Airplane air-ground state reliable detection system and method
By designing a airspace state detection system for airspace for redundant information acquisition and fusion technology and multi-signal segmentation logic judgment, the problem of low reliability of existing systems is solved, and higher signal availability and reliability of airspace state judgment are achieved.
Patent Information
- Application Number
- CN202411790312.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-06
- Publication Date
- 2025-04-25
AI Technical Summary
The existing airfield status detection system of aircraft is not reliable, which can easily lead to failure of airfield judgments. The sensors have strict requirements on the installation location, which is easy to mislead.
A reliable detection system for airspace status in the airplane is designed, including signal acquisition and processing and residual voting module, filtering processing module, airspace logic judgment module and airspace status output module. Through the redundant information acquisition and fusion technology and multi-signal segmentation logic judgment, signal availability and reliability are improved.
It improves the reliability and signal availability of airspace status judgments and reduces the probability of airspace judgment failure, and enhances the monitoring ability of airspace status.
Smart Images
Figure CN119872901A_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the technical field of flight control, and in particular relates to a reliable detection system and method for an aircraft air-to-ground state. Background Art
[0002] Aircraft air-ground status information is an important basis for aircraft onboard systems, such as flight control system, engine system, landing gear brake system, turning system and electrical system to make some logical judgments or start functions. The reliability of air-ground signals is particularly important for flight control, especially for automatic flight control system. It is an important criterion for determining what operations the automatic flight control system will perform. For example, after the aircraft takes off, the automatic flight control can execute flap retraction, landing gear retraction, and even switch automatic control mode. After the aircraft touches the ground, the automatic flight control can start the spoiler automatic deceleration, whether the automatic throttle is set to the reverse propeller or reverse thrust position, and the automatic brake deceleration function.
[0003] Aircraft generally use landing gear wheel switches as the criterion for whether they are grounded. Wheel switches generally use micro switches or proximity sensors. This air-to-ground judgment method has the advantages of simple principle and convenient implementation, so it is widely used in the industry. However, this judgment method also has certain shortcomings: first, the reliability of general wheel switches is not high, resulting in a high probability of air-to-ground judgment failure; second, this type of sensor has high requirements for its installation position. If the position is not suitable, it is easy to mislead the judgment of the aircraft's air-to-ground status. Either it is too sensitive, resulting in unstable aircraft air-to-ground signals, or the timing of sending air-to-ground signals is too delayed.
[0004] Therefore, it is necessary to propose a reliable aircraft air-ground status detection system and method, which is suitable for airborne systems with relatively high requirements for air-ground status reliability and safety, such as flight control systems. Summary of the invention
[0005] The present invention proposes a reliable detection system and method for the air-to-ground state of an aircraft, so as to solve the problem of an airborne system having high reliability and high safety requirements for the air-to-ground state.
[0006] The technical solution of the present invention is achieved in this way:
[0007] A reliable detection system for aircraft air-to-ground status, comprising:
[0008] Signal acquisition and processing and redundancy voting module, which obtains aircraft status information and performs redundancy algorithm processing;
[0009] A filtering processing module performs filtering processing on part of the state information processed by the above redundancy algorithm;
[0010] The space-ground logic judgment module performs logic processing on the state information after the redundancy algorithm and filtering processing to obtain comprehensive space-ground state information;
[0011] The air-ground status output module outputs the above comprehensive air-ground status information to other cross-linking systems.
[0012] As a further solution of the present invention: the state information of the aircraft includes altitude information, speed information, vertical speed information, pitch angle rate, left and right main landing gear switch states, throttle lever position and flap position; the altitude information, speed information, left and right main landing gear switch states, throttle lever position and flap position are directly sent to the air-ground logic judgment module; the vertical speed information and pitch angle rate are processed by the redundancy algorithm and then sent to the filtering processing module for processing, and the filtered information is then sent to the air-ground logic judgment module.
[0013] As a further solution of the present invention: the altitude information comes from the main and standby combined navigation computers and the radio altimeter, the speed information comes from the main and standby atmospheric engines and the main and standby combined navigation computers, the vertical speed information comes from the main and standby combined navigation computers and the main and standby atmospheric engines, the pitch angle rate information comes from the main and standby combined navigation computers, the left and right main landing gear switch status information comes from the landing gear retraction and extension controller, the throttle lever position information comes from the engine control unit, and the flap position comes from the flap position sensor.
