Alarm method and device for aircraft main wheel, computer equipment and storage medium

Abstract

The application relates to an aircraft main wheel warning method and device, computer equipment and a storage medium. The method comprises the following steps: when the aircraft lands, if the left outer main wheel or the right outer main wheel of the aircraft lands first, the acceleration of the aircraft is monitored in real time; the real-time monitored acceleration is accumulated with the historically monitored acceleration to obtain a total acceleration value; if the acceleration greater than an acceleration threshold value exists in a preset period, the wear warning information of the left outer main wheel or the right outer main wheel is generated; if the total acceleration value in a sub-period of the preset period is greater than an acceleration accumulation threshold value, the first replacement warning information of the left outer main wheel or the right outer main wheel is generated. The method can improve the timeliness of the aircraft main wheel risk warning.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aviation technology, in particular to an aircraft main wheel alarm method and device, computer equipment and storage medium. BACKGROUND

[0002] With the development of the aviation field, people have higher requirements for aviation safety, and each failure of the aircraft main wheel will cause at least one million economic losses to the airline, so the research on the aircraft main wheel is of great significance.

[0003] At present, whether the aircraft main wheel fails or not can only be seen after the corresponding main wheel hub is disassembled in the aircraft wheel workshop, which leads to the concealment of the failure, thereby the risk alarm of the aircraft main wheel is not timely. SUMMARY

[0004] Therefore, it is necessary to provide an aircraft main wheel alarm method and device, computer equipment and computer readable storage medium capable of timely alarming the risk of the aircraft main wheel.

[0005] In a first aspect, the present application provides an aircraft main wheel alarm method. The method comprises:

[0006] When the aircraft lands, if the left outer main wheel or the right outer main wheel of the aircraft touches the ground first, the acceleration of the aircraft is monitored in real time;

[0007] The acceleration monitored in real time is accumulated with the historical monitored acceleration to obtain a total acceleration value;

[0008] If the acceleration greater than an acceleration threshold exists in a preset period, a wear alarm information of the left outer main wheel or the right outer main wheel is generated;

[0009] If the total acceleration value in a sub-period of the preset period is greater than an acceleration accumulation threshold, a first replacement alarm information of the left outer main wheel or the right outer main wheel is generated.

[0010] In one of the embodiments, the acceleration comprises a lateral acceleration; the real-time monitoring of the acceleration of the aircraft comprises:

[0011] A preset monitoring frequency is obtained;

[0012] The aircraft is monitored in real time based on the preset monitoring frequency to obtain the lateral acceleration of the aircraft.

[0013] In one of the embodiments, the total acceleration value comprises a total lateral acceleration value; the accumulation of the acceleration monitored in real time with the historical monitored acceleration to obtain a total acceleration value comprises:

[0014] The lateral acceleration monitored in real time is accumulated with the historical monitored lateral acceleration to obtain each total lateral acceleration value of different sub-periods in the preset period.

[0015] In one of the embodiments, the method further comprises:

[0016] Obtaining damage weights in different sub-periods in the preset period;

[0017] Weighting the total lateral acceleration values based on each damage weight to obtain weighted values;

[0018] Summing each weighted value to obtain a damage degree;

[0019] If the damage degree is greater than a damage threshold, generating second replacement warning information of the left or right outer main wheel.

[0020] In one of the embodiments, the method further comprises:

[0021] Obtaining historical landing data of a historical failure airplane;

[0022] Determining a key failure parameter of the historical failure airplane based on the historical landing data; the key failure parameter comprises the acceleration;

[0023] Determining an initial acceleration threshold and an initial acceleration accumulation threshold based on the acceleration;

[0024] Adjusting the initial acceleration threshold and the initial acceleration accumulation threshold to obtain the acceleration threshold and the acceleration accumulation threshold.

[0025] In a second aspect, the application further provides an alarm device for an airplane main wheel. The device comprises:

[0026] A monitoring module, configured to monitor an acceleration of an airplane in real time when the airplane lands, if a left or right outer main wheel of the airplane lands first;

[0027] An accumulation module, configured to accumulate the acceleration monitored in real time with a historical monitored acceleration to obtain a total acceleration value;

[0028] A first alarm module, configured to generate wear warning information of the left or right outer main wheel if the acceleration greater than an acceleration threshold exists in a preset period;

[0029] A second alarm module, configured to generate first replacement warning information of the left or right outer main wheel if the total acceleration value in a sub-period of the preset period is greater than an acceleration accumulation threshold.

