A core aviation material life prediction model establishment method and system for multi-type full-motion simulator

Abstract

The application relates to the technical field of life prediction of core aviation materials of full-motion flight simulators, and discloses a core aviation material life prediction model establishment method and system for multi-type full-motion simulators, which comprises the following steps: collecting the scene time length proportion, unit time operation frequency, maintenance and replacement record, real aircraft reference frequency, aviation material structure category, failure dimension, nominal life and simulator correction coefficient of the core aviation material in multiple training scenes; weighting the unit time operation frequency based on the scene time length proportion to obtain a weighted operation frequency; selecting a corresponding life calculation formula according to the aviation material structure category; determining the life of each failure dimension based on the weighted operation frequency, the failure dimension, the nominal life and the simulator correction coefficient, and obtaining the theoretical life through minimum value screening; and reducing the theoretical life based on a safety margin to output a time replacement threshold and a number replacement threshold. The application can improve the adaptability of core aviation material life prediction and maintenance threshold determination.

Description

Technical Field

[0001] This invention relates to the field of aircraft material life prediction technology for full-motion flight simulators, specifically to a method and system for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators. Background Technology

[0002] As a crucial piece of equipment for crew training, the full-motion flight simulator comprises core aviation materials such as display components, flight control unit encoders, oxygen masks, and pilot seat actuators. These core materials undergo continuous operation, high-frequency manipulation, repeated emergency scenario drills, and alternating use by different personnel during simulator training. The failure mechanisms and lifespan patterns of these materials differ from those of real aircraft.

[0003] The maintenance of existing core aircraft parts typically follows the life experience of real aircraft parts or fixed-cycle replacement methods. However, since the frequency of use, operating scenarios, number of on / off cycles, emergency component triggering frequency, and training intensity of real aircraft parts differ from those of full-motion simulators, directly adopting the benchmark life of real aircraft parts can easily lead to a mismatch between life prediction and the actual usage conditions of the simulator. This can result in premature replacement leading to waste of parts, or premature replacement affecting the continuity of training.

[0004] Therefore, this application provides a method and system for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators to solve the above-mentioned technical problems. Summary of the Invention

[0005] The purpose of this invention is to provide a method and system for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators, in order to solve the technical problem in the prior art that the core aircraft material life prediction does not fully combine the training scenario frequency, aircraft material structure category and failure dimension of the full-motion simulator, resulting in a mismatch between the core aircraft material life prediction and the actual use status.

[0006] To address the aforementioned technical problems, this invention provides a method for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators, comprising: Collect data on the percentage of time spent on core aircraft materials in multiple training scenarios, the frequency of operations per unit time, maintenance and replacement records, the baseline frequency of real aircraft, the structural categories of aircraft materials, failure dimensions, nominal lifespan, and simulator correction coefficients. Based on the percentage of scene duration in each training scenario, the frequency of operation per unit time for each operation type is weighted and calculated to obtain the weighted frequency of operation for each operation type. Identify the aircraft material structure category, and select from a number of preset life calculation formulas the time-time-number dual-constraint calculation formula, the Weibull frequency acceleration calculation formula, the equivalent mechanical cycle and material aging dual-constraint calculation formula, or the fatigue wear dual-constraint calculation formula corresponding to the aircraft material structure category; Substitute the weighted operation frequency, the failure dimension, the nominal lifetime, and the simulator correction coefficient into the selected lifetime calculation formula to obtain the lifetime of each failure dimension, and perform minimum value screening on the lifetime of each failure dimension to obtain the theoretical lifetime. The theoretical lifespan is reduced based on a preset safety margin, and a set of maintenance thresholds including time replacement thresholds and number of replacement thresholds is output.

[0007] In some specific embodiments, a weighted calculation is performed on the operation frequency per unit time for each operation type based on the proportion of scene duration for each training scenario, to obtain the weighted operation frequency for each operation type, further including: For each training scenario, read the frequency of each operation type per unit time and the corresponding scenario duration percentage within the training scenario; Based on the percentage of the duration of the scenario, a weighted calculation is performed on the frequency of operation per unit time for each operation type to obtain the weighted operation frequency for each operation type; The weighted frequency of each operation type is compared with the baseline frequency of the actual aircraft to obtain the operation intensity coefficient; Write the operational intensity coefficient and the training scenario identifier of the core aviation material into the frequency input set.

[0008] In some specific embodiments, substituting the weighted operation frequency, the failure dimension, the nominal lifetime, and the simulator correction coefficient into the selected lifetime calculation formula yields the lifetime for each failure dimension, further including: Based on the aforementioned aircraft material structure category, read the failure dimensions from mechanical fatigue wear, electrical contact aging, rubber seal aging, hydraulic mechanism attenuation, or electric mechanism attenuation; Extract the occurrence frequency, hazard level, and maintenance interval of each failure dimension from the failure mode impact and hazard analysis records and historical failure statistics records; The failure dimension weights are obtained by performing normalized weighting based on the number of occurrences, the hazard level, and the maintenance interval. The failure dimension weights and the weighted operation frequency are used as inputs for calculating the lifetime of each failure dimension.

[0009] In some specific embodiments, a dual-constraint calculation formula for duration and number of cycles, a Weibull frequency acceleration calculation formula, a dual-constraint calculation formula for equivalent mechanical cycles and material aging, or a dual-constraint calculation formula for fatigue wear corresponding to the type of aerospace material structure is selected from a plurality of preset life calculation formulas, further including: When the aircraft material structure category is electronic display, a time-constrained calculation formula is selected, which filters the minimum value of mechanical operation fatigue life, power supply switching fatigue life, backlight aging life and circuit board aging life. When the aircraft material structure category is mechanical rotation, the Weibull frequency acceleration calculation formula is selected to calculate the total lifespan using the average number of annual operations, the reference number of annual operations, the standard characteristic lifespan, and the frequency acceleration factor. When the aircraft material structure category is rubber sealing, the calculation formula with dual constraints of equivalent mechanical cycle and material aging is selected. When the aircraft material structure category is hydraulic and electric, the fatigue wear double-constraint calculation formula is selected.

[0010] In some specific embodiments, when the aerospace material structure category is electronic display type, a time-constrained calculation formula that selects the minimum value of mechanical operation fatigue life, power supply switching fatigue life, backlight aging life, and circuit board aging life is further included: Based on the weighted operation frequency of brightness adjustment, power on / off, and page refresh of the display components, the fatigue life of brightness adjustment, power on / off, and page refresh is determined respectively. The backlight aging life is determined based on the nominal aging life of the backlight module and its corresponding analog correction factor, and the circuit board aging life is determined based on the natural aging life of the circuit board and its corresponding analog correction factor. The theoretical lifespan of core aerospace materials for electronic displays is obtained by performing minimum value filtering from the fatigue lifespan of brightness adjustment, power on / off, page refresh, backlight aging, and circuit board aging.

[0011] In some specific embodiments, when the aircraft material structure category is mechanical rotation type, the Weibull frequency acceleration calculation formula, which calculates the total lifetime count using the average annual number of operations, the reference annual number of operations, the standard characteristic life, and the frequency acceleration factor, is selected, and further includes: The hourly operation frequency of core mechanical rotating aerospace materials is calculated by weighting the percentage of scene duration for each training scenario. The average number of operations per year is determined based on the weighted operation frequency and the annual training duration. The standard characteristic lifetime is calculated by exponential conversion based on the reference annual number of operations, the annual average number of operations, and the frequency acceleration factor to obtain the total lifetime count. The theoretical lifespan of mechanically rotating core aviation materials is determined based on the total number of lifespan operations and the average number of annual operations. Based on the annual average number of operations after the increase or decrease in training intensity, the total lifespan and the corresponding theoretical lifespan of mechanical rotating core aircraft materials are re-determined to obtain the theoretical lifespan under different training intensities.

