Aero-engine supplementary demand calculation method

Abstract

This invention provides a method for calculating the replenishment demand of aero-engines, belonging to the field of aero-engine demand calculation. The method includes: obtaining the average annual consumption life of turnaround engines, the average remaining life of turnaround engines, the engine overhaul cycle, the engine stockpiling coefficient, and the engine early return-to-factory coefficient; calculating the basic aircraft-to-ground ratio based on replacement demand and early return-to-factory losses within the engine overhaul cycle; superimposing the engine stockpiling coefficient to calculate the comprehensive aircraft-to-ground ratio as the expected aircraft-to-ground ratio; calculating the total engine demand based on the expected aircraft-to-ground ratio, the number of aircraft, and the number of engines installed per aircraft; and determining the annual replenishment demand by combining the current number of available engines and the number of engines predicted to reach the end of their service life. This significantly improves engine availability and inventory turnover efficiency, and enhances the accuracy of engine replenishment demand calculation.

Description

Technical Field

[0001] This invention belongs to the field of aero-engine demand calculation, and specifically relates to a method for calculating aero-engine supplementary demand. Background Technology

[0002] Aero engines are the power units that enable aircraft to take off; they are the heart of the aircraft, and the quality of their supply directly affects the combat effectiveness of the armed forces. The use of an aero engine is a turnover process. An engine generally cannot operate continuously throughout its total lifespan. After each stage of operation, to restore its reliability, it needs to undergo a major overhaul to provide the next stage of its lifespan. These overhauls require a certain amount of calendar time to complete. Therefore, in addition to being directly installed on the aircraft, a certain number of engines must be kept on the ground for replacement and maintenance. If there are too few spare engines on the ground, some aircraft will inevitably be grounded due to engine shortages, affecting the aircraft's combat readiness rate and consequently impacting the troops' combat training missions, which is detrimental to the troops' combat readiness. However, the number of spare engines on the ground cannot be blindly increased. First, engines are high-value products, and the annual military budget is limited, making unlimited procurement impossible. Second, too many spare engines on the ground will lead to stockpiling, increasing warehouse space and storage costs, and even causing deterioration, expiration, and resealing of engines in the inventory. Therefore, scientifically and rationally determining the number of aero-engines deployed on the ground is a fundamental prerequisite for ensuring the smooth completion of aircraft combat training missions and optimizing the use of military funds under limited military budgets. Currently, there is a scarcity of literature on methods for determining aero-engine replenishment needs; therefore, there is an urgent need to develop a model for calculating aero-engine replenishment needs to provide a scientific basis for making engine replenishment decisions. Summary of the Invention

[0003] To address the aforementioned problems, this invention provides a method for calculating the replenishment requirements of aero-engines.

[0004] To achieve the above objectives, the present invention provides the following technical solution: A method for calculating the replenishment demand of aero-engines, the method comprising: Quantitative values ​​of several key parameters affecting engine turnover are obtained, including: average annual consumption life of turnover engine, average stage remaining life of turnover engine, engine overhaul turnover cycle, engine backlog coefficient and engine early return coefficient. The annual replacement rate is determined based on the ratio of the average annual consumption life of the turnaround engine to the average remaining life of the turnaround engine in each stage; the basic turnover requirement is determined based on the product of the annual replacement rate and the engine overhaul turnover cycle; the basic engine-to-ground ratio is determined based on the product of the basic turnover requirement and the engine early return-to-factory coefficient; the basic engine-to-ground ratio is added to the engine backlog coefficient at the factory, and the resulting comprehensive engine-to-ground ratio is taken as the expected engine-to-ground ratio. The total engine demand is determined based on the preset number of aircraft to be guaranteed, the number of engines installed per aircraft, and the expected aircraft-to-ground ratio; the annual supplementary demand is determined based on the relationship between the total engine demand, the current number of available engines, and the predicted number of engines nearing the end of their service life.

[0005] Optionally, the formula for calculating the base-to-land ratio is: Basic engine-to-ground ratio = (annual replacement rate × engine overhaul turnover cycle) × (1 + engine early return-to-factory coefficient).

