Module-based aircraft single-sortie data management method

Abstract

The invention belongs to the field of aircraft research and development process construction technology management, and particularly relates to a module-based aircraft single-sortie data management method. The method comprises the steps that a plurality of parts of an airplane are combined to form a module which serves as a module layer of an airplane product layer, and sortie effectiveness labels are added to all the modules in the module layer and serve as sortie effectiveness of the parts; when the basic characteristics of the part are changed, the number of the part is respecified, a new module is obtained through fission on the basis of an original module to which the part belongs, and the new module and the original module are complementary in sortie effectiveness; otherwise, modifying the version of the part, and modifying the version of the original module to which the part belongs; forming a configuration scheme layer on the upper level of the module layer, wherein each configuration scheme in the configuration scheme layer increases the specification effectiveness; and filtering and extracting a single-sortie product structure tree according to sortie effectiveness. According to the invention, single-sortie management of product data is realized, and the efficiency and quality of aircraft development work are effectively improved.

Description

Technical Field

[0001] This application belongs to the field of aircraft R&D process construction technology management, specifically involving a module-based method for managing single-flight data of aircraft. Background Technology

[0002] Currently, domestic aircraft development engineering data management adopts a static engineering data management model, where the issuance, changes, and control of engineering data only meet the needs of iterative development processes. When faced with a development model that involves incremental capability enhancement and phased evaluation, factors such as the complexity and high integration of the project itself, the multiple states of research prototypes, tight development cycles, and uncertainties regarding future platform adjustments can create significant risks to technical status and data management, making it impossible to meet development requirements. Summary of the Invention

[0003] To address the aforementioned issues, this application provides a module-based method for managing single-flight data of aircraft, mainly comprising:

[0004] Step S1: Combine multiple aircraft components to form modules, which serve as the module layer of the aircraft product layer. Add a flight validity label to each module in the module layer, and use the flight validity of the module as the flight validity of the multiple components.

[0005] Step S2: When the basic characteristics of a component change, the component's configuration changes, the component's number is reassigned, and a new module is generated based on the original module to which the component belongs. The new module complements the original module's flight validity. Conversely, the component's version is modified, and the original module to which it belongs is also modified.

[0006] Step S3: Form a configuration scheme layer at the level above the module layer, and increase the specification validity of each configuration scheme in the configuration scheme layer;

[0007] Step S4: Filter and extract the product structure tree for each flight based on flight validity.

[0008] Preferably, in step S1, the validity of the flight is formed by a combination of letters and numbers to determine the effective date or effective flight of the change.

[0009] Preferably, in step S1, each module has a designated, unique module manager.

[0010] Preferably, in step S2, when a new module is generated, the validity of the module is changed by changing its number. The validity standard rules of the number of flights before and after the module change are automatically truncated and calculated by changing the module.

[0011] Preferably, step S2 further includes:

[0012] When the shape, fit, and function of a component change, but its interchangeability remains the same, the component is subject to revision control.

[0013] When correcting design errors in components, if the component's shape, fit, function, and interchangeability remain unchanged, then the component is subject to upgrade control.

[0014] Preferably, in step S4, extracting the product structure tree for a single flight includes:

[0015] Extract the structure tree of a single aircraft design product, the structure tree of a single aircraft physical product, the structure tree of a single aircraft delivered product, the structure tree of a single aircraft test flight product, the structure tree of a single aircraft experimental product, and the structure tree of a single aircraft maintenance product from a single data source.

[0016] Preferably, in step S1, assembling multiple aircraft components into a module includes:

[0017] The coupling between component i and component j is calculated using the following formula. :

[0018] ;

[0019] in, The number of interface dependencies between component i and component j; This is the average number of interfaces for all components in the system, used for normalization. The functional similarity between component i and component j is quantified by the co-occurrence frequency of functional keywords in the design document; This represents the maximum functional similarity, used for standardization. The historical change impact index is based on the number of times component i and component j were changed simultaneously in the engineering change record. The average impact index of the change; , , These are the weighting coefficients, and + + =1;

[0020] When coupling When the set coupling threshold is exceeded, component i and component j are assigned to the same module.

[0021] Preferably, the set coupling threshold is 0.7.

[0022] This application enables single-flight product data management, effectively improving the efficiency and quality of aircraft development. Attached Figure Description

[0023] Figure 1 This is a schematic diagram illustrating the modular validity of a preferred embodiment of the modular aircraft single-flight data management method of this application.

[0024] Figure 2 This is a diagram illustrating the effectiveness control of flight operations.