[0014] As a further solution of the present invention: the system is directly connected to the main integrated navigation computer, the standby integrated navigation computer, the radio altimeter, the main atmospheric data computer, the standby atmospheric data computer, the landing gear retraction and extension controller, the flight control computer and other onboard computers; the throttle lever is connected to the system through the engine control unit; the left and right main landing gear wheel-mounted switches are connected to the system through the landing gear retraction and extension controller, and the flap position sensor is connected to the system through the flap controller.
[0015] As a further solution of the present invention: the air-to-ground logic judgment module reliably detects the air-to-ground state of the aircraft based on the altitude information, speed information, vertical speed information, pitch angle rate, left and right main landing gear switch states, throttle lever position and flap position, and sends the take-off state information to the flight control computer and other interconnected airborne computers.
[0016] A reliable detection method for an aircraft air-to-ground state comprises the following steps:
[0017] Obtain the aircraft's altitude information, speed information, vertical speed information, pitch rate, left and right main landing gear switch status, throttle lever position and flap position, and perform redundancy algorithm processing;
[0018] Filtering the vertical velocity information and pitch angle rate processed by the redundancy algorithm;
[0019] Performing logic processing on the aircraft status information after the redundancy algorithm and filtering process to obtain comprehensive air-ground status information;
[0020] The above-mentioned comprehensive air-ground status information is sent to the flight control computer and other interconnected airborne computers for air-ground status monitoring.
[0021] As a further solution of the present invention: the height information processing steps are as follows:
[0022] Determine the validity of the H1 signal in the main integrated navigation;
[0023] Determine the effectiveness of the H2 signal in the combined navigation system;
[0024] Determine the validity of the H3 signal at radio altitude;
[0025] When the H1, H2 and H3 signals are all valid, the median of the three valid signals is taken as the aircraft altitude information H for voting;
[0026] When two redundancies among the H1, H2 and H3 signals are valid, the average of the two valid signals is taken as the aircraft altitude information for voting;
[0027] When only one redundancy among the H1, H2 and H3 signals is valid, the valid signal is taken as the aircraft altitude information for voting;
[0028] When all of the H1, H2 and H3 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.
[0029] As a further solution of the present invention: the speed information processing steps are as follows:
[0030] Determine the validity of the speed V1 signal in the main integrated navigation;
[0031] Determine the validity of the speed V2 signal in the combined navigation system;
[0032] Determine the validity of the main atmospheric data computer speed V3;
[0033] Determine the validity of the air data computer speed V4;
[0034] When V1, V2, V3, and V4 signals are all valid, the second largest and second smallest median values of the four valid signals are taken as the voting aircraft speed information V;
[0035] When three redundancies among the V1, V2, V3, and V4 signals are valid, the median of the three valid signals is taken as the aircraft speed information V for voting;
[0036] When two redundancies among the V1, V2, V3, and V4 signals are valid, the average of the two valid signals is taken as the aircraft speed information V for voting;
[0037] When only one redundancy is valid among the V1, V2, V3, and V4 signals, the valid signal is taken as the aircraft speed information V for voting;
[0038] When all of the V1, V2, V3, and V4 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.
[0039] As a further solution of the present invention: the vertical speed information processing steps are as follows:
[0040] Determine the validity of the speed Vt1 signal in the main integrated navigation;
[0041] Determine the validity of the speed Vt2 signal in the combined navigation system;
[0042] Determine the validity of the main atmospheric data computer speed Vt3;
[0043] Determine the validity of the air data computer speed Vt4;
[0044] When Vt1, Vt2, Vt3, and Vt4 signals are all valid, the second largest and second smallest median values of the four valid signals are taken as the voted aircraft speed information Vt;
[0045] When three redundancies among the Vt1, Vt2, Vt3, and Vt4 signals are valid, the median of the three valid signals is taken as the aircraft speed information Vt for voting;
[0046] When two redundancies among the Vt1, Vt2, Vt3, and Vt4 signals are valid, the average of the two valid signals is taken as the aircraft speed information Vt for voting;
[0047] When only one redundancy is valid among the signals Vt1, Vt2, Vt3, and Vt4, the valid signal is taken as the aircraft speed information Vt for voting;
[0048] When all of the Vt1, Vt2, Vt3, and Vt4 signals fail, the data of the previous shot before the signal fails is taken, and the data voting logic is as described above.