[0012] In some specific embodiments, when the aerospace material structure category is rubber sealing, the equivalent mechanical cycle and material aging dual-constraint calculation formula is selected, further including: Read the weighted frequency of unfolding and resetting operations and the weighted frequency of insertion and removal sealing operations for core aerospace materials with rubber seals; The main cycle frequency is calculated based on the insertion and removal seal conversion factor and the weighted operation frequency of the insertion and removal seal is determined in combination with the unfolding and reset weighted operation frequency. The total equivalent fatigue life is determined based on the nominal fatigue life of unfolding and resetting, the nominal fatigue life of insertion and removal seal, the simulator correction factor corresponding to the nominal fatigue life of unfolding and resetting, the simulator correction factor corresponding to the nominal fatigue life of insertion and removal seal, and the conversion factor of insertion and removal seal. The mechanical fatigue life is determined based on the total equivalent fatigue life and the equivalent mechanical cycle frequency, and the minimum value of the mechanical fatigue life and the rubber aging life is selected.

[0013] In some specific embodiments, when the aircraft material structure category is hydraulic or electric, the fatigue wear dual-constraint calculation formula is selected, further including: Read the weighted average adjustment frequency, standard adjustment frequency, nominal fatigue life, nominal push rod wear life, and simulator correction coefficients corresponding to the nominal fatigue life and nominal push rod wear life of hydraulic and electric core aviation materials, respectively; The mechanical adjustment fatigue life is determined based on the nominal fatigue life, the corresponding simulator correction coefficient, and the weighted average adjustment frequency. The wear life of the push rod is determined based on the nominal wear life of the push rod, the corresponding simulator correction factor, the weighted average adjustment frequency, and the standard adjustment frequency. Minimum value screening is performed on the mechanical adjustment fatigue life and the push rod wear life.

[0014] In some specific embodiments, after reducing the theoretical lifespan based on a preset safety margin and outputting a maintenance threshold set including a time replacement threshold and a number of replacement thresholds, the method further includes: The operation and maintenance / replacement records of core aviation materials are collected at preset tracking cycles; The difference between the actual service life in the operation record and the theoretical service life is calculated to obtain the service life deviation. When the life deviation meets the preset deviation conditions, the deviation reason field is extracted from the maintenance and replacement record, and the parameter calibration is performed on the nominal life, the simulator correction coefficient, the frequency acceleration factor or the scene duration ratio based on the deviation reason field to obtain the updated life calculation formula; If the life deviation does not meet the preset deviation condition, the current life calculation formula is retained.

[0015] Based on the same concept, this invention also provides a core aircraft material life prediction model establishment system for multi-aircraft full-motion simulators, comprising: The data acquisition module is configured to collect the percentage of scene duration, operation frequency per unit time, maintenance and replacement records, real aircraft baseline frequency, aircraft material structural category, failure dimension, nominal life and simulator correction coefficient of core aviation materials in multiple training scenarios. The frequency calculation module is configured to perform a weighted calculation on the unit time operation frequency of each operation type based on the proportion of scene duration in each training scenario, so as to obtain the weighted operation frequency of each operation type. The calculation formula selection module is configured to identify the type of aircraft material structure and select from a number of preset life calculation formulas the time-time-number dual-constraint calculation formula, the Weibull frequency acceleration calculation formula, the equivalent mechanical cycle and material aging dual-constraint calculation formula, or the fatigue wear dual-constraint calculation formula corresponding to the type of aircraft material structure. The lifetime prediction module is configured to substitute the weighted operation frequency, the failure dimension, the nominal lifetime and the simulator correction coefficient into the selected lifetime calculation formula to obtain the lifetime of each failure dimension, and to perform minimum value filtering on the lifetime of each failure dimension to obtain the theoretical lifetime. The threshold output module is configured to reduce the theoretical lifespan based on a preset safety margin and output a set of maintenance thresholds including a time replacement threshold and a number of replacement thresholds.

[0016] Compared with existing technologies, its advantages are as follows: This invention discloses a method and system for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators. It collects training scenario duration proportions, operation frequency per unit time, real aircraft baseline frequency, aircraft material structure categories, and maintenance and replacement records. It performs weighted calculations on the operation frequency under different training scenarios, which can transform the differences in scenarios such as normal procedure training, fault simulation training, emergency training, initial modification training, and retraining in the full-motion simulator into frequency inputs that can be used for life calculation, reducing the prediction bias caused by directly using the usage frequency of real aircraft.

[0017] By reading the failure dimensions according to the structural categories of aviation materials and combining the failure mode impact and hazard analysis records and historical failure statistics records to generate failure dimension weights, it is possible to include different failure sources of core aviation materials such as electronic display, mechanical rotation, rubber seal, and hydraulic and electric materials into the life calculation, so that the life prediction process matches the actual structure and failure mechanism of aviation materials.

[0018] By selecting a dual-constraint calculation formula based on the structural category of the aircraft material, such as the duration and frequency dual-constraint calculation formula, the Weibull frequency accelerated calculation formula, the equivalent mechanical cycle and material aging dual-constraint calculation formula, or the fatigue and wear dual-constraint calculation formula, different calculation links can be used for different core aircraft materials such as display components, encoders, oxygen masks, and seat actuators, avoiding the inadequacy caused by using a single life model to handle all aircraft materials.

[0019] By substituting the weighted operation frequency, failure dimension, nominal lifespan, and simulator correction coefficient into the corresponding lifespan calculation formula, and performing minimum value screening on the lifespan of each failure dimension, the main failure dimensions that limit the actual lifespan of core aviation materials can be identified, providing a clear data source for the generation of time replacement thresholds, number of replacement thresholds, and maintenance inspection items.

[0020] The theoretical lifespan is reduced according to a preset safety margin, and a set of maintenance thresholds including time replacement thresholds and number of operation replacement thresholds is output. This can form maintenance rules that take into account both running time and cumulative number of operations, so that maintenance decisions can be adapted to the usage conditions of high-frequency operation and long-term operation of the simulator.

[0021] After the maintenance threshold set is output, operation records and maintenance and replacement records are collected. When the life deviation meets the preset deviation conditions, the nominal life, simulator correction coefficient, frequency acceleration factor or scenario duration ratio is calibrated. This enables the life calculation formula to be updated with changes in training scenarios, maintenance records and actual replacement results, forming a data closed loop between core aircraft material life prediction and maintenance management. Attached Figure Description

[0022] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is a flowchart illustrating some specific embodiments of the method for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators according to the present invention. Figure 2 This is a schematic diagram of the structure of a core aircraft material life prediction model establishment system for multi-aircraft full-motion simulators in some specific embodiments of the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms "a," "the," and "the" as used in the embodiments of this application are also intended to include the plural forms, unless the context clearly indicates otherwise, and "multiple" generally includes at least two.

[0025] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0026] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0027] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0028] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0029] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0030] Reference Figure 1 A method for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators, comprising: S101 collects the percentage of scene duration, frequency of operation per unit time, maintenance and replacement records, real aircraft baseline frequency, aircraft material structural category, failure dimension, nominal life and simulator correction coefficient of core aviation materials in multiple training scenarios. S102, perform weighted calculation on the unit time operation frequency of each operation type based on the scene duration ratio of each training scene to obtain the weighted operation frequency of each operation type; S103, identify the type of aircraft material structure, and select from a number of preset life calculation formulas the time-time-number dual-constraint calculation formula, the Weibull frequency acceleration calculation formula, the equivalent mechanical cycle and material aging dual-constraint calculation formula, or the fatigue wear dual-constraint calculation formula corresponding to the type of aircraft material structure. S104, Substitute the weighted operation frequency, the failure dimension, the nominal lifetime and the simulator correction coefficient into the selected lifetime calculation formula to obtain the lifetime of each failure dimension, and perform minimum value screening on the lifetime of each failure dimension to obtain the theoretical lifetime. S105, based on a preset safety margin, the theoretical lifespan is reduced, and a set of maintenance thresholds including time replacement threshold and number of replacement thresholds is output.

[0031] To provide a clearer explanation, the steps in the embodiments of the present invention are described in detail below: S101 collects the percentage of scene duration, frequency of operation per unit time, maintenance and replacement records, real aircraft baseline frequency, aircraft material structural category, failure dimension, nominal life and simulator correction coefficient of core aviation materials in multiple training scenarios. In this embodiment, the core aviation materials may include the Boeing 737 full-motion simulator display assembly, the Airbus A320 full-motion simulator flight control unit encoder, the Boeing 737 or Airbus A320 / 330 full-motion simulator oxygen mask, and the Airbus A320 / 330 full-motion simulator pilot seat actuator.