[0006] Optionally, the average annual service life of the turnaround engine = total annual service life / (average number of engines on board per year + number of engines replaced per year); Average remaining life of turnover engines = (total remaining life of engines on board at the beginning of the year + total remaining life of newly added engines) / (number of engines on board at the beginning of the year + number of newly added engines); Engine overhaul turnaround time = engine manufacturing time - engine arrival time + waiting time / transportation time; Engine backlog coefficient = Number of overdue backlogged engines in the factory / Number of engines on board; Engine early return-to-factory coefficient = total remaining life loss of engines returned early / total remaining life of engines in operation.

[0007] Optionally, the formula for calculating the total engine demand is: Total engine demand = number of aircraft × number of engines per aircraft × (1 + expected aircraft-to-ground ratio).

[0008] Optionally, the number of engines among all currently available engines whose remaining lifespan is less than their corresponding annual consumption lifespan is taken as the predicted number of engines reaching the end of their service life. For the engines installed on the aircraft, the average annual service life of the onboard engines is used for assessment; for the engines on the ground as backups, the average annual service life of the engines replenished to the aircraft from the ground is used for assessment.

[0009] Optionally, the formula for calculating the annual supplementary demand quantity is: Annual replenishment demand = Total engine demand - (Current available engine quantity + Annual new engine quantity - Forecasted number of engines reaching the end of their service life).

[0010] An aero-engine replenishment demand calculation device, the device comprising: The acquisition module is used to acquire quantitative values ​​of several key parameters affecting engine turnover, including: average annual consumption life of turnover engine, average stage remaining life of turnover engine, engine overhaul turnover cycle, engine backlog coefficient and engine early return coefficient. The calculation module is used to determine the annual replacement rate based on the ratio of the average annual consumption life of the turnaround engine to the average remaining life of the turnaround engine; determine the basic turnover requirement based on the product of the annual replacement rate and the engine overhaul turnover cycle; determine the basic engine-to-ground ratio based on the product of the basic turnover requirement and the engine early return-to-factory coefficient; and add the basic engine-to-ground ratio to the engine backlog coefficient to obtain the comprehensive engine-to-ground ratio as the expected engine-to-ground ratio. The determination module is used to determine the total engine demand based on the preset number of aircraft to be guaranteed, the number of engines installed per aircraft, and the expected aircraft-to-ground ratio; and to determine the annual supplementary demand based on the relationship between the total engine demand, the current number of available engines, and the predicted number of engines nearing the end of their service life.

[0011] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method for calculating the supplementary demand of an aero-engine.

[0012] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the aforementioned method for calculating the supplementary demand of an aero-engine.

[0013] The method for calculating the replenishment requirements of aero-engines provided by this invention has the following beneficial effects: This method first acquires several key parameters affecting engine turnaround time and determines the annual replacement rate based on these parameters, significantly reducing unexpected maintenance costs. By introducing an early return-to-factory coefficient to establish a buffer mechanism, it makes backup engine reserve calculations more scientific. The system can quickly respond to changes in fleet size, generating procurement plans in a timely manner as the number of aircraft increases, and visualizing the impact of maintenance capacity fluctuations using a backlog coefficient. The annual replenishment demand model integrates current engine status, life prediction, and future planning, providing high-precision support for decisions such as procurement budgets and maintenance expansion. Furthermore, it can trigger relevant early warnings when the aforementioned parameters deviate significantly. This management method significantly improves engine availability and inventory turnover efficiency, achieving a transformation from reactive maintenance to proactive prevention, bringing considerable operational efficiency improvements to aviation enterprises. Attached Figure Description

[0014] To more clearly illustrate the embodiments and design schemes of the present invention, the accompanying drawings required for this embodiment will be briefly described below. The drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a flowchart illustrating a method for calculating the supplementary requirements of an aero-engine according to an exemplary embodiment of the present invention.

[0016] Figure 2 This is a schematic diagram of lifespan consumption according to an exemplary embodiment of the present invention.

[0017] Figure 3 This is a schematic diagram of the remaining lifetime provided by the present invention according to an exemplary embodiment.

[0018] Figure 4 This is a schematic diagram of an engine overhaul process according to an exemplary embodiment of the present invention.

[0019] Figure 5 This is a block diagram of an aircraft engine replenishment requirement calculation device according to an exemplary embodiment of the present invention. Detailed Implementation

[0020] To enable those skilled in the art to better understand and implement the technical solutions of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0021] The technical solutions provided by the various embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0022] First, this invention provides a method for calculating the replenishment requirements of aero-engines, specifically as follows: Figure 1 As shown, it includes the following steps: S101. Obtain the quantitative values ​​of several key parameters that affect engine turnover.