[0025] Figure 3 This is a diagram illustrating the export of the product structure tree. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0027] This application provides a module-based method for managing single-flight data of aircraft, mainly including:

[0028] Step S1: Combine multiple aircraft components to form modules, which serve as the module layer of the aircraft product layer. Add a flight validity label to each module in the module layer, and use the flight validity of the module as the flight validity of the multiple components.

[0029] Step S2: When the basic characteristics of a component change, the component's configuration changes, the component's number is reassigned, and a new module is generated based on the original module to which the component belongs. The new module complements the original module's flight validity. Conversely, the component's version is modified, and the original module to which it belongs is also modified.

[0030] Step S3: Form a configuration scheme layer at the level above the module layer, and increase the specification validity of each configuration scheme in the configuration scheme layer;

[0031] Step S4: Filter and extract the product structure tree for each flight based on flight validity.

[0032] To achieve accurate management of multi-state and multi-stage engineering data for complex aircraft, this application adopts a modular single-flight data management approach, as well as real-time and accurate BOM management.

[0033] Single-flight data management primarily includes the validity representation of module data. Validity is a marker defining the effective scope of a component, indicating when a change to a specific product or the handling of a difference takes effect or has already taken effect. In some optional implementations, in step S1, the flight validity is formed by a combination of letters and numbers to determine the effective date or effective flight of the change. Only after determining the validity of the change can the full impact of the change be quantitatively assessed according to the change plan. Validity annotations at different levels or nodes in the product structure tree will have a significant impact on configuration management methods. Simplified configuration management places validity at the module level, i.e., at the link between the configuration layer and the module, such as... Figure 1 As shown, this effectiveness management is an advanced and reasonable approach, and it is particularly effective for managing complex product configurations.

[0034] In step S1, the validity of the series of aircraft is arranged in a continuous flow. The validity control of the aircraft is completely completed by the module level and is marked on the module. The parts inherit the validity of the modules. The part number is a unique identifier. The parts can be changed in the form of a new version, but the new version replaces the old version. When the parts change involves changes in function, shape, or other status, the principle of changing the model structure is adopted.

[0035] In addition to flight validity, this application also sets specification validity in step S3, such as... Figure 1 As shown, specification validity is ultimately converted into flight log information, and changes are controlled through the specification validity maintenance process.

[0036] In some alternative implementations, in step S1, each module has a designated, unique module manager.

[0037] This application adopts the principle of "modular" change, namely, modular change planning, modular design implementation, and modular review and approval of the modified data.

[0038] The system uses modules as change management units to ensure that changes to tightly coupled components can generally be resolved within a module, reducing change coordination and the number of changes, and facilitating the effective transfer of changes across design and manufacturing stages. Therefore, even a change to a single part must be initiated from a module. Based on module division principles, tightly coupled components are generally assigned to a single module with a single responsible module administrator. Flight validity is added to the module level, while specification validity resides at the level above the module; lower-level components do not have their validity managed separately. Changes are handled through a combination of version upgrades and model number changes. Version upgrades are implemented when validity remains unchanged, with the latest version being valid. Only the latest version is displayed on the EBOM; older versions are invalid. When validity changes, the model number is changed.

[0039] Step S2 is used to promote physical technical status management. Based on physical technical status management, the evolution of aircraft technical status at each stage of the entire life cycle is tracked by product flight. With physical status management as the goal and top-level technical status management as the organizational method, the process data of aircraft component production, manufacturing, use, and changes are linked and managed to achieve real-time mastery of aircraft physical technical status information, so as to ensure the complete, efficient and continuous advancement of business such as design, manufacturing, testing, flight testing, support, and use.

[0040] The evolution of aircraft technical status primarily focuses on the activities of demonstrating, evaluating, coordinating, approving, and implementing changes to proposed modifications (engineering changes, deviations, and deviations) after the configuration baseline is established, in order to control changes to configuration items. The key to configuration control lies in the tracking and control of changes, integrating customers, configuration, and changes into a unified and organic whole. The essence of configuration control is to track and control changes in a timely manner, ensuring that changes to configuration items are always under control. This can be considered from two perspectives: the process of configuration control and the management of aircraft configuration data.

[0041] In step S2, if the basic characteristics of the parts have changed after redesign or modification, the part number must be reassigned. That is, the configuration of the parts has changed and the effectiveness of the modules has also changed. Therefore, the new modules and new flight effectiveness are used for organization and management.

[0042] In some optional implementations, in step S2, when a new module is generated, the validity of the module is changed by changing its number. The validity standard rules of the number of flights before and after the module change are automatically truncated and calculated by changing the module.