[0032] The collected data can come from simulator training schedule records, instructor operation records, aircraft material maintenance records, aircraft material replacement records, fault records, nominal life records in the maintenance standards of aircraft material suppliers or airlines, and baseline usage frequency records under real aircraft operating conditions.

[0033] Multiple training scenarios can include normal procedure training, fault simulation training, specialized emergency training, initial modification training, periodic retraining, and evidence-based training. Each training scenario records the percentage of time spent in that scenario; this percentage can be expressed as a percentage or converted to a decimal between 0 and 1.

[0034] The frequency of operations per unit time is collected separately according to the actual operation type of the core aviation materials. For example, the display components correspond to the frequency of brightness adjustment, page refresh, and power on / off; the flight control unit encoder corresponds to the total frequency of rotational adjustment operations such as altitude, speed, heading, and vertical speed; the oxygen mask corresponds to the frequency of deployment and reset, and insertion / removal sealing; and the pilot seat actuator corresponds to the total adjustment frequency related to fore-and-aft adjustment, height adjustment, backrest angle adjustment, and locking / unlocking.

[0035] The aforementioned frequencies can be obtained from training logs, instructor console operation logs, maintenance system entry records, or manual sampling statistics. When a training scenario lacks direct counting records, historical operation frequencies of the same aircraft type, the same aircraft material structure category, and the same training subject can be read as replacement inputs, and the replacement source, replacement time range, and replacement reason can be recorded.

[0036] The structural category of aircraft materials is used to constrain the selection of subsequent life calculation formulas. Core aircraft materials for electronic displays are typically subject to continuous power-on aging, backlight aging, power supply switching fatigue, and mechanical operation fatigue simultaneously; core aircraft materials for mechanical rotation are typically affected by rotational cycles, contact wear, encoder disk drift, and environmental aging; core aircraft materials for rubber seals are typically affected by mechanical cycle fatigue and material aging simultaneously; and core aircraft materials for hydraulic and electric systems are typically affected by adjustment cycle fatigue and pushrod wear simultaneously.

[0037] The nominal lifespan can include nominal fatigue life, nominal aging life, standard characteristic life, nominal pushrod wear life, and circuit board natural aging life. The simulator correction factor is used to correct the corresponding nominal lifespan based on the high utilization rate, high frequency training, and high frequency calibration conditions of the full-motion simulator. When different failure dimensions have different correction relationships, the simulator correction factor corresponding to the corresponding nominal lifespan is recorded separately.

[0038] The simulator correction factor can be determined based on simulator operation and maintenance data. In one example, core aviation materials such as electronic displays can use simulator correction factors in the range of 0.8 to 0.9, depending on different failure dimensions; core aviation materials involving mechanical rotation can use simulator correction factors adapted to the characteristics of high-frequency rotational wear; core aviation materials involving rubber seals can have corresponding simulator correction factors set based on mechanical fatigue and rubber aging; and core aviation materials involving hydraulic and electric components can have corresponding simulator correction factors set for nominal fatigue life and nominal pushrod wear life. Specific values ​​can be calibrated based on maintenance and replacement records and historical fault statistics.

[0039] When the collected data contains missing, duplicate, abnormal spans, or inconsistent record sources, preprocessing is performed on the data. Preprocessing may include removing abnormal records caused by simulator power supply failures, abnormal human operation, liquid spills, and non-training maintenance disassembly and assembly; standardizing the format of data from different training bases, different models, and different statistical periods to such formats as times / hour, times / year, or hours / year; and extracting replacement date, cumulative operating hours, cumulative number of operations, fault mode, maintenance conclusion, and replacement reason from maintenance and replacement records.

[0040] The preprocessed data forms the core aircraft material life calculation input record, which is used for subsequent frequency calculation, life calculation formula selection and life prediction.

[0041] S102, perform weighted calculation on the unit time operation frequency of each operation type based on the scene duration ratio of each training scene to obtain the weighted operation frequency of each operation type; Furthermore, for each training scenario, the frequency of each operation type per unit time and the corresponding scenario duration percentage are read. Based on the percentage of the duration of the scenario, a weighted calculation is performed on the frequency of operation per unit time for each operation type to obtain the weighted operation frequency for each operation type; The weighted frequency of each operation type is compared with the baseline frequency of the actual aircraft to obtain the operation intensity coefficient; Write the operational intensity coefficient and the training scenario identifier of the core aviation material into the frequency input set.

[0042] In this embodiment, the percentage of training scenario duration can be derived from annual training plans, monthly scheduling plans, or actual training logs. Weighted operation frequency is used to express the comprehensive frequency of a certain operation type per unit time under multiple training scenario combinations. For each operation type, the frequency of that operation type per unit time in each training scenario is weighted according to the percentage of scenario duration corresponding to each training scenario.

[0043] In one example, the scene durations for normal procedure training, fault simulation training, initial modification training, and evidence-based training of the Boeing 737 full-motion simulator display component accounted for 40%, 25%, 20%, and 15%, respectively. The brightness adjustment frequencies in each scene were 1.0 times / hour, 4.0 times / hour, 2.0 times / hour, and 1.6 times / hour, respectively, resulting in a weighted brightness adjustment operation frequency of 2.04 times / hour; the page refresh frequencies were 2.5 times / hour, 10.0 times / hour, 5.0 times / hour, and 4.0 times / hour, respectively, resulting in a weighted page refresh operation frequency of 5.10 times / hour; and the power on / off frequencies were 0.5 times / hour, 2.0 times / hour, 1.0 times / hour, and 0.8 times / hour, respectively, resulting in a weighted power on / off operation frequency of 1.02 times / hour.

[0044] In one example, the number of operations per hour of the encoder of the flight control unit of the Airbus A320 full-motion simulator in normal procedure training, special emergency training, initial conversion training and periodic retraining or evidence-based training are 8.0 times / hour, 40.0 times / hour, 24.0 times / hour and 16.0 times / hour respectively, corresponding to the scenario duration of 35%, 20%, 25% and 20% respectively, resulting in a weighted operation frequency of 20.0 times / hour.

[0045] In one example, the oxygen mask scenario in the full-model simulator accounts for 45%, 20%, 25%, and 10% of the training time in normal procedure training, specialized emergency decompression training, initial conversion training, and periodic retraining or evidence-based training, respectively. In normal procedure training, the deployment / reset frequency and the insertion / removal / sealing frequency are both 0; in the other three training scenarios, the deployment / reset frequency is 8.0 times / hour, 5.0 times / hour, and 3.0 times / hour, respectively, resulting in a weighted deployment / reset operation frequency of 3.15 times / hour; the insertion / removal / sealing frequency is 4.0 times / hour, 2.0 times / hour, and 1.0 times / hour, respectively, resulting in a weighted insertion / removal / sealing operation frequency of 1.40 times / hour.

[0046] In one example, the total number of adjustments per hour for the pilot seat actuators of the Airbus A320 / 330 full-motion simulator in different training scenarios were 6.0 times / hour, 18.0 times / hour, 9.0 times / hour, and 12.0 times / hour, respectively, corresponding to scenario durations of 30%, 25%, 20%, and 25%, respectively, resulting in a weighted average adjustment frequency of 11.1 times / hour.

[0047] The weighted operation frequency is compared with the corresponding real aircraft reference frequency. When the real aircraft reference frequency is greater than 0, the operation intensity coefficient can be obtained based on the comparison result. For example, if the real aircraft display component brightness adjustment reference frequency is 0.2 times / hour, the corresponding operation intensity coefficient can be determined based on the comparison result of the simulator brightness adjustment weighted operation frequency and the real aircraft reference frequency; the real aircraft flight control unit encoder reference frequency can be 0.8 times / hour, and the corresponding operation intensity coefficient can be determined based on the comparison result of the encoder weighted operation frequency and the real aircraft reference frequency.

[0048] When there are no operations corresponding to simulator training under normal operating conditions of the real aircraft, the absolute operation frequency obtained in the simulator scenario is used as the frequency input for the corresponding lifetime calculation, and the real aircraft reference frequency is used for scene recognition of the corresponding operation type.

[0049] Before performing weighted calculations, a total verification can be performed on the percentage of training session duration for each training scenario. If the total verification result meets the preset percentage conditions, the percentage of training session duration for each training scenario is retained; if the total verification result does not meet the preset percentage conditions, the percentage of training session duration for each training scenario is re-determined based on the effective training time within the most recent maintenance period.

