Aircraft front wheel turning unit hand wheel instruction abnormity monitoring method and system
Through real-time monitoring and preset alarm models in the form of ACARS packets, the problem of abnormal monitoring of handwheel command of A320 aircraft crew is solved, predictive maintenance is realized, and flight safety and system normal operation is ensured.
Patent Information
- Application Number
- CN202411961127.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-30
- Publication Date
- 2025-05-16
AI Technical Summary
The prior art cannot effectively monitor and predict abnormalities in the handwheel instructions of the A320 aircraft crew, resulting in the aircraft's slippery deviation and potential uncontrollable state, and may even cause serious accidents to rush out of the runway.
In the form of ACARS message, the value input to the BSCU computer of the unit's handwheel command position is monitored in real time. Through the preset handwheel command abnormal alarm message model, the handwheel false command output is monitored in advance, thereby realizing predictive maintenance.
Real-time monitoring of handwheel instructions of A320 aircraft crew is realized, abnormal situations are discovered in advance, flight interruptions and unsafe events are avoided, and flight safety and the normal operation of the front wheel cornering system is ensured.
Smart Images
Figure CN120010309A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of aircraft predictive maintenance, and in particular to a method and system for monitoring abnormal handwheel instructions of an aircraft front wheel turning unit. Background Art
[0002] The nose wheel steering system of the A320 aircraft is a relatively important system on the aircraft. Its main function is to control the steering of the aircraft when it is moving on the ground. It works in two situations. One is when the aircraft is taxiing at high speed. At this time, the aircraft is controlled by the pedals to control the rudder movement to achieve direction control. The other is when the aircraft is taxiing at low speed. At this time, the aircraft turning is controlled by the handwheel. The crew controls the handwheel to achieve aircraft steering. When the aircraft taxiing speed is greater than 70KT, the handwheel control will no longer be effective. The A320 aircraft has two independent steering handwheels, located next to the captain's side stick and the co-pilot's side stick respectively. Its role on the ground is as important as the role of the aircraft side stick in the air. The A320 nose wheel turning system has eliminated the traditional wire rope system and adopted electronic control operation. The 3GC control command feedback signal and the 4GC angle position feedback signal are the main control signal sources, which feed back the angle of the nose wheel to the BSCU (brake and turning control unit). The nose wheel turning uses the yellow system (some old configuration aircraft use the green system) hydraulic oil. The BSCU converts the command signals of the cockpit handwheel, pedals and rudder trim into hydraulic signals through the 6GC (servo control valve) to activate the nose wheel turning actuator. The handwheel control is mainly used to control the direction of the aircraft during the ground taxiing phase, and the pedals are used to control the rudder during the takeoff roll. During the landing roll, most crews generally use the pedals above 40 nautical miles and the handwheel control below 40 nautical miles. Therefore, the handwheel is the main control method for nose wheel turning during low-speed taxiing, and most slips are mainly reflected in the low-speed stage of handwheel operation.
[0003] There are many factors that affect the front wheel turning, but most of them are concentrated in the three aspects of crew handwheel command, 3GC / 4GC feedback sensor, and the centering mechanism is not in the neutral position. The latter two reasons can often be solved by adjusting the electrical zero position of the feedback sensor and adjusting the neutral position of the centering mechanism. However, for abnormal crew handwheel commands, the aircraft CFDIU (Centralized Fault Display Interface Unit) centralized fault display interface component is not designed to monitor the crew handwheel. Therefore, when the handwheel command is abnormal (generally refers to the false command after the displacement sensor fails), the aircraft does not have any warning information, and the fault is very hidden. At this time, the aircraft will slip and the crew will have difficulty in operation. If the handwheel false command is abnormally serious (generally more than 30 degrees), the aircraft will become uncontrollable. At this time, if the aircraft speed is high, a serious unsafe accident of running off the runway may occur.
[0004] Therefore, how to achieve real-time monitoring of the handwheel commands of the A320 aircraft crew, monitor the abnormal conditions of the handwheel commands in advance, and then achieve predictive maintenance has become a problem that needs to be solved in this field. Summary of the invention
[0005] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a method and system for monitoring the abnormality of the crew handwheel command of the aircraft nose wheel turning. The method and system adopt the form of ACARS (Aircraft Addressing and Reporting System) message, and monitor the value of the crew handwheel command position input to the BSCU computer in real time, so as to monitor the handwheel false command output in advance, that is, monitor the abnormality of the handwheel command in advance, and then realize predictive maintenance, improve the real-time monitoring of the crew handwheel command of the A320 aircraft, ensure the normal operation of the aircraft nose wheel turning, and ensure safe and stable flight operation.