[0030] In one of the embodiments, the acceleration includes lateral acceleration; the monitoring module is further configured to obtain a preset monitoring frequency; and the aircraft is monitored in real time based on the preset monitoring frequency to obtain the lateral acceleration of the aircraft.

[0031] In one of the embodiments, the total acceleration value includes a total lateral acceleration value; and the accumulation module is further configured to accumulate the lateral acceleration monitored in real time and the lateral acceleration monitored historically in the preset time period to obtain each of the total lateral acceleration values of different sub-periods in the preset time period.

[0032] In one of the embodiments, the second accumulation module is further configured to obtain damage weights in different sub-periods in the preset time period; to perform weighted processing on the total lateral acceleration values based on each of the damage weights to obtain weighted values; to perform summation processing on each of the weighted values to obtain a damage degree; and to generate the second replacement warning information of the left or right outer main wheel if the damage degree is greater than a damage threshold.

[0033] In one of the embodiments, the device further includes:

[0034] A determination threshold module is configured to obtain historical landing data of a historical failure aircraft; to determine a key failure parameter of the historical failure aircraft based on the historical landing data; to determine an initial acceleration threshold and an initial acceleration accumulation threshold based on the acceleration; and to adjust the initial acceleration threshold and the initial acceleration accumulation threshold to obtain the acceleration threshold and the acceleration accumulation threshold.

[0035] In a third aspect, the present application further provides a computer device. The computer device includes a memory and a processor, the memory stores a computer program, and the processor implements the steps of the above method when executing the computer program.

[0036] In a fourth aspect, the present application further provides a computer readable storage medium. The computer readable storage medium stores a computer program, and the computer program implements the steps of the above method when executed by a processor.

[0037] In a fifth aspect, the present application further provides a computer program product. The computer program product includes a computer program, and the computer program implements the steps of the above method when executed by a processor.

[0038] The aforementioned aircraft main landing gear alarm method, device, computer equipment, and storage medium, when an aircraft lands, if the left or right outer main landing gear touches the ground first, monitors the aircraft's acceleration in real time; accumulates the real-time monitored acceleration with historically monitored acceleration to obtain a total acceleration value; if there is an acceleration greater than a threshold value within a preset time period, a wear alarm message for the left or right outer main landing gear is generated; if the total acceleration value within a sub-time period of the preset time period exceeds the acceleration accumulation threshold, a first replacement alarm message for the left or right outer main landing gear is generated. This implements an alarm mechanism for aircraft main landing gear during landing to monitor for malfunctions in real time, improving the timeliness of main landing gear risk warnings. Attached Figure Description

[0039] Figure 1 This is an application environment diagram of an alarm method for the main landing gear of an aircraft in one embodiment;

[0040] Figure 2 This is a flowchart illustrating an alarm method for the main landing gear of an aircraft in one embodiment.

[0041] Figure 3 This is a cross-sectional schematic diagram of the aircraft's main landing gear in one embodiment;

[0042] Figure 4 This is a schematic diagram showing the position of the aircraft's main landing gear in another embodiment;

[0043] Figure 5 This is a flowchart illustrating the threshold determination step in one embodiment;

[0044] Figure 6a This is a wear diagram of the inner ring of the bearing of the main landing gear of an aircraft in one embodiment;

[0045] Figure 6b This is a wear diagram of the inner ring of the bearing for the main aircraft wheel in another embodiment;

[0046] Figure 6c This is a wear diagram of the inner ring of the bearing of the aircraft main wheel in another embodiment;

[0047] Figure 7 This is a structural block diagram of an alarm device for the main landing gear of an aircraft in one embodiment;

[0048] Figure 8 This is a structural block diagram of the warning device for the main landing gear of an aircraft in another embodiment;

[0049] Figure 9 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0050] In order to make the purposes, technical solutions and advantages of the present application clearer, further detailed description will be made to the present application in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0051] The alarm method of the aircraft main wheel provided by the embodiments of the present application can be applied to the application environment as shown in Figure 1 The terminal 102 communicates with the server 104 through a network. The data storage system can store data required to be processed by the server 104. The data storage system can be integrated on the server 104, or placed on a cloud or other network server.