[0050] In one example, the preset percentage condition can be that the total percentage of training scene durations is between 99.5% and 100.5%. When the total result does not meet the preset percentage condition, the effective training hours of each training scene in the most recent maintenance period are read, and the percentage of the corresponding scene duration is re-determined based on the proportion of the effective training hours of each training scene to the total effective training hours of all training scenes.

[0051] When the unit-time operation frequency is missing for any training scenario, historical operation frequencies for the same aircraft material structure category and the same training subject can be read. The missing operation frequencies are then replaced, and a replacement marker is generated. The replaced unit-time operation frequencies are then added to the frequency input set. The replacement marker can include the aircraft material structure category, training subject, replacement frequency source period, missing field before replacement, and value after replacement.

[0052] When historical operation frequencies for the same training subject are still missing, the corresponding training scenario record can be set to a pending review status, and temporary inputs can be determined using the valid historical operation frequencies of the same aircraft material structure category in adjacent training subjects. These temporary inputs, carrying replacement markers, participate in subsequent lifespan predictions, allowing the corresponding maintenance thresholds to be recalibrated after valid operation records are obtained in the next maintenance cycle.

[0053] S103, identify the aircraft material structure category, and select from a number of preset life calculation formulas the time-time-number dual-constraint calculation formula, Weibull frequency acceleration calculation formula, equivalent mechanical cycle and material aging dual-constraint calculation formula, or fatigue wear dual-constraint calculation formula corresponding to the aircraft material structure category; Furthermore, when the aircraft material structure category is electronic display type, a time-constrained calculation formula is selected based on the minimum value of mechanical operation fatigue life, power supply switching fatigue life, backlight aging life and circuit board aging life. When the aircraft material structure category is mechanical rotation, the Weibull frequency acceleration calculation formula is selected to calculate the total lifespan using the average number of annual operations, the reference number of annual operations, the standard characteristic lifespan, and the frequency acceleration factor. When the aircraft material structure category is rubber sealing, the calculation formula with dual constraints of equivalent mechanical cycle and material aging is selected. When the aircraft material structure category is hydraulic and electric, the fatigue wear double-constraint calculation formula is selected.

[0054] In this embodiment, the core aviation materials for electronic displays are affected by both the number of operations and the continuous operating time, so a dual-constraint calculation formula for duration and number of operations is adopted; the number of rotation operations for core aviation materials for mechanical rotation changes with the training intensity and affects the cumulative speed of mechanical wear, contact wear, and encoder disk drift, so a Weibull frequency acceleration calculation formula is adopted; the core aviation materials for rubber seals are affected by both mechanical cyclic fatigue and material aging, so a dual-constraint calculation formula for equivalent mechanical cycle and material aging is adopted; the core aviation materials for hydraulic and electric systems are affected by both adjustment cycle fatigue and push rod wear, so a dual-constraint calculation formula for fatigue and wear is adopted.

[0055] When the structural category of the aircraft material cannot be correlated with the preset lifespan calculation formula, the original data collection record is retained, and an abnormal record to be matched with the calculation formula is generated. Before the calculation formula matching is completed, the abnormal record is included in the subsequent operation record for manual review or re-identification after data is supplemented in the next cycle.

[0056] S104, Substitute the weighted operation frequency, the failure dimension, the nominal lifetime and the simulator correction coefficient into the selected lifetime calculation formula to obtain the lifetime of each failure dimension, and perform minimum value screening on the lifetime of each failure dimension to obtain the theoretical lifetime. In this embodiment, the failure dimension processing includes: Based on the aforementioned aircraft material structure category, read the failure dimensions from mechanical fatigue wear, electrical contact aging, rubber seal aging, hydraulic mechanism attenuation, or electric mechanism attenuation.

[0057] For electronic display components, specific failure dimensions may include backlight module aging, display panel pixel damage, interface gold finger wear, power supply switching fatigue, and circuit board aging; for mechanically rotating flight control unit encoders, specific failure dimensions may include mechanical rotational wear, encoder disk drift, electroplated gold contact aging, and environmental aging; for rubber-sealed oxygen masks, specific failure dimensions may include mechanical buckle fatigue fracture, rubber seal aging, hose bending wear, and plastic shell embrittlement; for hydraulically and electrically operated pilot seat actuators, specific failure dimensions may include hydraulic or electric actuator wear, gearbox gear fatigue, solenoid valve or motor aging, and locking mechanism wear.

[0058] The occurrence frequency, hazard level, and maintenance interval of each failure dimension were extracted from the failure mode impact and hazard analysis records and historical failure statistics records.

[0059] Failure Mode and Effects Analysis (FMEA) records may include the failure mode name, affected objects, hazard level, detectability, maintenance complexity, and recommended handling methods; historical failure statistics records may include the number of occurrences of each failure dimension within the statistical period, maintenance downtime, number of replaced parts, and maintenance intervals.

[0060] The occurrence count is used to characterize the frequency of a certain failure dimension in the historical record, the hazard level is used to characterize the degree of impact of the corresponding failure dimension on training continuity and equipment operation, and the maintenance interval is used to characterize the occurrence cycle of the corresponding failure dimension in actual operation.

[0061] The occurrence frequency, the hazard level, and the maintenance interval are normalized respectively, and weighted according to the corresponding weight coefficients to obtain the failure dimension weight.

[0062] Specifically, the normalization of occurrence frequency can be determined based on the relationship between the occurrence frequency of a certain failure dimension and the occurrence frequency of each failure dimension under the same aircraft material structural category; the normalization of hazard level can be determined based on the relationship between hazard level and preset hazard level range; and the normalization of maintenance interval can be determined based on maintenance interval and maintenance interval for each failure dimension under the same aircraft material structural category.

[0063] In one example, the weighting coefficients for the frequency of occurrence, hazard level, and maintenance interval can be set to 0.4, 0.4, and 0.2, respectively. These weighting coefficients can also be calibrated based on historical fault data and maintenance / replacement records.

[0064] When historical failure statistics are insufficient to determine stable failure dimension weights, initial empirical weights can be set based on the failure mechanisms corresponding to the aircraft material structural categories. For example, fatigue wear failure is the primary failure dimension for mechanical aircraft materials, aging failure is the primary failure dimension for electronic aircraft materials, and material aging failure is the primary failure dimension for rubber aircraft materials. The corresponding weights are then gradually updated based on subsequent maintenance and replacement records.

[0065] The failure dimension weights and the weighted operation frequency are used as inputs for calculating the lifespan of each failure dimension. The failure dimension weights are used to characterize the relative impact of each failure dimension on the lifespan of core aircraft materials, and to determine the main failure dimensions involved in lifespan prediction, related parameter configurations, and subsequent maintenance and inspection items.

[0066] In this embodiment, the lifespan calculation of core aerospace materials such as electronic displays includes: When the aircraft material structure category is electronic display, the fatigue life of brightness adjustment, power on / off, and page refresh is determined based on the weighted operation frequency of brightness adjustment, power on / off, and page refresh of the display component.

[0067] For the fatigue life of brightness adjustment, the nominal fatigue life of brightness adjustment is corrected according to the corresponding analog correction factor, and the corresponding usage time is converted according to the weighted operation frequency of brightness adjustment.

[0068] For power supply switching fatigue life, the nominal power supply switching fatigue life is corrected according to the corresponding simulator correction factor, and converted into the corresponding service time based on the power supply switching weighted operation frequency.

[0069] For page refresh fatigue life, the nominal page refresh fatigue life is adjusted according to the corresponding simulator correction factor, and converted into the corresponding usage time based on the page refresh weighted operation frequency.

[0070] The backlight aging life is determined based on the nominal aging life of the backlight module and its corresponding analog correction factor.

[0071] When the natural aging life of a circuit board is measured in years, the aging life of the circuit board is converted into hours based on the natural aging life of the circuit board, the corresponding simulator correction factor, and the annual training time.

[0072] In one example, the nominal fatigue life of the brightness adjustment is 5 × 10⁻⁶. 4 The analog correction factor for brightness adjustment is 0.85, and the weighted operation frequency for brightness adjustment is 2.04 times / hour, resulting in a brightness adjustment fatigue life of approximately 20,833 hours.