[0023] These key parameters include: annual average service life of turnaround engines, average remaining service life of turnaround engines, engine overhaul turnaround cycle, engine backlog coefficient, and engine early return-to-factory coefficient.

[0024] This step begins with an analysis of the factors influencing aero-engine performance. For example, quantified values ​​for several key parameters can be obtained using the following methods:

[0025] The average annual service life of the engine is calculated as: Total annual service life / (Average number of engines on board per year + Number of engines replaced per year).

[0026] Average remaining life of engines in operation = (total remaining life of engines on board at the beginning of the year + total remaining life of newly added engines) / (number of engines on board at the beginning of the year + number of newly added engines).

[0027] Engine overhaul turnaround time = engine manufacturing time - engine arrival time + waiting time / transportation time.

[0028] Engine backlog coefficient = Number of overdue backlogged engines at the factory / Number of engines on board.

[0029] Engine early return-to-factory coefficient = total remaining life loss of engines returned early / total remaining life of engines in operation.

[0030] Aircraft engines are delivered to the military and used in conjunction with aircraft. As combat and training missions are carried out, the lifespan of the engines on board gradually decreases. When the overhaul interval is reached, the aircraft is returned to the factory for major overhaul, and a spare engine from the ground is installed to replace it. After the overhaul, the engine returns to the military for use until it reaches the end of its total service life and is retired. Therefore, engine use is a multi-cycle process. Through comprehensive analysis of the above process, the main factors affecting the number of ground-based engine backups (aircraft-to-ground ratio) include the following aspects:

[0031] First, the average annual lifespan of turnaround engines. As flight workloads increase, the intensity of individual aircraft flights intensifies, accelerating the lifespan consumption of all turnaround engines (hereinafter referred to as "turnaround engines") and increasing the number of engine replacements. This necessitates increasing the aircraft-to-ground ratio and the number of ground-based backup engines. Second, the average remaining lifespan of turnaround engines. Once an engine enters normal turnaround, the average remaining lifespan of the turnaround engines remains relatively stable. A higher remaining lifespan allows for longer operational time, reducing the number of engine replacements. This allows for a lower aircraft-to-ground ratio and a smaller number of ground-based backup engines. Third, the engine overhaul turnaround time. A longer engine overhaul turnaround time results in longer downtime for engines sent for repair, increasing the number of engines stockpiled at the factory. This necessitates increasing the aircraft-to-ground ratio and the number of ground-based backup engines. Fourth, the number of engines stockpiled at the factory. Some engines have been stockpiled for extended periods, significantly exceeding the normal turnaround time. The more of these engines there are, the fewer usable ground-based backup engines are available, requiring a corresponding increase in the number of ground-based backup engines. Fifth, the reliability and maintainability level of the engines. A high rate of premature engine return to the factory results in greater loss of remaining service life. In such cases, it is necessary to increase the engine-to-ground ratio and the number of spare engines on the ground.

[0032] In this step, it is necessary to calculate the parameters of the influencing factors.

[0033] (1) Average annual service life of turnaround engine : like Figure 2 As shown, within a year, not only do the engines on board at the beginning of the year bear the brunt of lifespan consumption, but the spare engines replaced and added to the aircraft also bear the brunt. Therefore, the average annual lifespan consumption of the turnover engines is the sum of the total annual lifespan consumption of the engines divided by the average number of engines on board during the year and the number of engines replaced during the year, as shown in the following formula:

[0034] ; in, Total annual service life of this type of engine. The total onboard and ground service life of all engines of this type within the year, expressed in hours. Number of engines replaced within the year. This includes engines returned for major overhauls, repairs, troubleshooting, and oil seal replacements. Unit: unit. The average number of engines on board an aircraft during the year. Unit: units. Calculation method is as follows:

[0035] ; in, Number of engines required per aircraft. Unit: unit. Number of aircraft at the beginning of the year. The total number of aircraft at the start of the year, in units of aircraft. Number of aircraft retired annually. (Unit: aircraft) : Number of newly added aircraft in a year. The number of aircraft added in a year, in units of aircraft. Aircraft annual retirement rate. This refers to the percentage of flight missions performed by aircraft that are retired annually, and is generally determined by the time distribution of aircraft retirements within the year. For example, if aircraft are retired evenly throughout the year... The value is 0.5; if a large number of aircraft are retired from service in the first half of the year, then... >0.5; otherwise <0.5. Aircraft Annual Increase Rate. This refers to the percentage of flight missions undertaken by newly added aircraft in a given year, relative to the total number of flight missions. It is generally determined by the distribution of aircraft entering service throughout the year. For example, if aircraft enter service evenly throughout the year, then... The value is 0.5; if a large number of aircraft enter service in the first half of the year, then... >0.5; otherwise <0.5.