[0052] When the aircraft lands, if the left outer main wheel or the right outer main wheel of the aircraft touches the ground first, the terminal 102 monitors the acceleration of the aircraft in real time; the terminal 102 accumulates the acceleration monitored in real time and the acceleration monitored in history to obtain a total acceleration value; if there is an acceleration greater than an acceleration threshold value in a preset time period, the terminal 102 generates a wear alarm information of the left outer main wheel or the right outer main wheel; if the total acceleration value in a sub-period of the preset time period is greater than an acceleration accumulation threshold value, a first replacement alarm information of the left outer main wheel or the right outer main wheel is generated. The terminal 102 can also send the generated wear alarm information and the first replacement alarm information to the server 104, so that the server 104 analyzes and judges the corresponding alarm information.

[0053] The terminal 102 can be, but is not limited to, various personal computers, notebook computers, smart phones, tablet computers, Internet of Things devices and portable wearable devices. The Internet of Things device can be a smart speaker, a smart television, a smart air conditioner, a smart vehicle device, a smart aviation device, etc. The portable wearable device can be a smart watch, a smart bracelet, a head-mounted device, etc. The server 104 can be implemented by an independent server or a server cluster composed of multiple servers. It should be pointed out that the terminal 102 can be placed on the corresponding aircraft to monitor the acceleration of the aircraft.

[0054] In one embodiment, as shown in Figure 2 An alarm method of an aircraft main wheel is provided. Taking the terminal 102 in Figure 1 as an example, the method includes the following steps:

[0055] S202, when the aircraft lands, if the left outer main wheel or the right outer main wheel of the aircraft touches the ground first, the acceleration of the aircraft is monitored in real time.

[0056] The left outer main wheel can refer to the left outer main wheel of the aircraft. The right outer main wheel can refer to the right outer main wheel of the aircraft. Figure 3 is a cross-sectional view of the aircraft main wheel in one embodiment. The aircraft main wheel includes a left outer main wheel and a right outer main wheel. As shown inFigure 3 A cross-sectional view of a left outer main wheel. Figure 4 A schematic view of the positions of the main wheels of an aircraft in another embodiment; as shown, the position of the left outer main wheel corresponds to the position of "#1" of the aircraft, and the position of the right outer main wheel corresponds to the position of "#2" of the aircraft. The acceleration includes lateral acceleration. Figure 4

[0057] Specifically, when the aircraft lands, if the left outer main wheel or the right outer main wheel of the aircraft lands first, a preset monitoring frequency is obtained; the aircraft is monitored in real time based on the preset monitoring frequency, and lateral acceleration of the aircraft is obtained.

[0058] In the present embodiment, the landing of the main wheel refers to the contact with the ground. The preset monitoring frequency can refer to a pre-set monitoring frequency for monitoring the acceleration of the aircraft, for example. The preset monitoring frequency can be 1 / 16 HZ, that is, the acceleration of the aircraft is obtained 16 times per second.

[0059] In one embodiment, the terminal can receive a main wheel landing message when the aircraft lands, determine whether to monitor the acceleration of the aircraft in real time based on the main wheel landing message, and when the main wheel landing message indicates that the left outer main wheel and the right outer main wheel land at the same time, the acceleration of the aircraft does not need to be monitored in real time; when the main wheel landing message indicates that the left outer main wheel or the right outer main wheel lands first, a preset monitoring frequency set by the user can be obtained, and the aircraft is monitored in real time according to the preset monitoring frequency, and lateral acceleration of the aircraft is obtained.

[0060] In one embodiment, the terminal obtains a preset monitoring frequency in response to a monitoring instruction of the acceleration of the aircraft, and receives lateral acceleration of the aircraft sent by a monitoring device according to the preset monitoring frequency.

[0061] S204, the acceleration monitored in real time is accumulated with the acceleration monitored in history to obtain a total acceleration value.

[0062] The total acceleration value can refer to a sum value of the acceleration, and the total acceleration value includes a total lateral acceleration value, which can refer to a sum value of the lateral acceleration. For example, the current monitored acceleration is "c" m / s 2 , the acceleration monitored in history is "b" m / s 2 and "c" m / s 2 , and the total acceleration value is "a+b+c" m / s 2 .

[0063] Specifically, the lateral acceleration monitored in real time is accumulated with the lateral acceleration monitored in history in a preset period to obtain each total lateral acceleration value of different sub-periods in the preset period.

