square method; S2, the angle difference between the regression straight line and the 40% standard line is calculated; S3, the difference between the actual residual life of each aircraft and the corresponding residual life of the 40% standard line is calculated; S4, the difference between the total residual life and the 40% of the specified total life is calculated; S5, the calendar life score is calculated; S6, the weight of the calendar life is determined; and S7, the total score is calculated by using the comprehensive evaluation method. The application comprehensively considers multiple evaluation indexes from the perspective of single-aircraft service decision, provides decision support for the echelon service of the whole fleet of aircraft, effectively evaluates and plans the service condition of single aircraft, solves the problems of centralized overhaul, centralized inspection and centralized life expiration of the fleet of aircraft, maximally improves the service availability of aircraft, and has good service effect.

Description

Technical Field

[0001] This invention relates to the field of aircraft lifecycle use technology, and more specifically to an aircraft lifecycle use decision model. Background Technology

[0002] Life cycle management is an advanced equipment management concept that has been applied in various engineering fields. The aircraft's life cycle refers to the lifespan of its flight and maintenance phases, excluding the design, manufacturing, and end-of-life phases. The goal of aircraft life cycle management is to minimize aircraft flight and maintenance costs while ensuring operational safety. Typically, aircraft require multiple maintenance procedures during their service life. Throughout the entire life cycle, the aircraft's flight and maintenance processes are interconnected, with each maintenance affecting subsequent flights and maintenance. Currently, in China, the determination of aircraft maintenance timing largely focuses on optimizing the timing and use of individual maintenance procedures, without optimizing the entire life cycle. This can lead to an increase in the number of maintenance procedures and a decrease in flight time, directly impacting the fleet's flight capability. Therefore, optimizing the scientific use and maintenance timing of aircraft from the perspective of the entire life cycle of a single aircraft is of practical significance.

[0003] By establishing a full life-cycle aircraft usage plan, the operational control status of various aircraft types can be effectively assessed, allowing for timely optimization and improvement. It can accurately calculate the total annual flight time, annual overhaul count, and annual retirement count for each aircraft type throughout their life-cycle, enabling management units to have full control over overhauls and retirements of each aircraft type. Furthermore, the fleet can accurately provide flight management with information such as annual aircraft flight status and total available flight time based on flight mission requirements and the specific conditions of each aircraft. Full life-cycle aircraft control not only meets the fleet's annual flight mission requirements but also effectively prevents problems such as concentrated overhauls, concentrated scheduled maintenance, and concentrated engine replacements, maximizing aircraft availability. However, existing technologies have the following limitations:

[0004] Patent CN113887909A was found. This evaluation method includes: conducting phased cost evaluations in the early stages of aircraft development, including evaluations of the feasibility study stage, preliminary design stage, detailed design stage, initial production stage, and operational support stage; and conducting index-based cost evaluations in the later stages of aircraft development, including evaluations of overall aircraft performance and system / component performance. This evaluation method only considers costs and does not take into account crucial issues such as the scientific use of the aircraft and the timing of maintenance.

[0005] The search yielded a master's thesis titled "Optimization Method for Maintenance Timing of Civil Aviation Engines Oriented to the Entire Life Cycle and Its Application." This thesis only studies the optimization method for maintenance timing of civil aviation engines oriented to the entire life cycle, without considering the overall aircraft usage decision-making problem.

[0006] Only a small portion of the literature retrieved above is relevant to this invention, indicating that the research content of this invention has a certain degree of originality. This invention believes that the main reason for the concentration of aircraft overhauls is the unscientific formulation of the full life cycle usage plan. Due to the centralized bulk procurement and equipment of aircraft for the flight fleet, as the intensity of aircraft use increases year by year, and the management unit has not established a full life cycle usage plan for the aircraft, it will also lead to the problem of concentrated scheduled maintenance and concentrated overhauls of aircraft in the flight fleet. Summary of the Invention

[0007] This invention provides an aircraft lifecycle use decision model to solve the problems mentioned in the background art.

[0008] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0009] An aircraft lifecycle use decision model includes:

[0010] S1: Use the least squares method to find the linear equations for the remaining life of aircraft in the fleet;

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

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

[0014] S5: Calendar lifespan score;

[0015] S6: Determining the weight of calendar lifetimes;

[0016] S7: Solve for the total score using the comprehensive scoring method.

[0017] A further improvement to the technical solution of this invention lies in the fact that, in S1, the least squares formula can be used to obtain:

[0018]

[0019] The linear equation for the remaining lifespan of the aircraft in service is: y = β1 + α1x.

[0020] x i The i-th aircraft,

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

[0022] A further improvement to the technical solution of this invention lies in: in S2, A = α1 - α0, α0: the slope of the 40% standard line of the ladder diagram.

[0023] A score will be awarded based on the value of A.

[0024] A score

[0025] A further improvement to the technical solution of this invention lies in: the score of index B in S3. Where n is y i -y i The number of flights with a value less than 0

[0026] Where y i ′: Remaining life of the i-th aircraft on the 40% standard line; N: Total number of aircraft in service.