[0049] As a further solution of the present invention: the pitch angle rate processing steps are as follows:
[0050] Determine the validity of the pitch rate Q1 signal in the main integrated navigation;
[0051] Determine the validity of the pitch rate Q2 signal in the standby integrated navigation;
[0052] When two redundancies in the Q1 and Q2 signals are valid, the average of the two valid signals is taken as the aircraft altitude information for voting;
[0053] When only one redundancy is valid among the Q1 and Q2 signals, the valid signal is taken as the aircraft altitude information for voting;
[0054] When all Q1 and Q2 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.
[0055] As a further solution of the present invention: the voting aircraft vertical speed information is filtered using a first-order filter with a time constant of 1 / 10 to obtain Vtf.
[0056] As a further solution of the present invention: the pitch angle rate of the voting aircraft is filtered using a first-order filter with a time constant of 1 / 20 to obtain Qf.
[0057] The beneficial effects of this application are:
[0058] 1. The design of the present invention adopts redundant information collection and fusion technology. When one or more sensors fail, it will not affect the judgment of the aircraft's air-ground status, thereby improving signal availability.
[0059] 2. The system uses multiple signals including altitude information, speed information, vertical speed information, pitch angular velocity, the switch status of the left and right main landing gears, the throttle lever position, and the flap position for scenario-based logical judgment, thus improving signal reliability.
[0060] The present application is further described in detail below in conjunction with the accompanying drawings of the embodiments. BRIEF DESCRIPTION OF THE DRAWINGS
[0061] Figure 1 It is a schematic diagram of the design configuration of an aircraft air-to-ground status monitor;
[0062] Figure 2 It is a logical diagram of aircraft air status judgment in the air-ground logic judgment module;
[0063] Figure 3 It is a logical diagram of aircraft ground status judgment in the air-ground logic judgment module. DETAILED DESCRIPTION
[0064] The technical solution of the present application will be described clearly and completely below in conjunction with the accompanying drawings of the embodiments.
[0065] First, see Figure 1 The present invention provides a reliable monitoring system for aircraft air-to-ground status, which comprises:
[0066] Signal acquisition and processing and redundancy voting module, which obtains aircraft status information and performs redundancy algorithm processing;
[0067] A filtering processing module performs filtering processing on part of the state information processed by the above redundancy algorithm;
[0068] The space-ground logic judgment module performs logic processing on the state information after the redundancy algorithm and filtering processing to obtain comprehensive space-ground state information;
[0069] The air-ground status output module outputs the above comprehensive air-ground status information to other cross-linking systems.
[0070] Furthermore, the aircraft status information includes altitude information, speed information, vertical speed information, pitch angle rate, left and right main landing gear switch status, throttle lever position and flap position; the altitude information, speed information, left and right main landing gear switch status, throttle lever position and flap position are directly sent to the air-ground logic judgment module; the vertical speed information and pitch angle rate are processed by the redundancy algorithm and then sent to the filtering processing module for processing, and the filtered information is then sent to the air-ground logic judgment module.
[0071] Furthermore, the altitude information comes from the main and standby combined navigation computers and the radio altimeter, the speed information comes from the main and standby atmospheric engines and the main and standby combined navigation computers, the vertical speed information comes from the main and standby combined navigation computers and the main and standby atmospheric engines, the pitch angle rate information comes from the main and standby combined navigation computers, the left and right main landing gear switch status information comes from the landing gear retraction and extension controller, the throttle lever position information comes from the engine control unit, and the flap position comes from the flap position sensor.
[0072] Furthermore, the system is directly connected to the main integrated navigation computer, the backup integrated navigation computer, the radio altimeter, the main atmospheric data computer, the backup atmospheric data computer, the landing gear retraction and extension controller, the flight control computer and other onboard computers; the throttle lever is connected to the system through the engine control unit; the left and right main landing gear wheel-mounted switches are connected to the system through the landing gear retraction and extension controller, and the flap position sensor is connected to the system through the flap controller.
[0073] Furthermore, the air-to-ground logic judgment module reliably detects the aircraft's air-to-ground status based on the altitude information, speed information, vertical speed information, pitch angle rate, left and right main landing gear switch status, throttle lever position and flap position, and sends the take-off status information to the flight control computer and other interconnected airborne computers.