[0036] In actual calculations, since it is impossible to accurately determine the total consumption life of the engine in the next year, this report assumes that the average annual consumption life of the turnaround engine is relatively stable, and the value for the next year will be the same as that of the previous year.

[0037] Assume a certain type of engine, with one engine installed per aircraft, a total annual service life of 25,000 hours in the previous year, an average of 100 engines per aircraft, and an estimated 20 new aircraft to be added, with 20 engines delivered with each aircraft. A total of 50 engines were replaced in the previous year. =0.5.

[0038] but (Hour) (2) such as Figure 3 As shown, the average stage remaining life of the turnaround engine : ; In the formula, Onboard The remaining lifespan of the engine. Unit: hours. Engine's specified lifespan. Unit: hours. Mean remaining life of ground backup engines. Unit: hours. In actual calculations, this parameter uses the value from the previous year, and the calculation method is as follows:

[0039] ; In the formula, :exist In the second sampling The remaining lifespan of the standby engine on the ground, in good working order. Unit: hours. :exist The number of intact standby engines on the ground in this sampling. The total number of times the remaining lifespan of the ground-based, intact backup engines was sampled during the year.

[0040] Assume a certain type of engine, with one engine installed per aircraft, a total remaining service life of 25,000 hours at the beginning of the year, 100 engines on board, and an estimated 20 new aircraft to be added, with 20 engines delivered with each new aircraft. A total of 50 engines were replaced the previous year, and the average remaining service life of the spare, in good working order is 400 hours. =0.5.

[0041] but (Hour).

[0042] (3) Engine overhaul turnaround cycle : The calendar time from when the engine is removed from the aircraft for repair until it is repaired and reinstalled, including: time spent waiting for repair at the military base, en route for repair, waiting for repair at the factory, undergoing repair, awaiting shipment from the factory, en route back to the military base, and time spent waiting for installation at the military base (unit: years). This value is obtained by averaging.

[0043] ; in, This indicates the time the engine arrived at the factory. This indicates the engine's manufacturing date. This indicates the total time consumed by the unit while it is awaiting repair, en route for repair, en route back to the unit, and while the unit is waiting for the equipment to be installed. This indicates the number of engines manufactured. In actual calculations, the overhaul turnover cycle of the previous year is carried over to the next year. For example, when calculating the engine-to-ground ratio for 2023, the engine overhaul turnover cycle is calculated using engine data from 2022.

[0044] (4) Engine backlog coefficient This is the ratio of the number of engines that have spent more than their average overhaul cycle within the year to the total number of engines on board. The calculation formula is as follows:

[0045] ; in, This refers to the number of engines that have been in the factory for more than the average overhaul cycle at the beginning of the year.

[0046] (5) Engine early return-to-factory coefficient This refers to the proportion of remaining life lost by engines that are prematurely returned to the factory due to reasons such as manufacturing overhaul quality issues, bird strikes during flight, foreign object ingestion damaging the engine, or reaching the end of their service life, relative to the total remaining life of all engines in the turnaround phase. The calculation formula is as follows:

[0047] ; in, The remaining life of the i-th engine that was returned to the factory ahead of schedule in the previous year; Number of engines returned to the factory ahead of schedule within the year. Total number of rotating engines.

[0048] S102. Determine the annual replacement rate based on the ratio of the average annual consumption life of the turnaround engine to the average remaining life of the turnaround engine; determine the basic turnover requirement based on the product of the annual replacement rate and the engine overhaul turnover cycle; determine the basic engine-to-ground ratio based on the product of the basic turnover requirement and the engine early return-to-factory coefficient; add the basic engine-to-ground ratio to the engine in-factory backlog coefficient to obtain the comprehensive engine-to-ground ratio as the expected engine-to-ground ratio.

[0049] Among them, the basic engine-to-ground ratio = (annual replacement rate × engine overhaul turnover cycle) × (1 + engine early return-to-factory coefficient).