[0064] ​The preset time period can refer to a pre-set time period, which can be the duration of real-time monitoring of aircraft acceleration. Sub-time periods can refer to sub-time periods within the preset time period, and sub-time periods include the preset time period. For example, if the preset time period is 5 seconds, then the sub-time periods can be 0 seconds to 0.2 seconds, 1 second to 2 seconds, 0 seconds to 3.5 seconds, and 0 seconds to 5 seconds, etc.

[0065] In one embodiment, within a preset time period, the terminal can acquire historically monitored lateral accelerations, and sum the current real-time monitored lateral accelerations with all historically monitored lateral accelerations to obtain the current total lateral acceleration value.

[0066] For example, if the preset time period is 6 seconds, and the aircraft's lateral acceleration of 6 m / s² is currently being monitored in real time at the 3rd second. 2 With the preset monitoring frequency of 2Hz, the historical lateral accelerations are as follows: the lateral acceleration at 0s is 12m / s². 2 The lateral acceleration at 0.5s is 11m / s². 2 The lateral acceleration in the first second is 11 m / s². 2 The lateral acceleration at 1.5s is 9m / s². 2 The lateral acceleration in the second second is 8 m / s². 2 The lateral acceleration at 2.5 seconds is 7 m / s². 2 Therefore, the current total lateral acceleration value is: 12+11+11+9+8+7+6=64.

[0067] S206 If there is an acceleration greater than the acceleration threshold during the preset time period, a wear alarm message for the left outer main wheel or the right outer main wheel will be generated.

[0068] Acceleration thresholds refer to thresholds used to determine acceleration, including lateral acceleration thresholds. Wear alarm information can be used to warn of wear risks present on aircraft main wheels.

[0069] Specifically, the terminal can obtain an acceleration threshold and determine whether the real-time monitored acceleration within a preset time period is greater than the acceleration threshold. If the left outer main wheel touches the ground first and there is an acceleration greater than the acceleration threshold within the preset time period, then the acceleration is taken as the first target acceleration, and wear alarm information for the left outer main wheel is generated based on the first target acceleration. If the right outer main wheel touches the ground first and there is an acceleration greater than the acceleration threshold within the preset time period, then the acceleration is taken as the second target acceleration, and wear alarm information for the left outer main wheel is generated based on the second target acceleration.

[0070] The first target acceleration can refer to an acceleration greater than the acceleration threshold when the left outer main wheel lands first. The second target acceleration can refer to an acceleration greater than the acceleration threshold when the right outer main wheel lands first.

[0071] In one embodiment, the terminal can acquire a lateral acceleration threshold, determine whether the real-time monitored lateral acceleration in a preset period is greater than the lateral acceleration threshold, if the left outer main wheel lands first and there is a lateral acceleration greater than the lateral acceleration threshold in the preset period, take the lateral acceleration as a first target lateral acceleration, and generate the wear warning information of the left outer main wheel based on the first target lateral acceleration; if the right outer main wheel lands first and there is a lateral acceleration greater than the lateral acceleration threshold in the preset period, take the lateral acceleration as a second target lateral acceleration, and generate the wear warning information of the left outer main wheel based on the second target lateral acceleration.

[0072] The first target lateral acceleration can refer to a lateral acceleration greater than the lateral acceleration threshold when the left outer main wheel lands first. The second target lateral acceleration can refer to a lateral acceleration greater than the lateral acceleration threshold when the right outer main wheel lands first.

[0073] In one embodiment, acquiring the acceleration threshold includes that the terminal can acquire the corresponding acceleration threshold according to the aircraft model. Acquiring the lateral acceleration threshold includes that the terminal can acquire the corresponding lateral acceleration threshold according to the aircraft model. The aircraft model can refer to the type or number of flights, for example, the flight model can be 737NG.

[0074] S208, if the total acceleration value in the sub-period of the preset period is greater than the acceleration accumulation threshold, generating the first replacement warning information of the left outer main wheel or the right outer main wheel.

[0075] The acceleration accumulation threshold can be a threshold for judging the total acceleration value, and the acceleration accumulation threshold includes a lateral acceleration accumulation threshold, which can be a threshold for judging the total lateral acceleration value. The first replacement warning information can be used to prompt the replacement of the left outer main wheel or the right outer main wheel, and the first replacement warning information and the second replacement warning information are different warning information.

[0076] In one embodiment, the terminal acquires damage weights in different sub-periods in a preset period; based on each damage weight, the total lateral acceleration value is weighted to obtain a weighted value; the sum of each weighted value is processed to obtain a damage degree; if the damage degree is greater than a damage threshold, the second replacement warning information of the left outer main wheel or the right outer main wheel is generated.