[0006] The purpose of the present invention can be achieved by the following technical solutions:
[0007] According to a first aspect of the present invention, there is provided a method for monitoring handwheel command abnormality of an aircraft nose wheel turning crew, comprising the following steps: S1, obtaining and sending a current handwheel command value, an aircraft nose wheel turning angle and auxiliary parameter data within a preset flight segment; S2, using a preset handwheel command abnormality alarm message model to determine whether the current handwheel command value meets a first preset threshold condition, and whether the current aircraft nose wheel turning angle meets a second preset threshold condition: if both are yes, then generating a handwheel command abnormality alarm message and sending it, executing S3, otherwise continuing to execute S2; S3, receiving and parsing the handwheel command abnormality alarm message; S4, receiving and using the current auxiliary parameter data to correct and filter the parsed handwheel command abnormality alarm message to obtain a valid message; S5, displaying and sending the valid message.
[0008] As a preferred technical solution, within the preset flight segment range, the aircraft's taxiing ground speed is greater than 70 nautical miles.
[0009] As a preferred technical solution, the handwheel command abnormal alarm message model includes a pre-written message logic, which is used to determine whether the current handwheel command value meets the first preset threshold condition and whether the current aircraft front wheel turning angle meets the second preset threshold condition.
[0010] As a preferred technical solution, the first preset threshold condition is: the current handwheel command value is continuously outside the first preset threshold range within a preset time.
[0011] As a preferred technical solution, the preset time is 10 seconds, and the first preset threshold range is -10 to +10 degrees.
[0012] As a preferred technical solution, the second preset threshold condition is: the current aircraft front wheel turning angle is within the second preset threshold range.
[0013] As a preferred technical solution, the second preset threshold range is -5 to +5 degrees.
[0014] According to a second aspect of the present invention, there is provided a system for monitoring abnormal handwheel instructions of an aircraft front wheel turning crew, the system comprising a data acquisition and processing module and a message parsing and display module which are communicatively connected; the data acquisition and processing module is used to execute S1 to S2 of the method; the message parsing and display module is used to execute S3 to S5 of the method.
[0015] As a preferred technical solution, the data acquisition and processing module includes ground loading equipment and an onboard computer flight data interface management component, and the message parsing and display module includes a ground control terminal, which uses an aircraft addressing and reporting system to achieve data transmission.
[0016] As a preferred technical solution, the system also includes a client communicating with the message parsing and display module.
[0017] Compared with the prior art, the present invention has the following beneficial effects:
[0018] 1. The present invention obtains the handwheel instruction value in real time within the preset flight segment range, and uses the preset handwheel instruction abnormal alarm message model for the first filtering to obtain the handwheel instruction abnormal alarm message. After parsing the alarm message, the corresponding false crew handwheel instruction value can be obtained, and then the handwheel instruction abnormal alarm message after parsing is filtered by using real-time auxiliary parameter data (such as the aircraft taxiing ground speed GS), and most of the false alarm messages are filtered out again to obtain the final valid message. The abnormal handwheel instruction of the aircraft crew can be predicted quickly and accurately in advance, and the operation interruption or flight unsafe incident caused by abnormal handwheel instruction can be avoided. It can solve the problem that the current Airbus fleet cannot monitor the false handwheel instructions of the pilot and co-pilot;
[0019] 2. The present invention selects a flight segment in which the aircraft taxiing ground speed is greater than 70 nautical miles to collect the handwheel command value in real time, and uses the message logic pre-written in the handwheel command abnormality alarm message model for comparison, and sets the first preset threshold condition as the handwheel command value continuously exceeding the range of ±10 degrees within 10 seconds, and the second preset threshold condition as the aircraft front wheel turning angle within the range of ±5 degrees, which can further improve the accuracy of monitoring the handwheel command abnormality in advance;
[0020] 3. In the monitoring system provided by the present invention, the ground control end can use the Aircraft Addressing and Reporting System (i.e. ACARS), and the data collection and completion are all carried out in real time, keeping synchronization with the aircraft, so there is no delay, which improves the overall synchronization performance;
[0021] 4. The handwheel command abnormal alarm message model used in the present invention is provided with a pre-written message logic, and the model can be installed on the onboard computer flight data interface management unit (i.e., onboard computer FDIMU) of other aircraft of the same configuration, that is, a point / surface mode is adopted. In theory, the number of aircraft can be increased without restriction, so it has good scalability and can be installed on other aircraft of the same configuration, which is convenient for large fleet operations. BRIEF DESCRIPTION OF THE DRAWINGS
[0022] Figure 1 A schematic diagram of the communication architecture of a system is provided in an embodiment of the present invention;
[0023] Figure 2 A schematic flow chart of a method provided in an embodiment of the present invention. DETAILED DESCRIPTION
[0024] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.