[0050] Since aircraft engines are used in conjunction with aircraft, the number of ground-based spare engines is closely related to the number of aircraft. However, the number of aircraft is constantly changing, and therefore the number of ground-based spare engines is also unstable. In order to more stably measure whether ground-based spare engines can meet combat and training needs, this invention proposes the concept of the aircraft-to-ground ratio.

[0051] The engine-to-ground ratio refers to the number of ground engines equipped per unit of installed engine, usually expressed as... It can also be simplified to: Therefore, the engine-to-ground ratio can also be understood as the ratio of the number of ground-based spare engines to the number of installed engines, that is,

[0052] ; in, Indicates the number of ground-based backup engines. This indicates the number of engines on board the aircraft. Therefore, a higher aircraft-to-ground ratio indicates more sufficient ground-based engine reserves, and vice versa. The aircraft-to-ground ratio can be further divided into the desired aircraft-to-ground ratio. Compared with the actual machine site The expected aircraft-to-ground ratio refers to the minimum required ratio of engines to ensure normal engine operation, while the actual aircraft-to-ground ratio refers to the actual ratio under the current standby engine status. Note that the actual aircraft-to-ground ratio is not calculated by directly dividing the number of engines on the ground by the number of engines on the aircraft. This is because there may be situations where engines are missing or grounded, and some aircraft may not have engines installed. Furthermore, there may be engines on the ground that have reached the end of their service life and are awaiting decommissioning or have failed to be scrapped. Directly dividing by these factors could lead to a calculated aircraft-to-ground ratio that is higher than the actual ratio. Therefore, the actual aircraft-to-ground ratio... The calculation formula is as follows:

[0053] ; in, This refers to the total number of engines currently available for this type of engine. This refers to the total number of engines that an aircraft equipped with this type of engine should have.

[0054] If the current aircraft-to-ground ratio is less than the expected ratio, it indicates that the current reserve engines for this type of engine cannot meet the requirements for normal engine turnover, leading to engine shortages and grounding, which will affect the execution of combat and training missions. If the current aircraft-to-ground ratio is much higher than the expected ratio, it indicates that the current reserve engines for this type of engine can meet the requirements for normal engine turnover, but it may cause engine backlog and increase engine storage costs. Therefore, the key to calculating the number of spare engines needed is to scientifically determine the expected aircraft-to-ground ratio for the engine.

[0055] This step involves constructing an aircraft-to-ground ratio calculation model for the aero-engine and analyzing the phased changes in the aircraft-to-ground ratio. The specific steps are as follows:

[0056] 1) After the engine enters the normal operating period, the remaining lifespan of the engine on the aircraft is distributed in stages.

[0057] 2) After the engine enters the normal turnover period, parameters such as the overhaul turnover cycle, early return-to-factory life loss coefficient, and engine-to-ground ratio will not change significantly. For example, if the change of the above parameters is less than or equal to the preset change range, it is considered that there is no significant change. The preset change range can be determined by historical data.

[0058] Different calculation models are adopted according to different stages of the machinery-to-land ratio, and then the machinery-to-land ratio is calculated.

[0059] A schematic diagram of the engine overhaul turnaround process is shown below. Figure 4 As shown, this schematic diagram is well known to those skilled in the art.

[0060] The comprehensive engine-to-ground ratio consists of two parts: first, the basic engine-to-ground ratio is calculated based on the principle that the number of backup engines is no less than the number of engines to be replaced. Secondly, the backlog coefficient caused by inventory buildup at the factory. .

[0061] ①Basic machine-to-ground ratio Calculation: Assuming the engine base-to-ground ratio is For an airplane, this is equivalent to having on the ground... Several engines (distributed among units awaiting repair, en route to the factory, undergoing major overhaul at the factory, en route back to the unit, and as backup engines). During an engine overhaul turnaround period... Inside, as flight missions continue, it needs to be replaced. One engine:

[0062] ; As can be seen from the above formula, both sides of the equation include the number of engines replaced. To simplify the calculation process, it is assumed that the annual number of engine replacements is relatively stable, and the number of engines replaced on the right side is... Take the value from the previous year.

[0063] To ensure the normal operation of the aircraft, The following formula should be satisfied: ; Right now: ; Meanwhile, considering the early return-to-factory factor, the minimum base-to-ground ratio of the engine required to ensure normal engine turnover is: ; in, The early return-to-factory coefficient refers to the proportion of the engine's remaining lifespan lost due to early return to the factory, relative to the engine's total remaining lifespan.