[0077] The damage weight can refer to a weight used to calculate a damage degree. The weighted value can refer to a value obtained by weighting the acceleration value. The damage degree can be used to measure the damage degree of the main wheel of the airplane. The damage threshold can be used to judge the threshold of the damage degree. The second replacement warning information can be used to prompt replacement of the left or right outer main wheel.

[0078] In one embodiment, the terminal obtains damage weights in different sub-periods within a preset period; performs weighted processing on the total lateral acceleration value based on the damage weights to obtain weighted values; performs summation processing on the weighted values to obtain a damage degree; and generates second replacement warning information of the left or right outer main wheel if the damage degree is greater than a damage threshold.

[0079] In the above airplane main wheel warning method, when the airplane lands, if the left or right outer main wheel of the airplane lands first, the acceleration of the airplane is monitored in real time; the real-time monitored acceleration and the historically monitored acceleration are accumulated to obtain a total acceleration value; if there is an acceleration greater than an acceleration threshold in a preset period, wear warning information of the left or right outer main wheel is generated; and if the total acceleration value in a sub-period of the preset period is greater than an acceleration accumulation threshold, first replacement warning information of the left or right outer main wheel is generated. A warning mechanism for the airplane main wheel when the airplane lands is realized to monitor whether the airplane main wheel has a fault in real time, and the timeliness of the risk warning of the airplane main wheel is improved.

[0080] In one embodiment, as shown in Figure 5 the determining threshold step includes:

[0081] S302, obtaining historical landing data of a historical fault airplane.

[0082] The historical fault airplane can refer to an airplane whose main wheel has appeared a fault. The historical landing data can refer to data corresponding to a historical landing phase of the historical fault airplane, and the historical landing data includes acceleration, airplane mass, and lateral load, etc.

[0083] Specifically, the terminal can determine the historical fault airplane in response to the determining threshold operation, and obtain the historical landing data of the historical fault airplane in the corresponding database.

[0084] S304, determining a key fault parameter of the historical fault airplane based on the historical landing data; the key fault parameter includes acceleration.

[0085] The key fault parameter can refer to a key parameter causing the fault of the main wheel of the airplane.

[0086] Specifically, the terminal can first determine the related fault parameter of the historical fault airplane, and determine the key fault parameter from the related fault parameter based on the historical landing data, and the key fault parameter includes lateral acceleration.

[0087] The relevant fault parameters can refer to parameters that can preliminarily screen out possible causes of the main wheel fault of the aircraft.

[0088] In one embodiment, determining the key fault parameter from the relevant fault parameters based on the historical landing data includes that the terminal can first determine a previous flight section of a flight section in which the main wheel of the historical fault aircraft fails, determine landing data corresponding to the previous flight section from the historical landing data, and determine the key fault parameter from the relevant fault parameters based on the landing data corresponding to the previous flight section.

[0089] In one embodiment, determining the key fault parameter from the relevant fault parameters includes that the terminal can screen the relevant fault parameters of each historical fault aircraft in turn to determine the key fault parameter that has commonality in the influence on each historical fault aircraft in the relevant fault parameters, and the key fault parameter can be the lateral acceleration.

[0090] S306, determining an initial acceleration threshold value and an initial acceleration accumulation threshold value based on the acceleration.

[0091] The initial acceleration threshold value can refer to an initially set acceleration threshold value, and the initial acceleration threshold value includes an initial lateral acceleration threshold value. The initial lateral acceleration threshold value can refer to an initially set lateral acceleration threshold value. The initial acceleration accumulation threshold value can refer to an initially set acceleration accumulation threshold value, and the initial acceleration accumulation threshold value includes an initial lateral acceleration accumulation threshold value. The initial acceleration accumulation threshold value can refer to an initially set lateral acceleration accumulation threshold value.

[0092] Specifically, the terminal can obtain the initial acceleration threshold value corresponding to the acceleration in response to an input operation on the initial acceleration threshold value and the initial acceleration accumulation threshold value. The terminal can also randomly select a historical fault aircraft and obtain each acceleration of the randomly selected historical fault aircraft in the landing phase, take the minimum acceleration in each acceleration as the initial acceleration threshold value, and accumulate each acceleration to obtain the initial acceleration accumulation threshold value.