[0043] like Figure 2 As shown, the original module 0001 had a flight validity of "1+", meaning it was applicable to all aircraft flights. During the design / manufacturing of the 6th aircraft, the basic characteristics of component "ASY1" changed, and its number was changed from "ASY1-0001" to "ASY1-0002". Simultaneously, the original module 0001 split, forming a new module 0002. The flight validity of the original module 0001 was automatically truncated to "1-5", indicating it was applicable to the first 5 aircraft flights. The flight validity of the new module 0002 was automatically truncated to "6+", indicating it was applicable to the 6th and subsequent aircraft flights.

[0044] In some alternative implementations, step S2 further includes:

[0045] When the shape, fit, and function of a component change, but its interchangeability remains the same, the component is subject to revision control.

[0046] When correcting design errors in components, if the component's shape, fit, function, and interchangeability remain unchanged, then the component is subject to upgrade control.

[0047] The above methods further demonstrate that this application uses modules as change management units, ensuring that changes to tightly coupled components can generally be resolved within modules, reducing change coordination and the number of changes.

[0048] Finally, in step S4, the required product structure tree for a single flight is exported.

[0049] The product structure tree is a graphical representation of the Bill of Materials (BOM). The BOM reflects the parent-child relationships of components through a tree-like data structure and is a technical document describing the product structure, defining the structural relationships between product components, sub-components, parts, and even raw materials. Taking a single aircraft as a unit, this application tracks the evolution of the aircraft's technical status throughout its entire lifecycle, from design and manufacturing to testing, flight testing, and maintenance. Focusing on physical status management, it organizes the management of the aircraft's physical status from raw materials, outsourcing, component manufacturing, and installation information, using top-level technical status management as the organizational method. In terms of business functionality, this application will construct aircraft physical management functions from three aspects: physical status management based on a single aircraft BOM, information management of the aircraft development process, and auxiliary functional modules.

[0050] In the ACME system, all electronic prototypes of the same model are managed under the same product structure tree. In order to realize the comparison between the design BOM and physical BOM of a single flight, the tracking of the change process of the design BOM of a single flight, and the management of problems, changes and other related data in the development process, it is necessary to filter and extract the design data of a single flight from the LCA / ACME system according to the validity of the flight, and at the same time obtain the capability catalog corresponding to the configuration items. The product structure tree of a single flight is constructed in the physical management system, and the design BOM can be updated after the design is changed.

[0051] When the ACME system issues change data to the manufacturing unit, it simultaneously pushes the change data package to the Physical Technical Status Management System. Upon receiving the ECO data (Change Order Data) pushed by the ACME system, the Physical Status Management System parses the data package, updates the single-flight status data, manages the ECO data within the system, and updates the aircraft design status data and unfrozen physical status data for the changed flights based on the changes. The single-flight manufacturing status module includes five functions: physical BOM initialization, acquisition of finished product and functional accessory information, acquisition of quality inspection information, management of airborne software on the physical BOM, and management of support equipment on the physical BOM.

[0052] Aircraft products are complex in structure, with numerous components and extensive functional systems, making product development and manufacturing processes extremely intricate. Due to various reasons such as design improvements, process requirements, manufacturing coordination needs, and changes in user needs, numerous events occur that prevent the production and delivery of products according to the original design, thus affecting the final product's condition upon delivery to the customer. Tracking production process data is of significant practical importance for all stages of aircraft design, process, manufacturing, and use. Adjusting and refining the aircraft's physical data based on all process data is crucial to ensuring the safety and reliability of the aircraft product.

[0053] Tracking issues, changes, implementation of changes, design deviations and concessions during aircraft development, as well as manufacturing process data, is crucial for understanding the technical basis of the actual aircraft. To achieve data management of the actual aircraft development process, it is necessary to link the development process data with the Bill of Materials (BOM) for each aircraft.

[0054] The real-time export mechanism of BOM primarily relies on a distributed BOM export architecture and an asynchronous BOM export architecture. The distributed BOM export architecture employs a master-slave cluster architecture, retrieving the required data objects through unstructured object parsing and a data object cache pool indexed by OIDs, and then using the persistence layer to form a data aggregate. The asynchronous BOM export architecture loads data from the underlying LCA database from the slave nodes according to the PBS (Balanced Partition) range assigned by the master node.

[0055] In some alternative implementations, step S4, extracting the product structure tree for a single flight, includes:

[0056] Extract the structure tree of a single aircraft design product, the structure tree of a single aircraft physical product, the structure tree of a single aircraft delivered product, the structure tree of a single aircraft test flight product, the structure tree of a single aircraft experimental product, and the structure tree of a single aircraft maintenance product from a single data source.