[0074] Second, see Appendix Figure 2-3 The present invention provides a reliable detection method of an aircraft air-to-ground state, which comprises the following steps:
[0075] Obtain the aircraft's altitude information, speed information, vertical speed information, pitch rate, left and right main landing gear switch status, throttle lever position and flap position, and perform redundancy algorithm processing;
[0076] Filtering the vertical velocity information and pitch angle rate processed by the redundancy algorithm;
[0077] Performing logic processing on the aircraft status information after the redundancy algorithm and filtering process to obtain comprehensive air-ground status information;
[0078] The above-mentioned comprehensive air-ground status information is sent to the flight control computer and other interconnected airborne computers for air-ground status monitoring.
[0079] The signal acquisition processing and redundancy voting module in the system receives the main and standby combined navigation and radio altitude data and votes out the aircraft altitude information, which includes the following steps:
[0080] Determine the validity of the H1 signal in the main integrated navigation;
[0081] Determine the effectiveness of the H2 signal in the combined navigation system;
[0082] Determine the validity of the H3 signal at radio altitude;
[0083] When the H1, H2 and H3 signals are all valid, the median of the three valid signals is taken as the aircraft altitude information H for voting;
[0084] When two redundancies among the H1, H2 and H3 signals are valid, the average of the two valid signals is taken as the aircraft altitude information for voting;
[0085] When only one redundancy among the H1, H2 and H3 signals is valid, the valid signal is taken as the aircraft altitude information for voting;
[0086] When all of the H1, H2 and H3 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.
[0087] The signal acquisition processing and redundancy voting module in the system receives the data of the main and standby integrated navigation and the main and standby atmospheric data computer to vote out the aircraft speed information, which includes the following steps:
[0088] Determine the validity of the speed V1 signal in the main integrated navigation;
[0089] Determine the validity of the speed V2 signal in the combined navigation system;
[0090] Determine the validity of the main atmospheric data computer speed V3;
[0091] Determine the validity of the air data computer speed V4;
[0092] When V1, V2, V3, and V4 signals are all valid, the second largest and second smallest median values of the four valid signals are taken as the voting aircraft speed information V;
[0093] When three redundancies among the V1, V2, V3, and V4 signals are valid, the median of the three valid signals is taken as the aircraft speed information V for voting;
[0094] When two redundancies among the V1, V2, V3, and V4 signals are valid, the average of the two valid signals is taken as the aircraft speed information V for voting;
[0095] When only one redundancy is valid among the V1, V2, V3, and V4 signals, the valid signal is taken as the aircraft speed information V for voting;
[0096] When all of the V1, V2, V3, and V4 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.
[0097] The signal acquisition processing and redundancy voting module in the system receives the main and standby integrated navigation and main and standby atmospheric data computer data and votes the aircraft vertical speed information, which includes the following steps:
[0098] Determine the validity of the speed Vt1 signal in the main integrated navigation;
[0099] Determine the validity of the speed Vt2 signal in the combined navigation system;
[0100] Determine the validity of the main atmospheric data computer speed Vt3;
[0101] Determine the validity of the air data computer speed Vt4;
[0102] When Vt1, Vt2, Vt3, and Vt4 signals are all valid, the second largest and second smallest median values of the four valid signals are taken as the voted aircraft speed information Vt;
[0103] When three redundancies among the Vt1, Vt2, Vt3, and Vt4 signals are valid, the median of the three valid signals is taken as the aircraft speed information Vt for voting;
[0104] When two redundancies among the Vt1, Vt2, Vt3, and Vt4 signals are valid, the average of the two valid signals is taken as the aircraft speed information Vt for voting;
[0105] When only one redundancy is valid among the signals Vt1, Vt2, Vt3, and Vt4, the valid signal is taken as the aircraft speed information Vt for voting;
[0106] When all of the Vt1, Vt2, Vt3, and Vt4 signals fail, the data of the previous shot before the signal fails is taken, and the data voting logic is as described above.
[0107] The signal acquisition processing and redundancy voting module in the system receives the main and standby combined navigation data and votes to obtain the aircraft pitch rate information, which includes the following steps:
[0108] Determine the validity of the pitch rate Q1 signal in the main integrated navigation;
[0109] Determine the validity of the pitch rate Q2 signal in the standby integrated navigation;
[0110] When two redundancies in the Q1 and Q2 signals are valid, the average of the two valid signals is taken as the aircraft altitude information for voting;
[0111] When only one redundancy is valid among the Q1 and Q2 signals, the valid signal is taken as the aircraft altitude information for voting;
[0112] When all Q1 and Q2 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.