[0064] ②Comprehensive machine-to-land ratio Calculation: Because some engines have been stockpiled at the factory for extended periods, exceeding their overhaul turnaround time, the number of spare engines available on the ground within a turnaround period must meet the replacement requirements for that period, plus the number stockpiled at the factory. Therefore, the minimum engine-to-ground ratio for Phase AB is... for:

[0065] ; in, This is the engine backlog coefficient at the factory.

[0066] S103. Determine the total engine demand based on the preset number of aircraft to be supported, the number of engines installed per aircraft, and the expected aircraft-to-ground ratio; determine the annual supplementary demand based on the relationship between the total engine demand, the current number of available engines, and the predicted number of engines nearing the end of their service life.

[0067] The total engine demand is calculated as follows: number of aircraft × number of engines per aircraft × (1 + expected aircraft-to-ground ratio).

[0068] In this step, the aircraft-to-ground ratio standard for aero-engines is used. Equipment quantity The number of engines a single aircraft should be equipped with This allows for the calculation of the total number of aircraft engines required for the support mission. : .

[0069] Based on the average annual lifespan of aircraft engines and the total remaining lifespan of all aircraft engines, the number of aircraft engines that will reach the end of their service life within the next year can be calculated. The prediction method is as follows:

[0070] ; in, Indicates the first day of the year Stage remaining life of aircraft engines on a testbed. This indicates the average annual lifespan of an aircraft engine at the beginning of the year. This indicates the number of aircraft engines whose remaining lifespan at the beginning of the year is less than the average annual lifespan of the aircraft engines at the beginning of the year. Indicates the first day of the year Phase remaining life of a ground-based aircraft engine. This indicates the average annual lifespan of aircraft engines replenished from the ground to the aircraft. This indicates the number of ground-based aircraft engines whose remaining stage life at the beginning of the year is less than the average annual lifespan of aircraft engines replenished from the ground to the aircraft. Specifically, it represents the number of currently available engines whose remaining stage life is less than their corresponding average annual lifespan. For engines installed on the aircraft, the average annual lifespan of the onboard engines is used for this determination; for ground-based spare engines, the average annual lifespan of the engines replenished from the ground to the aircraft is used for this determination.

[0071] Combined with the existing number of aircraft engines (Including the current number of available engines and the number of new engines added each year), the number of aero engines can be calculated up to the end of the next year. : ; The number of aircraft engines that need to be added in the next year for: .

[0072] Based on the above formula, the annual replenishment demand quantity = total engine demand - (currently available engine quantity + annual new engine quantity - predicted number of engines reaching the end of their service life).

[0073] By employing the above method, several key parameters affecting engine turnover are first identified, and the annual replacement rate is determined based on these parameters, significantly reducing the cost of unexpected maintenance. A buffer mechanism is established by introducing an early return-to-factory coefficient, making the calculation of spare engine reserves more scientific. The system can quickly respond to changes in fleet size, generating procurement plans in a timely manner when the number of aircraft increases, and visualizing the impact of maintenance capacity fluctuations using a backlog coefficient. The annual replenishment demand model integrates current engine status, life prediction, and future planning, providing high-precision support for decisions such as procurement budgets and maintenance expansion. Furthermore, it can trigger relevant early warnings when the aforementioned parameters deviate significantly. This management method significantly improves engine availability and inventory turnover efficiency, achieving a transformation from reactive maintenance to proactive prevention, bringing considerable operational efficiency improvements to aviation enterprises.

[0074] Based on the above steps, the present invention also proposes an executable embodiment: (1) Calculation of the average annual consumption life of the turnaround engine; Assume a certain type of engine is installed on a single aircraft, with a total annual service life of 25,000 hours in the previous year, an average of 100 engines per aircraft, and an estimated 20 new aircraft to be added, with 20 engines delivered with each new aircraft. A total of 50 engines were replaced in the previous year. =0.5.

[0075] but (Hour).

[0076] (2) Calculation of the mean remaining life of the turnaround engine; Assume a certain type of engine is installed on a single aircraft, with one engine per aircraft. At the beginning of the year, the total remaining service life of the engines on board is 25,000 hours. There are 100 engines on board, and it is projected that 20 new aircraft will be added, with 20 engines delivered with each new aircraft. In the previous year, 50 engines were replaced, and the average remaining service life of the spare, in good working order is 400 hours. =0.5.