[0073] The nominal fatigue life of the power supply is 1×10⁻⁶. 4 The analog correction factor for power on / off is 0.8, and the weighted operation frequency for power on / off is 1.02 times / hour, resulting in a power on / off fatigue life of approximately 7843 hours.

[0074] The page refresh indicates a nominal fatigue life of 1×10⁻⁶. 6 The simulator correction factor for each page refresh is 0.9, and the weighted frequency of page refresh operations is 5.10 times / hour, resulting in a page refresh fatigue life of approximately 176,471 hours.

[0075] The backlight module has a nominal aging life of 30,000 hours. The corresponding analog correction factor for the backlight module is 0.8, resulting in a backlight aging life of 24,000 hours.

[0076] The natural aging life of the circuit board is 8 years, the corresponding simulator correction factor for the circuit board is 0.8, the annual training time is 6205 hours, and the aging life of the circuit board is 39712 hours.

[0077] The fatigue life of brightness adjustment, power on / off fatigue life, page refresh fatigue life, backlight aging life, and circuit board aging life are all unified to a minimum value after one hour, and then filtered by minimum value. In the above example, the theoretical lifespan of core aerospace materials for electronic displays is approximately 7843 hours, and the core constraint dimension is power on / off fatigue.

[0078] In this embodiment, the lifespan calculation of mechanically rotating core aerospace materials includes: When the aircraft material structure category is mechanical rotation type, the number of operations per hour for the core aircraft material of mechanical rotation type is weighted based on the proportion of scene duration in each training scenario to obtain the weighted operation frequency, and the average number of operations per year is determined based on the weighted operation frequency and the annual training duration.

[0079] The simulator correction coefficients for core mechanical rotating aerospace materials can be used to calibrate the life parameters of simulators under high-frequency rotation, regular maintenance, and high utilization conditions. The calibrated standard characteristic life and frequency acceleration factor are used as parameters in the Weibull frequency acceleration calculation formula.

[0080] The standard characteristic lifetime is calculated using a power-law conversion based on the reference annual number of operations, the average annual number of operations, and the frequency acceleration factor. The total lifetime count is determined according to the following formula: ; in, Indicates the total number of lifetimes, expressed in times. Indicates standard characteristic lifetime, in units of cycles; This indicates the reference number of operations per year, expressed in times per year. This indicates the average number of operations per year, expressed as operations per year. This represents the frequency acceleration factor.

[0081] The theoretical lifespan of mechanically rotating core aerospace materials is determined based on the total number of lifespan operations and the average number of operations per year, and the total number of lifespan operations is converted into the corresponding service life based on the average number of operations per year.

[0082] In one example, the weighted operation frequency of the encoder of the flight control unit of the Airbus A320 full-motion simulator in each training scenario is 20.0 times / hour, and the annual training time is 6205 hours, thus determining the corresponding average number of operations per year.

[0083] The standard characteristic lifetime can be taken as 1×10. 6 The reference annual number of operations can be taken as 5000 times / year, and the frequency acceleration factor can be taken as 1.45. The above parameters are used to explain the parameter setting method of Weibull frequency acceleration calculation formula. In actual application, the standard characteristic life, simulator correction coefficient and frequency acceleration factor are calibrated according to the historical operating status, maintenance and replacement records and fault statistics of core aviation materials.

[0084] When training intensity increases, the total lifespan and the corresponding theoretical lifespan of mechanically rotating core aircraft materials are re-determined based on the increased average number of operations per year; when training intensity decreases, the total lifespan and the corresponding theoretical lifespan of mechanically rotating core aircraft materials are re-determined based on the decreased average number of operations per year, thus obtaining the theoretical lifespan under different training intensities.

[0085] In this embodiment, the lifespan calculation for core aerospace materials such as rubber seals includes: When the aircraft material structure category is rubber sealing, read the deployment and reset weighted operation frequency and the insertion and removal sealing weighted operation frequency of the core aircraft material of the rubber sealing category.

[0086] The unfolding and resetting operation serves as the main cycle, while the insertion and removal sealing operation serves as the secondary cycle. The frequency of the insertion and removal sealing weighted operation is calculated for the main cycle based on the insertion and removal sealing conversion factor, and the equivalent mechanical cycle frequency is determined by combining this with the frequency of the unfolding and resetting weighted operation.

[0087] The total equivalent fatigue life is determined based on the nominal fatigue life of unfolding and resetting, the nominal fatigue life of insertion and removal sealing, the simulator correction factor corresponding to the nominal fatigue life of unfolding and resetting, the simulator correction factor corresponding to the nominal fatigue life of insertion and removal sealing, and the conversion factor of insertion and removal sealing.

[0088] Specifically, the nominal fatigue life of the unfolded and reset mechanism is multiplied by its corresponding simulator correction factor to obtain the corrected unfolded and reset fatigue life; the nominal fatigue life of the insertion and removal seal is multiplied by its corresponding simulator correction factor and the insertion and removal seal conversion factor to obtain the converted equivalent fatigue life of the insertion and removal seal; the corrected unfolded and reset fatigue life is added to the converted equivalent fatigue life of the insertion and removal seal to obtain the total equivalent fatigue life.

[0089] Mechanical fatigue life is determined based on total equivalent fatigue life and equivalent mechanical cycle frequency.

[0090] The aging life of rubber is determined based on the nominal aging life of the rubber seal and its corresponding simulator correction factor. The mechanical fatigue life and rubber aging life are then standardized to the same time unit before a minimum value selection is performed.

[0091] In one example, the unfolding reset weighted operation frequency is 3.15 times / hour, the insertion and extraction sealing weighted operation frequency is 1.40 times / hour, and the insertion and extraction sealing conversion factor is 0.5, resulting in an equivalent mechanical cycle frequency of 3.85 times / hour.

[0092] The nominal fatigue life after unfolding and resetting is 5×10 4 The simulator correction factor for the nominal fatigue life of the unfolded reset is 0.8; the nominal fatigue life of the insertion and removal seal is 3×10⁻⁶. 4 The simulator correction factor for the nominal fatigue life of the insertion and removal seal is 0.8, and the conversion factor for the insertion and removal seal is 0.5, resulting in a total equivalent fatigue life of 52,000 cycles.

[0093] Based on the total equivalent fatigue life and the equivalent mechanical cycle frequency, the mechanical fatigue life is approximately 13,506 hours. After conversion to an annual training duration of 6,205 hours, the mechanical fatigue life is approximately 2.18 years.

[0094] The nominal aging life of the rubber seal is 5 years. With a simulator correction factor of 0.75, the rubber aging life is calculated to be 3.75 years. Mechanical fatigue life is shorter than the rubber aging life; therefore, the theoretical life in the above example is approximately 2.18 years, with mechanical cyclic fatigue being the core constraint.

[0095] In this embodiment, the lifespan calculation of hydraulic and electric core aerospace materials includes: When the aircraft material structure category is hydraulic and electric, the weighted average adjustment frequency, standard adjustment frequency, nominal fatigue life, nominal push rod wear life, and simulator correction coefficients corresponding to the nominal fatigue life and nominal push rod wear life of the core aircraft material of the hydraulic and electric category are read.

[0096] For mechanical adjustment of fatigue life, the nominal fatigue life is corrected according to the corresponding simulator correction factor, and the number of cycles is converted into usage time according to the weighted average adjustment frequency.

[0097] To obtain the push rod wear life, multiply the nominal push rod wear life by the corresponding simulator correction factor, and then multiply by the ratio of the standard adjustment frequency to the weighted average adjustment frequency.

[0098] In one example, the nominal fatigue life is 8 × 10⁻⁶. 5 The corresponding simulator correction factor is 0.8, the weighted average adjustment frequency is 11.1 times / hour, and the mechanical adjustment fatigue life is approximately 57,658 hours.

[0099] The nominal wear life of the push rod is 20,000 hours, the corresponding simulator correction factor is 0.85, the standard adjustment frequency is 10 times / hour, and the weighted average adjustment frequency is 11.1 times / hour, resulting in a push rod wear life of approximately 15,315 hours.

[0100] Minimum values ​​were used to filter the fatigue life of the mechanical adjustment and the wear life of the pushrod, resulting in a theoretical lifespan of approximately 15,315 hours for core hydraulic and electric aerospace components. After conversion to an annual training duration of 6,205 hours, the theoretical lifespan is approximately 2.47 years, with pushrod wear being the core constraint dimension.