[0113] The filtering processing module in the system filters the voting aircraft vertical speed information using a first-order filter with a time constant of 1 / 10 to obtain Vtf.
[0114] The filtering processing module in the system filters the pitch angle rate of the voting aircraft using a first-order filter with a time constant of 1 / 20 to obtain Qf.
[0115] Third, see Appendix Figure 1-3 , a specific embodiment of the present application. Its design configuration is shown in the attached Figure 1The system includes an air-ground status detector, a main integrated navigation computer, a standby integrated navigation computer, a radio altimeter, a main atmospheric data computer, a standby atmospheric data computer, a landing gear retraction controller, a left main landing gear wheel-loaded switch, a right main landing gear wheel-loaded switch, an engine control unit, a throttle lever, a flap controller, a flap position sensor, a flight control computer, and other onboard system computers. Its features include the following: the aircraft air-ground status detector is directly connected to the main integrated navigation computer, the standby integrated navigation computer, the radio altimeter, the main atmospheric data computer, the standby atmospheric data computer, the landing gear retraction controller, the flight control computer, and other onboard computers; the throttle lever is connected to the aircraft air-ground status detector through the engine control unit; the left and right main landing gear wheel-loaded switches are connected to the aircraft air-ground status detector through the landing gear retraction controller. The flap position sensor is connected to the aircraft air-ground status detector through the flap controller. The aircraft air-ground status detector obtains reliable aircraft altitude information by fusing the main and standby combined navigation and radio altitude data; the aircraft air-ground status detector obtains reliable aircraft speed information by fusing the main and standby combined navigation and the main and standby atmospheric data computer data; the aircraft air-ground status detector obtains reliable aircraft vertical speed information by fusing the main and standby combined navigation and the main and standby atmospheric data computer data; the aircraft air-ground status detector obtains reliable aircraft pitch angle rate information by fusing the main and standby combined navigation data; the aircraft air-ground status detector reliably detects the aircraft air-ground status according to the altitude information, speed information, vertical speed information, pitch angle rate, and the left and right main landing gear switch states, throttle lever position, and flap position, and sends the air-ground status information to the flight control computer and other interconnected airborne computers.
[0116] Aircraft air-to-ground status monitor Aircraft air status judgment logic is attached Figure 2. First, according to the voting height output by the signal acquisition processing and redundancy voting module in the aircraft air-to-ground status monitor, if the condition is not met, it is judged that the vertical speed output by the signal acquisition processing and redundancy voting module is greater than 0 and lasts for 1s. If the condition is met, it is judged that the aircraft takes off. If the condition is not met, it enters the ground judgment logic. When the voting height is less than 2m for 1s, it is judged whether the flaps are in the 17° flap gear for takeoff. If so, it is judged that the left main landing gear wheel load signal is 0 and lasts for 3s. If the condition is met, it is judged that the aircraft takes off. If the condition is not met, it is judged that the right landing gear wheel load signal is 0 and lasts for 3s. If the condition is met, it is judged that the aircraft takes off. If the condition is not met, it is judged that the aircraft takes off. If the condition is met, it is judged that the aircraft takes off. If the condition is not met, it is judged that the pitch angle rate of the vote is greater than 5° / s and lasts for 50ms. If the condition is not met, it enters the aircraft ground judgment condition. If the condition is met, the aircraft speed is greater than the aircraft take-off speed-2km / h condition judgment is performed. If it is met, it is judged that the aircraft takes off. If not, it enters the aircraft ground logic judgment. Determine whether the flaps are in the 17° flap position for takeoff. If not, determine whether the throttle position is at the maximum takeoff power. If not, enter the touchdown judgment logic. If so, determine whether the left main landing gear wheel load signal is 0 and lasts for 3s. If the condition is met, determine that the aircraft has taken off. If the condition is not met, start to determine whether the right landing gear wheel load signal is 0 and lasts for 3s. If the condition is met, determine that the aircraft has taken off. If the condition is not met, then based on the voted pitch angle rate being greater than 5° / s and lasting for 50ms, if the condition is not met, enter the aircraft touchdown judgment condition. If the condition is met, determine that the aircraft speed is greater than the aircraft takeoff speed - 2km / h. If it is met, determine that the aircraft has taken off. If not, enter the aircraft touchdown logic judgment.