[0027] A further improvement to the technical solution of this invention lies in: the C index score in S4.

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

[0029] Calendar lifespan slope score

[0030] Calendar lifespan average score

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

[0032] A further improvement to the technical solution of the present invention lies in: the use of the coefficient of variation method in step S6. Calculate the weight of each indicator.

[0033] Calendar lifespan score

[0034] A further improvement of the technical solution of the present invention is that: in S7, the current flight fleet formulates flight plans every month, and the comprehensive score of each aircraft tier chart serves as an important basis for staff to adjust the aircraft plan formulation. The comprehensive score calculation formula of the aircraft tier chart is: Y = W1A + W2B + W3C + W4D, where 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 technical progress achieved by this invention compared to the prior art is as follows:

[0036] 1. This invention provides an aircraft lifecycle usage decision-making model. From the perspective of single-aircraft usage decisions, it comprehensively integrates multiple evaluation indicators, targeting the usage efficiency and decisions of a single aircraft. It provides decision support for the tiered usage of the entire fleet of aircraft, assisting fleet management units in automatically generating annual aircraft usage plans, aircraft overhaul plans, aircraft retirement plans, quarterly aircraft usage plans, monthly aircraft usage plans, daily flight usage plans, annual aircraft scheduled maintenance plans, monthly aircraft scheduled maintenance plans, annual engine replacement plans, monthly engine replacement plans, annual engine scheduled maintenance plans, and monthly engine scheduled maintenance plans. This solves problems such as concentrated overhauls, concentrated scheduled maintenance, and concentrated lifecycle expiration of fleet aircraft equipment, maximizing aircraft availability and achieving good usage results.

[0037] 2. This invention provides an aircraft life-cycle usage decision model. By calculating four indicators—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 specified total life, and the calendar life score—it can comprehensively support aircraft usage decisions from the perspective of the entire aircraft life cycle.

[0038] 3. This invention provides an aircraft lifecycle usage decision model. By establishing this model, a lifecycle usage plan can be formulated, effectively assessing the usage control status of various aircraft types and optimizing it in a timely manner. It can accurately calculate the total annual flight time, the number of major overhauls, and the number of aircraft retired each year throughout the aircraft's lifecycle. This not only enables management authorities to have full control over the major overhauls and retirements 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. Attached Figure Description

[0039] Figure 1 This is a flowchart of the present invention. Detailed Implementation

[0040] The present invention will be further described in detail below with reference to embodiments:

[0041] Example 1

[0042] like Figure 1 As shown, the present invention provides an aircraft life-cycle usage decision model, including:

[0043] S1: Use the least squares method to find the linear equations for the remaining life of aircraft in the fleet;

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

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

[0047] S5: Calendar lifespan score;

[0048] S6: Determining the weight of calendar lifetimes;

[0049] S7: Solve for the total score using the comprehensive scoring method;

[0050] From the least squares formula, we can obtain the following in S1:

[0051]

[0052] The linear equation for the remaining lifespan of the aircraft in service is: y = β1 + α1x.

[0053] x i The i-th aircraft,

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

[0055] Example 2

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

[0057] In S2, A = α1 - α0, where α0 is the slope of the 40% standard line of the ladder plot.

[0058] A score will be awarded based on the value of A.

[0059] A score

[0060] The score of index B in S3 Where n is y i -y′ i The number of flights less than 0, where y′ i: Remaining life of the i-th aircraft on the 40% standard line, N: Total number of aircraft in service, C index score in S4 The calendar lifetime trapezoidal state in S5 is divided into three types: monotonically increasing, monotonically decreasing, and a mixed increasing-decreasing curve. The monotonically increasing curve scores a passing grade, while the monotonically decreasing and mixed increasing-decreasing curves score a failing grade. Specifically: 1 o r i+1 -r i ≥0 indicates monotonically increasing, 2 o r i+1 -r i ≤0 indicates monotonically increasing, 3 o For increasing and decreasing mixtures,

[0061] Calendar lifespan slope score

[0062] Calendar lifespan average score

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

[0064] In this embodiment, by using four indicators—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 specified total life, and the calendar life score—we can provide comprehensive support for aircraft usage decisions from the perspective of the entire aircraft life.

[0065] Example 3

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

[0067] Calendar lifespan score

[0068] In S7, the current flight fleet formulates flight plans every month. The comprehensive score of each aircraft tier chart serves as an important basis for staff to adjust the aircraft plan formulation. The comprehensive score calculation formula of the aircraft tier chart is: Y = W1A + W2B + W3C + W4D, where 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.

[0069] In this embodiment, the weight of each indicator is determined using the coefficient of variation method. After each indicator of the evaluation system is given, its importance in the decision-making of the aircraft's entire life cycle is judged, and the corresponding weight value is given so as to carry out a comprehensive evaluation.