[0057] like Figure 3 As shown, firstly, this application, based on platform data, integrates with multiple systems to support the sharing and single data source management of scientific research data (design data, simulation data, test flight data, manufacturing data, and various change data) across multiple disciplines, departments, and the entire project lifecycle; it supports the querying, tracing, and impact analysis of various types of scientific research data, and supports the effective control of various data changes, meeting the management requirements of a single data source for data integrity and consistency in product data management, thereby improving the efficiency and level of data management. Secondly, in Figure 3 In this context, tracking production process data can generate multiple product structure trees for each individual aircraft, covering all aspects of aircraft design, manufacturing, and use.

[0058] In some alternative implementations, step S1, assembling multiple aircraft components into a module, includes:

[0059] The coupling between component i and component j is calculated using the following formula. :

[0060] ;

[0061] in, The number of interface dependencies between component i and component j; This is the average number of interfaces for all components in the system, used for normalization. The functional similarity between component i and component j is quantified by the co-occurrence frequency of functional keywords in the design document; This represents the maximum functional similarity, used for standardization. The historical change impact index is based on the number of times component i and component j were changed simultaneously in the engineering change record. The average impact index of the change; , , These are the weighting coefficients, and + + =1;

[0062] When coupling When the set coupling threshold is exceeded, component i and component j are assigned to the same module.

[0063] In some alternative implementations, the set coupling threshold is 0.7.

[0064] This implementation integrates design, functionality, and historical data, simplifying configuration management. In physical status management, the grouping module improves BOM construction efficiency and supports single-flight tracking.

[0065] This application addresses a simplified configuration management model based on modularity. By integrating multi-state data, tracking lifecycle state changes, and configuring product data specifications, it achieves single-flight product data management. BOM management, through load balancing and task distribution on the master node and asynchronous computation on slave nodes, transforms the synchronous, sequential report generation process into a distributed, asynchronous extraction-transformation-loading process, giving the system horizontal scalability and improving report export efficiency. Furthermore, the distributed EBOM report export architecture solves the problem of system-wide crashes due to single-node failure. In actual scientific research and production activities, this effectively improves the efficiency and quality of aircraft development, reduces deviations, and provides significant economic benefits to the technical management of aircraft development.

[0066] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A modular based aircraft mission data management method, comprising: Includes the following steps: Step S1: Combine multiple aircraft components to form modules, which serve as the module layer of the aircraft product layer. Add a flight validity label to each module in the module layer, and use the flight validity of the module as the flight validity of the multiple components. Step S2: When the basic characteristics of a component change, the component's configuration changes, the component's number is reassigned, and a new module is generated based on the original module to which the component belongs. The new module complements the original module's flight validity. Conversely, the component's version is modified, and the original module to which it belongs is also modified. Step S3: Form a configuration scheme layer at the level above the module layer, and increase the specification validity of each configuration scheme in the configuration scheme layer; Step S4: Filter and extract the product structure tree for each flight based on flight validity.

2. The module-based aircraft single-flight data management method according to claim 1, characterized in that, In step S1, the validity of the flight is formed by a combination of letters and numbers to determine the effective date or effective flight of the change.

3. The modular based aircraft mission data management method according to claim 1, wherein, In step S1, each module has a designated, unique module manager.

4. The modular based aircraft mission data management method of claim 1, wherein, In step S2, when a new module is generated, the validity of the module is changed by changing its number. The validity standard rules of the number of flights before and after the module change are automatically truncated and calculated by changing the module.

5. The modular based aircraft mission data management method according to claim 1, wherein, Step S2 further includes: When the shape, fit, and function of a component change, but its interchangeability remains the same, the component is subject to revision control. When correcting design errors in components, if the component's shape, fit, function, and interchangeability remain unchanged, then the component is subject to upgrade control.

6. The modular based aircraft mission data management method according to claim 1, wherein, In step S4, extracting the product structure tree for a single flight includes: Extract the structure tree of a single aircraft design product, the structure tree of a single aircraft physical product, the structure tree of a single aircraft delivered product, the structure tree of a single aircraft test flight product, the structure tree of a single aircraft experimental product, and the structure tree of a single aircraft maintenance product from a single data source.

7. The modular based aircraft mission data management method according to Claim 1 wherein, In step S1, assembling multiple aircraft components into a module includes: The coupling between the part i and the part j is calculated according to the following formula : ； in, The number of interface dependencies between component i and component j; This is the average number of interfaces for all components in the system, used for normalization. The functional similarity between component i and component j is quantified by the co-occurrence frequency of functional keywords in the design document; This represents the maximum functional similarity, used for standardization. The historical change impact index is based on the number of times component i and component j were changed simultaneously in the engineering change record. The average impact index of the change; , , These are the weighting coefficients, and + + =1; When the coupling When the coupling exceeds a set coupling threshold, the component i and the component j are divided into the same module.

8. The modular based aircraft mission data management method according to Claim 7 wherein, The set coupling threshold is 0.7.

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