[0101] In this embodiment, the lifetime calculation record and minimum value screening include: During the lifespan prediction process, the input fields, output fields, and anomaly markers of each calculation formula can be recorded.

[0102] Input fields may include aircraft material structure category, training scenario identifier, weighted operation frequency, failure dimension and failure dimension weight, nominal life, simulator correction factor, conversion factor, frequency acceleration factor and annual training duration; output fields may include life of each failure dimension, limited life candidate, calculation formula type, theoretical life and calculation time.

[0103] When a certain nominal lifespan or simulator correction factor is missing, temporary calculation parameters can be formed based on existing valid parameters of the same aircraft material structure category, and the parameter not configured is marked and written into the operation record, so that the temporary calculation results can be recalibrated after obtaining valid maintenance data.

[0104] When the weighted operation frequency is 0, for failure dimensions that do not have a corresponding operation cycle, the cycle life conversion based on the operation frequency is not performed; when the aircraft material still has time aging constraints, the corresponding time aging life is calculated and the operation constraint is marked as not applicable.

[0105] For core aircraft components with electronic displays, the lifespans used for minimum value selection can include brightness adjustment fatigue life, power on / off fatigue life, page refresh fatigue life, backlight aging life, and circuit board aging life; for core aircraft components with rubber seals, they can include mechanical fatigue life and rubber aging life; for core aircraft components with hydraulic and electric components, they can include mechanical adjustment fatigue life and push rod wear life; for core aircraft components with mechanical rotation, the theoretical lifespan is determined based on the Weibull frequency acceleration calculation results corresponding to the current training intensity, and the theoretical lifespan under different training intensities can be retained for maintenance strategy comparison.

[0106] When lifetimes used for screening or comparison are in different units, all lifetimes should first be unified to the same time unit. Hour-type lifetimes can be converted to years based on annual training duration, year-type lifetimes can be converted to hours based on annual training duration, and frequency-type lifetimes can be converted to time lifetimes based on the corresponding operation frequency. Alternatively, the frequency-type lifetime can be retained for later use in forming frequency-based thresholds.

[0107] When converting units, record the original calculated value, the basis for unit conversion, and the converted lifespan value, and record the corresponding unit when outputting the theoretical lifespan.

[0108] When the difference between the lifetimes of two failure dimensions meets a preset proximity condition, multiple core constraint dimensions can be recorded simultaneously. For example, the preset proximity condition can be set to the difference between two candidate lifetimes being less than 10% of the theoretical lifetime. When the preset proximity condition is met, maintenance check items corresponding to multiple core constraint dimensions are simultaneously formed in the maintenance threshold set.

[0109] When a candidate lifetime is obtained by temporary replacement frequency or temporary correction parameters, the corresponding theoretical lifetime can still be obtained, but the temporary parameter mark is retained in the theoretical lifetime record for subsequent maintenance threshold output and parameter calibration.

[0110] S105, based on a preset safety margin, the theoretical lifespan is reduced, and a set of maintenance thresholds including time replacement threshold and number of replacement thresholds is output.

[0111] In this embodiment, the preset safety margin can be determined according to the type of aircraft material structure. In one example, a 12% safety margin can be used for core aircraft materials such as electronic displays and hydraulic / electric components, a 10% safety margin can be used for core aircraft materials such as mechanically rotating components, and a 15% safety margin can be used for core aircraft materials such as rubber-sealed components.

[0112] The replacement time threshold is determined based on the theoretical lifespan and the preset safety margin.

[0113] The replacement threshold is determined based on the effective usage time corresponding to the theoretical lifespan, the weighted operation frequency of the corresponding operation type, and the preset safety margin.

[0114] In one example, the theoretical lifespan of the display components in a Boeing 737 full-motion simulator is approximately 7,843 hours. With a 12% safety margin, the time replacement threshold is approximately 1.11 years, the power on / off replacement threshold is approximately 7,040 times, the brightness adjustment replacement threshold is approximately 14,080 times, and the page refresh replacement threshold is approximately 35,200 times.

[0115] For mechanically rotating core aircraft materials, after determining the total lifespan and theoretical lifespan using the Weibull frequency acceleration formula, time-based replacement thresholds and number-based replacement thresholds are formed based on the safety margins corresponding to these materials. When training intensity changes, a corresponding set of maintenance thresholds is formed based on the theoretical lifespan redefined under the corresponding training intensity.

[0116] In one example, the theoretical lifespan of the oxygen masks in the full-model simulator is approximately 2.18 years. With a 15% safety margin, the replacement time threshold is approximately 1.85 years. The replacement thresholds for the number of deployment and reset operations and the number of insertion and sealing operations are respectively determined based on the weighted frequency of deployment and reset operations and the weighted frequency of insertion and sealing operations.

[0117] In one example, the theoretical lifespan of the Airbus A320 / 330 full-motion simulator pilot seat actuator is approximately 15,315 hours, or about 2.47 years. With a 12% safety margin, the replacement time threshold is approximately 2.17 years, and the cumulative adjustment replacement threshold is approximately 149,600 times. The pushrod lubrication and gearbox inspection cycles can also be set in conjunction with maintenance strategies, for example, performing pushrod lubrication and gearbox inspection every 3,000 cumulative adjustments.

[0118] The maintenance threshold set can include aircraft material name, aircraft material structure category, calculation formula type, theoretical life, time replacement threshold, number of replacement thresholds, core constraint dimension, maintenance check item, parameter source, anomaly marker and update cycle.

[0119] For core aviation materials with electronic displays, the maintenance threshold set can include power on / off count thresholds, brightness adjustment count thresholds, backlight inspection items, and circuit board aging inspection items; for core aviation materials with mechanical rotation, the maintenance threshold set can include cumulative rotation count thresholds, time thresholds, and accuracy calibration cycles; for core aviation materials with rubber seals, the maintenance threshold set can include cumulative deployment and reset count thresholds, cumulative insertion and removal seal count thresholds, rubber seal inspection items, and hose bending inspection items; for core aviation materials with hydraulic and electric components, the maintenance threshold set can include cumulative adjustment count thresholds, push rod lubrication cycles, gearbox inspection cycles, and time thresholds.

[0120] After the maintenance threshold set is output, the operation records and maintenance replacement records of core aviation materials are collected at a preset tracking cycle.

[0121] The operation record may include cumulative operating hours, cumulative number of operations, percentage of training scenario duration, operating status of core aircraft materials, fault trigger time and maintenance inspection results; the maintenance and replacement record may include replacement date, cumulative number of operations before replacement, cumulative operating hours before replacement, fault mode, maintenance conclusion, replacement reason field and initial status after replacement.

[0122] The lifespan deviation is obtained by calculating the difference between the actual lifespan and the theoretical lifespan recorded in the operation log. The lifespan deviation can be determined based on the ratio of the absolute value of the difference between the actual lifespan and the theoretical lifespan to the theoretical lifespan.

[0123] In one example, the preset tracking period can be 6 months, and the preset deviation condition can be a lifespan deviation greater than 20%.

[0124] When the life deviation meets the preset deviation conditions, the deviation cause field is extracted from the maintenance and replacement record, and the nominal life, the simulator correction coefficient, the frequency acceleration factor or the scene duration ratio are calibrated based on the deviation cause field to obtain the updated life calculation formula.

[0125] Specifically, life deviations can be grouped according to the type of aircraft material structure and the dimension of failure. The actual operation frequency offset, maintenance interval offset, and replacement reason marker can be extracted from the operation records and maintenance replacement records corresponding to each group of life deviations.

[0126] When the deviation cause field indicates that the change in the proportion of training scenarios has led to a continuous shift in the actual operation frequency, the proportion of scenario duration or the corresponding operation frequency parameter is corrected according to the corresponding operation record; when the replacement cause field indicates that the corresponding aging failure has occurred prematurely, the corresponding nominal aging life or simulator correction coefficient is corrected; when the actual wear characteristics of mechanical rotating core aviation materials change, the frequency acceleration factor is calibrated according to the maintenance and replacement record.

[0127] When the life deviation does not meet the preset deviation condition, the current life calculation formula is retained, and the running record of the current tracking cycle is used as data for subsequent parameter calibration.