[0093] In one embodiment, the terminal can obtain the initial lateral acceleration threshold value corresponding to the lateral acceleration in response to an input operation on the initial lateral acceleration threshold value and the initial lateral acceleration accumulation threshold value. The terminal can also randomly select a historical fault aircraft and obtain each lateral acceleration of the randomly selected historical fault aircraft in the landing phase, take the minimum lateral acceleration in each lateral acceleration as the initial lateral acceleration threshold value, and accumulate each lateral acceleration to obtain the initial lateral acceleration accumulation threshold value.

[0094] S308, adjusting the initial acceleration threshold value and the initial acceleration accumulation threshold value to obtain an acceleration threshold value and an acceleration accumulation threshold value.

[0095] In one embodiment, before S308, the terminal establishes the main wheel failure model of the aircraft, which can be trained based on the initial acceleration threshold and the initial acceleration accumulation threshold. The main wheel failure model of the aircraft is continuously adjusted until the main wheel failure model of the aircraft filters out a preset proportion of historical failure aircrafts, and the acceleration threshold and the acceleration accumulation threshold corresponding to the main wheel failure model of the aircraft that can filter out the preset proportion of historical failure aircrafts are taken as the final acceleration threshold and the final acceleration accumulation threshold.

[0096] The main wheel failure model of the aircraft can be used to predict the aircrafts that are likely to have main wheel failure. The preset proportion can refer to a preset proportion, for example, the preset proportion can be 90%. For example, the total number of historical failure aircrafts is 10, and the preset proportion is 80%. The historical failure aircrafts that are filtered out can be 8 historical failure aircrafts from the total of 10 historical failure aircrafts.

[0097] For example, Figure 6a is a wear chart of the inner ring of the bearing of the main wheel of the aircraft in one embodiment; Figure 6b is a wear chart of the inner ring of the bearing of the main wheel of the aircraft in another embodiment; Figure 6c is a wear chart of the inner ring of the bearing of the main wheel of the aircraft in another embodiment; Figure 6a , Figure 6b and Figure 6c The main wheel of the aircraft of the historical failure aircraft appears damage, and the known historical failure aircrafts can be filtered out by the main wheel failure model of the aircraft, so as to determine the corresponding acceleration threshold and the acceleration accumulation threshold.

[0098] In this embodiment, the historical landing data of the historical failure aircrafts is obtained, the key failure parameters of the historical failure aircrafts are determined based on the historical landing data, the key failure parameters include acceleration, the initial acceleration threshold and the initial acceleration accumulation threshold are determined based on the acceleration, the initial acceleration threshold and the initial acceleration accumulation threshold are adjusted, and the acceleration threshold and the acceleration accumulation threshold are obtained. The acceleration threshold and the acceleration accumulation threshold can be accurately determined, which lays a good foundation for subsequent timely warning of the main wheel of the aircraft.

[0099] As an example, the present embodiment is as follows:

[0100] Main wheel monitoring scheme of model 737NG aircraft

[0101] (1) Monitoring scheme 1: If the left or right main wheel of the aircraft touches the ground first, the lateral acceleration of the aircraft during landing is monitored, and when the absolute value of the lateral acceleration of the aircraft exceeds a certain value, the corresponding main wheel of the aircraft is warned. After the left main wheel of the B-5306 aircraft failed, the engineering department immediately carried out further analysis. The decoding found that the B-5306 aircraft had a long left main wheel touch and taxi during the preceding flight segment before the failure, and the absolute value of the lateral acceleration exceeded 0.2, which caused the lateral load on the left main wheel to continuously accumulate, the inner bearing wear was aggravated, and finally the left main wheel failed, thereby optimizing and upgrading to monitoring scheme 2.

[0102] (2) Monitoring scheme 2: During landing of the aircraft, the absolute value of the lateral acceleration and the lateral acceleration accumulation value within a preset time are monitored. The optimized monitoring not only effectively captures the extreme case of the absolute value of the lateral acceleration being large, but also captures the case where the absolute value of the lateral acceleration is not large but the time is long enough. In combination with historical data, about several hundred thousand flight segment data are repeatedly verified to optimize the threshold, so that the warning is accurate and not missed.

[0103] It should be understood that although each step in the flowchart involved in each of the above embodiments is displayed in sequence according to the arrow, these steps are not necessarily executed in sequence according to the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other orders. Moreover, at least part of the steps in the flowchart involved in each of the above embodiments can include multiple steps or stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of these steps or stages is not necessarily sequential, but can be executed in rotation or alternation with at least part of other steps or steps or stages in other steps.