[0077] but (Hour) (3) Calculation of the ratio of basic machinery to land; Assuming a certain type of engine has an average remaining service life of 321.5 hours, an average annual consumption service life of 156.2 hours, an average overhaul cycle of 0.7 years, and an early return-to-factory coefficient of 0.1, the basic calculation of the engine-to-ground ratio should not be less than: .

[0078] (4) Calculation of backlog coefficient; Assuming there are 15 engines of a certain type that have exceeded their average overhaul cycle, supporting 100 aircraft, with one engine installed per aircraft, the backlog coefficient calculation result is as follows: .

[0079] (5) Comprehensive calculation of machine-to-land ratio; Assuming a certain type of engine has a base engine-to-ground ratio of 0.38 and a backlog coefficient of 0.15, the calculated comprehensive engine-to-ground ratio should not be less than: .

[0080] (6) Supplementary demand assessment; Assume a certain type of engine is installed on a single aircraft with one engine, there are currently 150 usable engines, 100 aircraft require support, and the aircraft-to-ground ratio is 1:0.5. The calculated aircraft-to-ground ratio should be no less than 1:0.53. Assume that next year: 20 new aircraft are planned for delivery, along with 20 engines; approximately 20 engines will reach the end of their service life.

[0081] It is projected that by the end of next year: 120 aircraft and [number] engines. Taiwan. The expected number of engines by the end of the year is, tower.

[0082] It is recommended to supplement new hair tower.

[0083] Secondly, the present invention also provides a device for calculating the replenishment requirements of aero-engines, such as... Figure 5 As shown, it includes: The acquisition module 201 is used to acquire the quantitative values ​​of several key parameters affecting engine turnover, including: the average annual consumption life of the turnover engine, the average remaining life of the turnover engine, the engine overhaul turnover cycle, the engine backlog coefficient at the factory, and the engine early return coefficient.

[0084] The calculation module 202 is used to determine the annual replacement rate based on the ratio of the average annual consumption life of the turnaround engine to the average remaining life of the turnaround engine; determine the basic turnover demand based on the product of the annual replacement rate and the engine overhaul turnover cycle; determine the basic engine-to-ground ratio based on the product of the basic turnover demand and the engine early return-to-factory coefficient; and add the basic engine-to-ground ratio to the engine in-factory backlog coefficient to obtain the comprehensive engine-to-ground ratio as the expected engine-to-ground ratio.

[0085] The determination module 203 is used to determine the total engine demand based on the preset number of aircraft to be guaranteed, the number of engines installed per aircraft, and the expected aircraft-to-ground ratio; and to determine the annual supplementary demand based on the relationship between the total engine demand, the current number of available engines, and the predicted number of engines nearing the end of their service life.

[0086] Using the aforementioned device, several key parameters affecting engine turnover are first acquired, and the annual replacement rate is determined based on these parameters, significantly reducing the cost of unexpected maintenance. A buffer mechanism is established by introducing an early return-to-factory coefficient, making the calculation of spare engine reserves more scientific. The system can quickly respond to changes in fleet size, generating procurement plans in a timely manner when the number of aircraft increases, and visualizing the impact of maintenance capacity fluctuations using a backlog coefficient. The annual replenishment demand model integrates current engine status, life prediction, and future planning, providing high-precision support for decisions such as procurement budgets and maintenance expansion. Furthermore, it can trigger relevant early warnings when the aforementioned parameters deviate significantly. This management method significantly improves engine availability and inventory turnover efficiency, achieving a transformation from reactive maintenance to proactive prevention, bringing considerable operational efficiency improvements to aviation enterprises.

[0087] The present invention also provides a computer-readable storage medium storing a computer program that can be used to execute the above-described... Figure 1 The steps of the provided method for calculating the supplementary demand for aero-engines.

[0088] This invention also provides a computer device. At the hardware level, the computer device includes a processor, an internal bus, a network interface, memory, and non-volatile memory, and may also include other hardware required for various operations. The processor reads the corresponding computer program from the non-volatile memory into memory and then executes it to achieve the above-mentioned functions. Figure 1 The steps of the provided method for calculating the supplementary demand for aero-engines.