[0117] Aircraft ground status monitor Aircraft ground status judgment logic is attached Figure 3. First, the voting height output by the signal acquisition processing and redundancy voting module in the aircraft air-to-ground status monitor is less than 2m for 1s. If the condition is not met, the liftoff judgment logic is entered. When the voting height is less than 2m for 1s, it is determined whether the flaps are in the landing 30° flap position. If so, the left main landing gear wheel load signal is 1 and lasts for 3s. If the condition is met, it is determined that the aircraft is grounded. If the condition is not met, it is determined that the right landing gear wheel load signal is 1 and lasts for 3s. If the condition is met, it is determined that the aircraft is grounded. If the condition is not met, it is determined that the aircraft is grounded. If the condition is not met, the pitch angle rate voted is greater than 10° / s and lasts for 50ms. If the condition is not met, the aircraft liftoff judgment condition is entered. If the condition is met, the aircraft speed is less than the aircraft touchdown speed + 2km / h. If it is met, it is determined that the aircraft is grounded. If not, the aircraft liftoff logic judgment is entered. Determine whether the flaps are in the landing 30° flap position. If not, determine whether the throttle position is at the slow position 20%. If not, determine whether the aircraft acceleration is less than 0km / h and lasts for 3s. If yes, determine that the aircraft is touching the ground. If not, enter the take-off judgment logic. If the throttle position is at the slow position 20%, determine that the left main landing gear wheel load signal is 1 and lasts for 3s. If the condition is met, determine that the aircraft is touching the ground. If the condition is not met, start to determine that the right landing gear wheel load signal is 1 and lasts for 3s. If the condition is met, determine that the aircraft is touching the ground. If the condition is not met, then the pitch rate voted is greater than 10° / s and lasts for 50ms. If the condition is not met, enter the aircraft take-off judgment condition. If the condition is met, determine that the aircraft speed is less than the aircraft touchdown speed + 2km / h. If it is met, determine that the aircraft is touching the ground. If it is not met, enter the aircraft take-off logic judgment.
[0118] So far, the purpose of the present invention has been achieved.
[0119] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.
Claims
1. A reliable detection system for aircraft air-ground status, characterized in that: include: Signal acquisition and processing and redundancy voting module, which obtains aircraft status information and performs redundancy algorithm processing; A filtering processing module performs filtering processing on part of the state information processed by the above redundancy algorithm; The space-ground logic judgment module performs logic processing on the state information after the redundancy algorithm and filtering processing to obtain comprehensive space-ground state information; The air-ground status output module outputs the above comprehensive air-ground status information to other cross-linking systems.
2. The reliable detection system for aircraft air-ground status according to claim 1, characterized in that: The aircraft status information includes altitude information, speed information, vertical speed information, pitch angle rate, left and right main landing gear switch states, throttle lever position and flap position; the altitude information, speed information, left and right main landing gear switch states, throttle lever position and flap position are directly sent to the air-ground logic judgment module; the vertical speed information and pitch angle rate are processed by the redundancy algorithm and then sent to the filtering processing module for processing, and the filtered information is then sent to the air-ground logic judgment module.
3. The reliable detection system for aircraft air-ground status according to claim 2, characterized in that: The altitude information comes from the main and standby combined navigation computers and the radio altimeter, the speed information comes from the main and standby atmospheric engines and the main and standby combined navigation computers, the vertical speed information comes from the main and standby combined navigation computers and the main and standby atmospheric engines, the pitch angle rate information comes from the main and standby combined navigation computers, the left and right main landing gear switch status information comes from the landing gear retraction and extension controller, the throttle lever position information comes from the engine control unit, and the flap position comes from the flap position sensor.
4. The reliable detection system for aircraft air-ground status according to claim 3, characterized in that: The system is directly connected to the main integrated navigation computer, the standby integrated navigation computer, the radio altimeter, the main atmospheric data computer, the standby atmospheric data computer, the landing gear retraction and extension controller, the flight control computer and other onboard computers; the throttle lever is connected to the system through the engine control unit; the left and right main landing gear wheel-mounted switches are connected to the system through the landing gear retraction and extension controller, and the flap position sensor is connected to the system through the flap controller.