[0104] Based on the same inventive concept, the embodiments of the present application also provide an aircraft main wheel warning device for implementing the aircraft main wheel warning method described above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more aircraft main wheel warning device embodiments provided below can refer to the limitations of the aircraft main wheel warning method in the above text, and will not be repeated here.

[0105] In one embodiment, as shown in FIG. 7, Figure 7 an aircraft main wheel warning device is provided, comprising: a monitoring module 702, an accumulation module 704, a first warning module 706 and a second warning module 708, wherein:

[0106] The monitoring module 702 is used to monitor the aircraft's acceleration in real time when the aircraft lands, if the left or right outer main wheel touches the ground first.

[0107] The accumulation module 704 is used to accumulate the real-time monitored acceleration with the historical monitored acceleration to obtain the total acceleration value;

[0108] The first alarm module 706 is used to generate wear alarm information for the left outer main wheel or the right outer main wheel if there is an acceleration greater than the acceleration threshold during a preset time period.

[0109] The second alarm module 708 is used to generate a first replacement alarm message for the left outer main wheel or the right outer main wheel if the total acceleration value in a sub-period of a preset time period is greater than the acceleration accumulation threshold.

[0110] In one embodiment, the acceleration includes lateral acceleration; the monitoring module 702 is also used to acquire a preset monitoring frequency; and to monitor the aircraft in real time based on the preset monitoring frequency to obtain the lateral acceleration of the aircraft.

[0111] In one embodiment, the total acceleration value includes the total lateral acceleration value; the accumulation module 704 is further configured to accumulate the real-time monitored lateral acceleration and the historical monitored lateral acceleration within a preset time period to obtain the total lateral acceleration values ​​for different sub-time periods within the preset time period.

[0112] In one embodiment, the second accumulation module 708 is further configured to obtain the damage weights under different sub-periods within a preset time period; perform weighted processing on the total lateral acceleration value based on each damage weight to obtain a weighted value; perform summation processing on each weighted value to obtain the degree of damage; and if the degree of damage is greater than the damage threshold, generate a second replacement alarm message for the left outer main wheel or the right outer main wheel.

[0113] In one embodiment, such as Figure 8 As shown, the warning device for the aircraft's main landing gear also includes: a threshold determination module 710, wherein:

[0114] The threshold determination module 710 is used to acquire historical landing data of historically faulty aircraft; determine key fault parameters of historically faulty aircraft based on historical landing data; key fault parameters include acceleration; determine initial acceleration threshold and initial acceleration accumulation threshold based on acceleration; adjust the initial acceleration threshold and initial acceleration accumulation threshold to obtain acceleration threshold and acceleration accumulation threshold.

[0115] The above embodiment implements a mechanism for alerting the aircraft's main wheels during landing. If either the left or right outer main wheel touches the ground first, the aircraft's acceleration is monitored in real time. The real-time acceleration is then summed with historical acceleration data to obtain a total acceleration value. If an acceleration exceeding a threshold value exists within a preset time period, a wear alarm for the left or right outer main wheel is generated. If the total acceleration value within a sub-time period of the preset time period exceeds the acceleration accumulation threshold, a first replacement alarm for the left or right outer main wheel is generated. This mechanism achieves real-time monitoring of the aircraft's main wheels during landing, improving the timeliness of main wheel risk warnings.

[0116] The various modules in the aforementioned aircraft main landing gear alarm device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the computer device's memory as software, so that the processor can call and execute the corresponding operations of each module.

[0117] In one embodiment, a computer device is provided, which may be a terminal or a server. The following description uses the computer device as a terminal as an example. Its internal structure diagram can be as follows: Figure 9 As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When executed by the processor, the computer program implements an alarm method for aircraft main wheels. The display unit of the computer device is used to form a visually visible image. It can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0118] Those skilled in the art will understand that Figure 9The structure shown in the figure is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0119] In one embodiment, a computer device is provided, including a memory and a processor, the memory stores a computer program, and the processor implements the above-mentioned embodiments when executing the computer program.

[0120] In one embodiment, a computer readable storage medium is provided, which stores a computer program, and the computer program is executed by a processor to implement the above-mentioned embodiments.

[0121] In one embodiment, a computer program product is provided, including a computer program, and the computer program is executed by a processor to implement the above-mentioned embodiments.

[0122] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards of relevant countries and regions.