[0089] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0090] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, as well as combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0091] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0092] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0093] It should be noted that the specific embodiments described above enable those skilled in the art to more fully understand the present invention, but do not limit the present invention in any way. Therefore, although the present invention has been described in detail in this specification, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the present invention; and all technical solutions and improvements that do not depart from the spirit and scope of the present invention are covered within the protection scope of the patent of the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. An aeroengine supplementary demand estimation method, characterized in that, The method includes: Quantitative values ​​of several key parameters affecting engine turnover are obtained, including: average annual consumption life of turnover engine, average stage remaining life of turnover engine, engine overhaul turnover cycle, engine backlog coefficient and engine early return coefficient. The annual replacement rate is determined based on the ratio of the average annual consumption life of the turnaround engine to the average remaining life of the turnaround engine in each stage; the basic turnover requirement is determined based on the product of the annual replacement rate and the engine overhaul turnover cycle; the basic engine-to-ground ratio is determined based on the product of the basic turnover requirement and the engine early return-to-factory coefficient; the basic engine-to-ground ratio is added to the engine backlog coefficient at the factory, and the resulting comprehensive engine-to-ground ratio is taken as the expected engine-to-ground ratio. The total engine demand is determined based on the preset number of aircraft to be guaranteed, the number of engines installed per aircraft, and the expected aircraft-to-ground ratio; the annual supplementary demand is determined based on the relationship between the total engine demand, the current number of available engines, and the predicted number of engines nearing the end of their service life. The formula for calculating the basic infrastructure-to-land ratio is: Basic engine-to-ground ratio = (Annual replacement rate × Engine overhaul turnover cycle) × (1 + Engine early return-to-factory coefficient); The average annual service life of the turnover engine = total annual service life / (average number of engines on board per year + number of engines replaced per year); Average remaining life of turnover engines = (total remaining life of engines on board at the beginning of the year + total remaining life of newly added engines) / (number of engines on board at the beginning of the year + number of newly added engines); Engine overhaul turnaround time = engine manufacturing time - engine arrival time + waiting time for repair + transportation time; Engine backlog coefficient = Number of overdue backlogged engines in the factory / Number of engines on board; Engine early return-to-factory coefficient = total remaining life loss of engines returned early / total remaining life of engines in operation.

2. The method of claim 1, wherein, The formula for calculating the total demand for engines is as follows: Total engine demand = number of aircraft × number of engines per aircraft × (1 + expected aircraft-to-ground ratio).

3. The method according to claim 1, characterized in that, The number of engines among all currently available engines whose remaining lifespan is less than their corresponding annual average consumption lifespan is taken as the predicted number of engines nearing the end of their service life. For the engines installed on the aircraft, the average annual service life of the onboard engines is used for assessment; for the engines on the ground as backups, the average annual service life of the engines replenished to the aircraft from the ground is used for assessment.

4. The method according to claim 1, characterized in that, The formula for calculating the annual supplementary demand quantity is as follows: Annual replenishment demand = Total engine demand - (Current available engine quantity + Annual new engine quantity - Forecasted number of engines reaching the end of their service life).

5. A device for calculating the replenishment demand of an aero-engine, characterized in that, The apparatus, applied to the method of claim 1, comprises: The acquisition module is used to acquire quantitative values ​​of several key parameters that affect engine turnover. These key parameters include: average annual consumption life of the turnover engine, average remaining life of the turnover engine, engine overhaul turnover cycle, engine backlog coefficient, and engine early return coefficient. The calculation module is used to determine the annual replacement rate based on the ratio of the average annual consumption life of the turnaround engine to the average remaining life of the turnaround engine; determine the basic turnover requirement based on the product of the annual replacement rate and the engine overhaul turnover cycle; determine the basic engine-to-ground ratio based on the product of the basic turnover requirement and the engine early return-to-factory coefficient; and add the basic engine-to-ground ratio to the engine backlog coefficient to obtain the comprehensive engine-to-ground ratio as the expected engine-to-ground ratio. The determination module is used to determine the total engine demand based on the preset number of aircraft to be guaranteed, the number of engines installed per aircraft, and the expected aircraft-to-ground ratio; and to determine the annual supplementary demand based on the relationship between the total engine demand, the current number of available engines, and the predicted number of engines nearing the end of their service life.

6. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the method described in any one of claims 1 to 4.

7. A computer device, characterized in that, The method includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method described in any one of claims 1 to 4.

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