[0070] Example 4

[0071] like Figure 1 As shown, based on Example 1, the present invention provides a technical solution: Preferably, the service life reserve and maintenance downtime rate are used as evaluation indicators. These indicators are used to evaluate the situation where, within a certain period, the total remaining service life of the same type of aircraft is not less than 40% and the maintenance downtime rate is not higher than 15%. The larger the value, the better the aircraft meets flight requirements; conversely, the worse the situation. The remaining service life tier uniformity indicator is used to evaluate the uniformity of the tiered arrangement of the remaining service life of aircraft at a certain moment. The larger the value, the more uniformly the intervals of the remaining service life of each aircraft are close to the ideal interval, i.e., the better the tiered condition. When the intervals of the remaining service life of each aircraft are equal to the ideal interval Δ, the tiered condition is considered to be at its best; conversely, the tiered condition of the aircraft is worse. When the remaining service life of each aircraft is completely equal, the tiered condition of the aircraft is considered to be at its worst or non-tiered. The parking interval uniformity indicator is used to evaluate the situation where, within a certain period, the aircraft's remaining service life is not less than 40% and the maintenance downtime rate is not higher than 15%. The degree of corrosion damage caused by ground parking is evaluated. A higher index value indicates a more uniform parking interval or usage frequency, suggesting less corrosion damage within the same time period; conversely, a lower index value indicates greater corrosion damage. The scheduled maintenance and overhaul plan execution index evaluates the degree to which scheduled maintenance and overhaul tasks are performed according to plan. A higher index value indicates a more reasonable arrangement of aircraft usage by the air force equipment support department; conversely, a lower value indicates an inadequate or unreasonable arrangement, leading to untimely maintenance and overhaul tasks. Based on years of experience in aircraft usage and optimization, and taking into account various regulations and flight requirements for different aircraft types, a full-lifecycle usage plan is established for each aircraft type, while meeting the needs of fleet flight training missions. Reasonable usage suggestions are provided for fleets with significant deviations in aircraft usage.

[0072] The working principle of the aircraft's life-cycle use decision model will be explained in detail below.

[0073] like Figure 1As shown, the least squares method is used to find the linear equation for the remaining life of aircraft in the fleet, calculate 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, and the difference between the remaining total life and 40% of the specified total life. The calendar life score is calculated, and the weight for determining the calendar life is calculated. The total score is solved using the comprehensive scoring method. By establishing an aircraft full life-cycle use decision model, an aircraft full life-cycle use plan can be formulated, which can effectively evaluate the use control of various types of aircraft and optimize and improve the use control in a timely manner. It can accurately calculate and generate the total annual flight time of each aircraft type, the number of major overhauls of each aircraft type, and the number of aircraft retired each year during the entire life cycle of the aircraft. This not only enables management agencies to have full control over the major overhauls and retirements 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 present invention has been described in detail above. However, modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, the evaluation indicators used in the aircraft life-cycle service decision model of the present invention, as well as modifications or improvements that do not depart from the spirit of the present invention, are all within the protection scope of the present invention.

Claims

1. A method of constructing an aircraft life-cycle usage decision model, the method comprising: Comprising: ​ S1: using the least square method to solve the linear equation of the remaining life of the aircraft; S2: calculating the difference between the angle of the regression straight line and the 40% standard line; S3: the difference between the actual remaining life of each aircraft and the corresponding remaining life of the 40% standard line; S4: the difference between the total remaining life and 40% of the specified total life; S5: calendar life score; S6: weight determination of calendar life; S7: total score obtained by comprehensive scoring method; The calendar life trapezoidal state in S5 is divided into three types: monotone increasing, monotone decreasing, and increasing-decreasing mixed curve, wherein the monotone increasing curve is scored and the monotone decreasing and increasing-decreasing mixed curve is not scored, wherein (1) is monotone increasing, (2) is monotone decreasing, and (3) is increasing-decreasing mixed, ； ； : the remaining calendar life of the aircraft.

2. The method of claim 1, wherein: In S1, the least square method formula can be obtained as follows: ； The linear equation for the remaining life of the aircraft is: , : 1st aircraft, : 1st remaining life of the aircraft.

3. The method of claim 2, wherein: The In , : the slope of the 40% standard line of the echelon diagram, and the corresponding score is given according to the size of A value .

4. The method of claim 3, wherein: The B index score in S3 wherein N : the number of frames, , : the remaining life of the i th aircraft on the 40% standard line, n : the total number of aircraft in the fleet.

5. The method of constructing a life-cycle decision model for an aircraft as defined in claim 1, wherein: The C-index score in S4 .

6. The method of constructing a life-cycle decision model for an aircraft as defined in claim 1, wherein: The coefficient of variation method is used in the S6 The weight of each index is calculated .

7. The method of constructing a life-cycle decision model for an aircraft as defined in claim 1, wherein: The S7 current fleet flight plan is made every month, and the comprehensive score of each aircraft phase diagram is an important basis for the staff to adjust the aircraft plan. The comprehensive score calculation formula of the aircraft phase diagram is: Wherein A: the difference between the regression straight line and the 40% standard line angle, B: the difference between the actual residual life of each aircraft and the corresponding residual life of the 40% standard line, C: the difference between the total residual life and the 40% of the total life, and D: the calendar life.

Images