[0123] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. The non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric memory (FRAM), phase change memory (PCM), graphene memory, etc. The volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., without being limited thereto.

[0124] Any combination of the technical features of the above embodiments can be made. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combination of the technical features does not exist, it should be considered as the scope of the present application.

[0125] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of protection of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A warning method for aircraft main landing gear, characterized in that, The method includes: When the aircraft lands, it receives a main wheel touchdown message. When the main wheel touchdown message indicates that the aircraft's left and right outer main wheels touch down simultaneously, there is no need to monitor the aircraft's acceleration in real time. When the main wheel touchdown message indicates that the aircraft's left or right outer main wheel touches down first, the aircraft's acceleration is monitored in real time according to a preset monitoring frequency. The acceleration is lateral acceleration. The real-time monitored acceleration is summed with the historical monitored acceleration to obtain the total acceleration value; the total acceleration value is the total lateral acceleration value. If the acceleration exceeds the acceleration threshold during the preset time period, a wear alarm message for the left outer main wheel or the right outer main wheel is generated; the acceleration threshold is a lateral acceleration threshold. If the total acceleration value within a sub-period of the preset time period is greater than the acceleration accumulation threshold, a first replacement alarm message for the left outer main wheel or the right outer main wheel is generated; the acceleration accumulation threshold is the lateral acceleration accumulation threshold.

2. The method according to claim 1, characterized in that, The real-time monitoring of the aircraft's acceleration according to a preset monitoring frequency includes: Obtain the preset monitoring frequency; The aircraft is monitored in real time based on the preset monitoring frequency to obtain the lateral acceleration of the aircraft.

3. The method according to claim 2, characterized in that, The step of summing the real-time monitored acceleration with the historical monitored acceleration to obtain the total acceleration value includes: Within the preset time period, the real-time monitored lateral acceleration is accumulated with the historical monitored lateral acceleration to obtain the total lateral acceleration value for each sub-time period within the preset time period.

4. The method according to claim 3, characterized in that, The method further includes: Obtain the damage weights for different sub-time periods within the preset time period; The total lateral acceleration value is weighted based on each of the aforementioned damage weights to obtain a weighted value. The degree of damage is obtained by summing the weighted values. If the degree of damage is greater than the damage threshold, a second replacement alarm message is generated for the left outer main wheel or the right outer main wheel.

5. The method according to claim 1, characterized in that, The method further includes: Acquire historical landing data of aircraft that have experienced historical malfunctions; Based on the historical landing data, key failure parameters of the historically faulty aircraft are determined; the key failure parameters include the acceleration. Based on the acceleration, determine the initial acceleration threshold and the initial acceleration accumulation threshold; The initial acceleration threshold and the initial acceleration accumulation threshold are adjusted to obtain the acceleration threshold and the acceleration accumulation threshold.

6. A warning device for aircraft main landing gear, characterized in that, The device includes: The monitoring module is used to receive the main wheel touchdown message when the aircraft lands. When the main wheel touchdown message indicates that the left and right outer main wheels of the aircraft touch down simultaneously, there is no need to monitor the acceleration of the aircraft in real time. When the main wheel touchdown message indicates that the left or right outer main wheel of the aircraft touches down first, the acceleration of the aircraft is monitored in real time according to a preset monitoring frequency. The acceleration is lateral acceleration. The accumulation module is used to accumulate the real-time monitored acceleration with the historical monitored acceleration to obtain a total acceleration value; the total acceleration value is the total lateral acceleration value. The first alarm module is used to generate wear alarm information for the left outer main wheel or the right outer main wheel if the acceleration exceeds the acceleration threshold during a preset time period; the acceleration threshold is a lateral acceleration threshold. The second alarm module is used to generate a first replacement alarm message for the left outer main wheel or the right outer main wheel if the total acceleration value in a sub-period of the preset time period is greater than the acceleration accumulation threshold; the acceleration accumulation threshold is a lateral acceleration accumulation threshold.

7. The apparatus according to claim 6, characterized in that, The device further includes: A threshold determination module is used to acquire historical landing data of historically faulty aircraft; determine key fault parameters of the historically faulty aircraft based on the historical landing data; the key fault parameters include the acceleration; determine an initial acceleration threshold and an initial acceleration accumulation threshold based on the acceleration; and adjust the initial acceleration threshold and the initial acceleration accumulation threshold to obtain the acceleration threshold and the acceleration accumulation threshold.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

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