[0128] The updated lifetime calculation formula is used for lifetime prediction and maintenance threshold determination in the next tracking cycle, thereby forming a data closed loop of lifetime prediction, actual operation tracking, deviation identification and parameter calibration.

[0129] It can also generate operation log records corresponding to the maintenance threshold set. The operation log records can include input data version number, training scenario identifier, weighted operation frequency of each operation type, aircraft material structure category, failure dimension weight, selected life calculation formula, life of each failure dimension, theoretical life, core constraint dimension, safety margin, time replacement threshold, number of replacement thresholds, and anomaly markers.

[0130] Operation logs can be stored in the life prediction record table of the simulator maintenance management system, or read through the debugging interface. When reviewing the prediction results, maintenance personnel can trace the formation process of the maintenance threshold set based on the operation logs and verify whether the corresponding thresholds are triggered by temporary replacement frequency, temporary parameter correction, or parameter calibration.

[0131] The following description uses specific examples to illustrate this embodiment.

[0132] In one application example, training scenario data for the display components of a Boeing 737 full-motion simulator were collected. The scenario durations for normal procedure training, fault simulation training, initial modification training, and evidence-based training accounted for 40%, 25%, 20%, and 15%, respectively. Based on the scenario duration percentages for each training scenario, a weighted calculation was performed on the operation frequency per unit time for each operation type, resulting in a weighted operation frequency of 2.04 times / hour for brightness adjustment, 5.10 times / hour for page refresh, and 1.02 times / hour for power on / off.

[0133] The aerospace material structure category of the display component is identified as electronic display, and a dual-constraint calculation formula for duration and number of times is selected.

[0134] Based on the nominal lifespan, corresponding analog correction factors, and weighted operating frequency, the fatigue lifespan is approximately 20,833 hours for brightness adjustment, 7,843 hours for power on / off, 176,471 hours for page refresh, 24,000 hours for backlight aging, and 39,712 hours for circuit board aging. After performing minimum value filtering, the theoretical lifespan is approximately 7,843 hours.

[0135] Based on a 12% safety margin, corresponding time replacement thresholds and number of replacement thresholds are established.

[0136] In another application example, the weighted operation frequency of the encoder of the flight control unit of the Airbus A320 full-motion simulator is 20.0 times / hour in each training scenario, with an annual training duration of 6205 hours.

[0137] The encoder's material structure is identified as mechanical rotation type, and the Weibull frequency acceleration calculation formula is selected.

[0138] The average number of operations per year is determined based on the weighted operation frequency and annual training duration. The reference annual operation frequency, average annual operation frequency, standard characteristic lifespan, and frequency acceleration factor are then substituted into the Weibull frequency acceleration calculation formula to determine the total lifespan and the theoretical lifespan of mechanically rotating core aircraft materials. When training intensity increases or decreases, the total lifespan and corresponding theoretical lifespan are re-determined based on the changed average annual operation frequency.

[0139] In another application example, the weighted frequency of deployment and reset of oxygen masks for the full-model simulator is 3.15 times / hour, the weighted frequency of insertion and sealing is 1.40 times / hour, and the insertion and sealing conversion factor is 0.5.

[0140] The oxygen mask's structural material is identified as a rubber seal type, and a dual-constraint calculation formula based on equivalent mechanical cycles and material aging is selected.

[0141] The equivalent mechanical cycle frequency was determined to be 3.85 cycles / hour, the total equivalent fatigue life was 52,000 cycles, and the mechanical fatigue life was approximately 13,506 hours, or about 2.18 years; the rubber aging life was 3.75 years. After performing minimum value screening, the theoretical life was obtained to be approximately 2.18 years.

[0142] In another application example, the weighted average adjustment frequency of the pilot seat actuators in the Airbus A320 / 330 full-motion simulator is 11.1 times / hour, the standard adjustment frequency is 10 times / hour, and the nominal fatigue life is 8 × 10⁻⁶. 5 The nominal push rod wear life is 20,000 hours, and the simulator correction factors corresponding to the nominal fatigue life and the nominal push rod wear life are 0.8 and 0.85, respectively.

[0143] The aerospace material structure of the actuator is identified as hydraulic-electric, and a fatigue wear double-constraint calculation formula is selected.

[0144] The mechanical adjustment fatigue life was approximately 57,658 hours and the push rod wear life was approximately 15,315 hours. After performing minimum value screening, the theoretical life was approximately 15,315 hours.

[0145] For the purpose of simplicity, the method steps disclosed in the above embodiments are described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0146] like Figure 2 As shown, the present invention also provides a core aircraft material life prediction model establishment system for multi-aircraft full-motion simulators, comprising: The data acquisition module 201 is configured to collect the percentage of scene duration, operation frequency per unit time, maintenance and replacement records, real aircraft baseline frequency, aircraft material structural category, failure dimension, nominal life and simulator correction coefficient of core aviation materials in multiple training scenarios. The frequency calculation module 202 is configured to perform weighted calculation on the unit time operation frequency of each operation type based on the scene duration ratio of each training scene, so as to obtain the weighted operation frequency of each operation type; The calculation formula selection module 203 is configured to identify the type of aircraft material structure and select from a plurality of preset life calculation formulas the time-time-number dual-constraint calculation formula, the Weibull frequency acceleration calculation formula, the equivalent mechanical cycle and material aging dual-constraint calculation formula, or the fatigue wear dual-constraint calculation formula corresponding to the type of aircraft material structure. The lifetime prediction module 204 is configured to substitute the weighted operation frequency, the failure dimension, the nominal lifetime and the simulator correction coefficient into the selected lifetime calculation formula to obtain the lifetime of each failure dimension, and to perform minimum value filtering on the lifetime of each failure dimension to obtain the theoretical lifetime. The threshold output module 205 is configured to reduce the theoretical lifespan based on a preset safety margin and output a maintenance threshold set including a time replacement threshold and a number of replacement thresholds. It is worth noting that although only some basic functional modules are disclosed in this embodiment, it does not mean that the composition of this system is limited to the above-mentioned basic functional modules. On the contrary, based on the above-mentioned basic functional modules, those skilled in the art can arbitrarily add one or more functional modules in combination with existing technology to form an infinite number of embodiments or technical solutions. That is to say, this system is open rather than closed. The fact that this embodiment only discloses a few basic functional modules does not mean that the scope of protection of this invention is limited to the disclosed basic functional modules. Furthermore, for ease of description, the above device is described by function as various units and modules. Of course, in implementing this invention, the functions of each unit and module can be implemented in one or more software and / or hardware.

[0147] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators, characterized in that, include: Collect data on the percentage of time spent on core aircraft materials in multiple training scenarios, the frequency of operations per unit time, maintenance and replacement records, the baseline frequency of real aircraft, the structural categories of aircraft materials, failure dimensions, nominal lifespan, and simulator correction coefficients. Based on the percentage of scene duration in each training scenario, the frequency of operation per unit time for each operation type is weighted and calculated to obtain the weighted operation frequency for each operation type. Identify the aircraft material structure category, and select from a number of preset life calculation formulas the time-time-number dual-constraint calculation formula, the Weibull frequency acceleration calculation formula, the equivalent mechanical cycle and material aging dual-constraint calculation formula, or the fatigue wear dual-constraint calculation formula corresponding to the aircraft material structure category; Substitute the weighted operation frequency, the failure dimension, the nominal lifetime, and the simulator correction coefficient into the selected lifetime calculation formula to obtain the lifetime of each failure dimension, and perform minimum value screening on the lifetime of each failure dimension to obtain the theoretical lifetime. The theoretical lifespan is reduced based on a preset safety margin, and a set of maintenance thresholds including time replacement thresholds and number of replacement thresholds is output.

2. The method for establishing a core aircraft material life prediction model for a multi-aircraft full-motion simulator according to claim 1, characterized in that, Based on the percentage of scene duration for each training scenario, a weighted calculation is performed on the operation frequency per unit time for each operation type to obtain the weighted operation frequency for each operation type, which further includes: For each training scenario, read the frequency of each operation type per unit time and the corresponding scenario duration percentage within the training scenario; Based on the percentage of the duration of the scenario, a weighted calculation is performed on the frequency of operation per unit time for each operation type to obtain the weighted operation frequency for each operation type; The weighted frequency of each operation type is compared with the baseline frequency of the actual aircraft to obtain the operation intensity coefficient; Write the operational intensity coefficient and the training scenario identifier of the core aviation material into the frequency input set.