5. The reliable detection system for aircraft air-ground status according to claim 4, characterized in that: The air-to-ground logic judgment module reliably detects the air-to-ground state of the aircraft based on the altitude information, speed information, vertical speed information, pitch angle rate, left and right main landing gear switch states, throttle lever position and flap position, and sends the take-off state information to the flight control computer and other interconnected airborne computers.
6. A reliable detection method for aircraft air-ground status, characterized in that: The steps include: Obtain the aircraft's altitude information, speed information, vertical speed information, pitch rate, left and right main landing gear switch status, throttle lever position and flap position, and perform redundancy algorithm processing; Filtering the vertical velocity information and pitch angle rate processed by the redundancy algorithm; Performing logic processing on the aircraft status information after the redundancy algorithm and filtering process to obtain comprehensive air-ground status information; The above-mentioned comprehensive air-ground status information is sent to the flight control computer and other interconnected airborne computers for air-ground status monitoring.
7. The reliable detection system for aircraft air-ground status according to claim 6, characterized in that: The height information processing steps are as follows: Determine the validity of the H1 signal in the main integrated navigation; Determine the effectiveness of the H2 signal in the combined navigation system; Determine the validity of the H3 signal at radio altitude; When the H1, H2 and H3 signals are all valid, the median of the three valid signals is taken as the aircraft altitude information H for voting; When two redundancies among the H1, H2 and H3 signals are valid, the average of the two valid signals is taken as the aircraft altitude information for voting; When only one redundancy among the H1, H2 and H3 signals is valid, the valid signal is taken as the aircraft altitude information for voting; When all of the H1, H2 and H3 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.
8. The reliable detection system for aircraft air-ground status according to claim 6, characterized in that: The speed information processing steps are as follows: Determine the validity of the speed V1 signal in the main integrated navigation; Determine the validity of the speed V2 signal in the combined navigation system; Determine the validity of the main atmospheric data computer speed V3; Determine the validity of the air data computer speed V4; When V1, V2, V3, and V4 signals are all valid, the second largest and second smallest median values of the four valid signals are taken as the voting aircraft speed information V; When three redundancies among the V1, V2, V3, and V4 signals are valid, the median of the three valid signals is taken as the aircraft speed information V for voting; When two redundancies among the V1, V2, V3, and V4 signals are valid, the average of the two valid signals is taken as the aircraft speed information V for voting; When only one redundancy is valid among the V1, V2, V3, and V4 signals, the valid signal is taken as the aircraft speed information V for voting; When all of the V1, V2, V3, and V4 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.
9. The reliable detection system for aircraft air-ground status according to claim 6, characterized in that: The vertical speed information processing steps are as follows: Determine the validity of the speed Vt1 signal in the main integrated navigation; Determine the validity of the speed Vt2 signal in the combined navigation system; Determine the validity of the main atmospheric data computer speed Vt3; Determine the validity of the air data computer speed Vt4; When Vt1, Vt2, Vt3, and Vt4 signals are all valid, the second largest and second smallest median values of the four valid signals are taken as the voted aircraft speed information Vt; When three redundancies among the Vt1, Vt2, Vt3, and Vt4 signals are valid, the median of the three valid signals is taken as the aircraft speed information Vt for voting; When two redundancies among the Vt1, Vt2, Vt3, and Vt4 signals are valid, the average of the two valid signals is taken as the aircraft speed information Vt for voting; When only one redundancy is valid among the signals Vt1, Vt2, Vt3, and Vt4, the valid signal is taken as the aircraft speed information Vt for voting; When all of the Vt1, Vt2, Vt3, and Vt4 signals fail, the data of the previous shot before the signal fails is taken, and the data voting logic is as described above.
10. The reliable detection system for aircraft air-to-ground status according to claim 6, characterized in that: The pitch angle rate processing steps are as follows: Determine the validity of the pitch rate Q1 signal in the main integrated navigation; Determine the validity of the pitch rate Q2 signal in the standby integrated navigation; When two redundancies in the Q1 and Q2 signals are valid, the average of the two valid signals is taken as the aircraft altitude information for voting; When only one redundancy is valid among the Q1 and Q2 signals, the valid signal is taken as the aircraft altitude information for voting; When all Q1 and Q2 signals fail, the data before the signal fails is taken, and the data voting logic is as described above.