3. The method for establishing a core aircraft material life prediction model for a multi-aircraft full-motion simulator according to claim 1, characterized in that, Substituting the weighted operation frequency, the failure dimension, the nominal lifetime, and the simulator correction coefficient into the selected lifetime calculation formula, the lifetime for each failure dimension is obtained, further including: Based on the aforementioned aircraft material structure category, read the failure dimensions from mechanical fatigue wear, electrical contact aging, rubber seal aging, hydraulic mechanism attenuation, or electric mechanism attenuation; Extract the occurrence frequency, hazard level, and maintenance interval of each failure dimension from the failure mode impact and hazard analysis records and historical failure statistics records; The failure dimension weights are obtained by performing normalized weighting based on the number of occurrences, the hazard level, and the maintenance interval. The failure dimension weights and the weighted operation frequency are used as inputs for calculating the lifetime of each failure dimension.

4. The method for establishing a core aircraft material life prediction model for a multi-aircraft full-motion simulator according to claim 1, characterized in that, From a set of preset lifespan calculation formulas, select a dual-constraint calculation formula for duration and number of cycles, a Weibull frequency acceleration calculation formula, a dual-constraint calculation formula for equivalent mechanical cycles and material aging, or a dual-constraint calculation formula for fatigue wear corresponding to the type of aerospace material structure, and further include: When the aircraft material structure category is electronic display, a time-constrained calculation formula is selected, which filters the minimum value of mechanical operation fatigue life, power supply switching fatigue life, backlight aging life and circuit board aging life. When the aircraft material structure category is mechanical rotation, the Weibull frequency acceleration calculation formula is selected to calculate the total lifespan using the average number of annual operations, the reference number of annual operations, the standard characteristic lifespan, and the frequency acceleration factor. When the aircraft material structure category is rubber sealing, the calculation formula with dual constraints of equivalent mechanical cycle and material aging is selected. When the aircraft material structure category is hydraulic and electric, the fatigue wear double-constraint calculation formula is selected.

5. The method for establishing a core aircraft material life prediction model for a multi-aircraft full-motion simulator according to claim 4, characterized in that, When the aircraft material structure category is electronic display, a time-constrained calculation formula is selected based on the minimum value of mechanical operation fatigue life, power supply switching fatigue life, backlight aging life, and circuit board aging life, further including: Based on the weighted operation frequency of brightness adjustment, power on / off, and page refresh of the display components, the fatigue life of brightness adjustment, power on / off, and page refresh is determined respectively. The backlight aging life is determined based on the nominal aging life of the backlight module and its corresponding analog correction factor, and the circuit board aging life is determined based on the natural aging life of the circuit board and its corresponding analog correction factor. The theoretical lifespan of core aerospace materials for electronic displays is obtained by performing minimum value filtering from the fatigue lifespan of brightness adjustment, power on / off, page refresh, backlight aging, and circuit board aging.

6. The method for establishing a core aircraft material life prediction model for a multi-aircraft full-motion simulator according to claim 4, characterized in that, When the aircraft material structure category is mechanical rotation type, the Weibull frequency acceleration calculation formula, which calculates the total lifespan using the average annual number of operations, reference annual number of operations, standard characteristic lifespan, and frequency acceleration factor, is selected, further including: The hourly operation frequency of core mechanical rotating aerospace materials is calculated by weighting the percentage of scene duration for each training scenario. The average number of operations per year is determined based on the weighted operation frequency and the annual training duration. The standard characteristic lifetime is calculated by exponential conversion based on the reference annual number of operations, the annual average number of operations, and the frequency acceleration factor to obtain the total lifetime count. The theoretical lifespan of mechanically rotating core aviation materials is determined based on the total number of lifespan operations and the average number of annual operations. Based on the annual average number of operations after the increase or decrease in training intensity, the total lifespan and the corresponding theoretical lifespan of mechanical rotating core aircraft materials are re-determined to obtain the theoretical lifespan under different training intensities.

7. The method for establishing a core aircraft material life prediction model for a multi-aircraft full-motion simulator according to claim 4, characterized in that, When the aircraft material structure category is rubber sealing, the calculation formula with dual constraints of equivalent mechanical cycle and material aging is selected, further including: Read the weighted frequency of unfolding and resetting operations and the weighted frequency of insertion and removal sealing operations for core aerospace materials with rubber seals; The main cycle frequency is calculated based on the insertion and removal seal conversion factor and the weighted operation frequency of the insertion and removal seal is determined in combination with the unfolding and reset weighted operation frequency. The total equivalent fatigue life is determined based on the nominal fatigue life of unfolding and resetting, the nominal fatigue life of insertion and removal sealing, the simulator correction factor corresponding to the nominal fatigue life of unfolding and resetting, the simulator correction factor corresponding to the nominal fatigue life of insertion and removal sealing, and the conversion factor of insertion and removal sealing. The mechanical fatigue life is determined based on the total equivalent fatigue life and the equivalent mechanical cycle frequency, and the minimum value of the mechanical fatigue life and the rubber aging life is selected.

8. The method for establishing a core aircraft material life prediction model for a multi-aircraft full-motion simulator according to claim 4, characterized in that, When the aircraft material structure category is hydraulic or electric, the fatigue wear double-constraint calculation formula is selected, further including: Read the weighted average adjustment frequency, standard adjustment frequency, nominal fatigue life, nominal push rod wear life, and simulator correction coefficients corresponding to the nominal fatigue life and nominal push rod wear life of hydraulic and electric core aviation materials, respectively; The mechanical adjustment fatigue life is determined based on the nominal fatigue life, the corresponding simulator correction coefficient, and the weighted average adjustment frequency. The wear life of the push rod is determined based on the nominal wear life of the push rod, the corresponding simulator correction factor, the weighted average adjustment frequency, and the standard adjustment frequency. Minimum value screening is performed on the mechanical adjustment fatigue life and the push rod wear life.

9. The method for establishing a core aircraft material life prediction model for a multi-aircraft full-motion simulator according to claim 1, characterized in that, After reducing the theoretical lifespan based on a preset safety margin and outputting a maintenance threshold set including a time replacement threshold and a number of replacement thresholds, the system further includes: The operation and maintenance / replacement records of core aviation materials are collected at preset tracking cycles; The difference between the actual service life in the operation record and the theoretical service life is calculated to obtain the service life deviation. When the life deviation meets the preset deviation conditions, the deviation reason field is extracted from the maintenance and replacement record, and the parameter calibration is performed on the nominal life, the simulator correction coefficient, the frequency acceleration factor or the scene duration ratio based on the deviation reason field to obtain the updated life calculation formula; If the life deviation does not meet the preset deviation condition, the current life calculation formula is retained.

10. A system for establishing a core aircraft material life prediction model for multi-aircraft full-motion simulators, characterized in that, include: The data acquisition module is configured to collect the percentage of scene duration, operation frequency per unit time, maintenance and replacement records, real aircraft baseline frequency, aircraft material structural category, failure dimension, nominal life and simulator correction coefficient of core aviation materials in multiple training scenarios. The frequency calculation module is configured to perform a weighted calculation on the unit time operation frequency of each operation type based on the proportion of scene duration in each training scenario, so as to obtain the weighted operation frequency of each operation type. The calculation formula selection module is configured to identify the type of aircraft material structure and select from a number of preset life calculation formulas the time-time-number dual-constraint calculation formula, the Weibull frequency acceleration calculation formula, the equivalent mechanical cycle and material aging dual-constraint calculation formula, or the fatigue wear dual-constraint calculation formula corresponding to the type of aircraft material structure. The lifetime prediction module is configured to substitute the weighted operation frequency, the failure dimension, the nominal lifetime and the simulator correction coefficient into the selected lifetime calculation formula to obtain the lifetime of each failure dimension, and to perform minimum value filtering on the lifetime of each failure dimension to obtain the theoretical lifetime. The threshold output module is configured to reduce the theoretical lifespan based on a preset safety margin and output a set of maintenance thresholds including a time replacement threshold and a number of replacement thresholds.

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