[0025] Example
[0026] This embodiment first provides an aircraft front wheel turning crew hand wheel command abnormality monitoring system, which can be used for A320 aircraft. The system includes a communication-connected data acquisition and processing module and a message parsing and display module.
[0027] The data acquisition and processing module includes a ground loading device (GLS) and an onboard computer flight data interface management unit (onboard computer FDIMU). The GLS is used to install the preset handwheel command abnormal alarm message model to the aircraft, and the onboard computer FDIMU is used to collect the required parameters according to the received instructions; the message parsing and display module includes a ground control terminal. Since the onboard computer FDIMU is the core component of the aircraft communication addressing and reporting system (Aircraft Communications Addressing and Reporting System, ACARS), the ground control terminal (GCD) uses the ACARS channel for data transmission. The advantage is that the data collection and completion are all carried out in real time, keeping synchronization with the aircraft, so there is no delay, which improves the overall synchronization performance. In some other embodiments, the system also includes a client that communicates with the message parsing and display module. Optionally, the client includes ports such as user mobile phones, corporate WeChat, and mailboxes. Figure 1 One implementation of the system in actual communication is shown.
[0028] Next, the abnormal monitoring method of the aircraft front wheel turning crew handwheel command provided by this embodiment is introduced. The monitoring method is based on ACARS, which is convenient for receiving the aircraft handwheel position parameters in real time. The principle is: the aircraft handwheel command value is pre-processed by using the aircraft onboard computer FDIMU, and a higher aircraft ground speed GS is preset as the starting point (at this time, according to the design principle, the handwheel of the aircraft will no longer work in the high-speed taxiing stage, and the position should be in the neutral zero position). If the handwheel command of the pilot and co-pilot exceeds the preset threshold range continuously within a certain period of time, it means that there is a handwheel position value (false command) that is not a crew command, that is, an alarm message is triggered and transmitted to the GCD through ACARS. The alarm message will be transmitted to the GCD in real time for early warning, so that the ground control center can take response measures in time in an emergency.
[0029] Figure 2 One of the implementations of the method is shown. The aforementioned system can implement each step of the method, specifically: the data acquisition and processing module is used to execute steps S1 to S2, wherein the ground loading equipment (GLS) is used to load the handwheel instruction abnormal alarm message model including the pre-written message logic to the onboard computer FDIMU, and the onboard computer FDIMU runs the model and implements steps S1 to S2; the message parsing and display module is used to execute steps S3 to S5, and the ground control terminal (GCD) communicates with the data acquisition and processing module through the ACARS channel, receives and displays the valid message obtained after multiple filtering and correction, and sends the valid message to the client. The specific execution process of each step is as follows:
[0030] Step S1, within a preset flight segment range, the onboard computer FDIMU obtains the current hand wheel command value, the aircraft front wheel turning angle and auxiliary parameter data, and sends the auxiliary parameter data to the GCD. Optionally, a flight segment range in which the aircraft taxiing ground speed is greater than 70 nautical miles is selected.
[0031] In step S2, the onboard computer FDIMU uses the preset handwheel command abnormal alarm message model to determine whether the current handwheel command value meets the first preset threshold condition, and whether the current aircraft front wheel turning angle meets the second preset threshold condition: if both are yes, a handwheel command abnormal alarm message is generated and sent to the GCD, and step S3 is executed; otherwise, return to step S2.
[0032] Among them, the handwheel command abnormal alarm message model is loaded into the onboard computer FDIMU in advance using GLS. The model contains pre-written message logic, which is used to determine whether the current handwheel command value meets the first preset threshold condition and whether the current aircraft front wheel turning angle meets the second preset threshold condition. The onboard computer FDIMU runs according to the message logic to achieve the first filtering of the alarm message.
[0033] The first preset threshold condition means that the current handwheel command value is continuously outside the first preset threshold range within the preset time. Optionally, the preset time is set to 10 seconds, the first preset threshold range is set to -10 to +10 degrees, and the two end values of the first preset threshold range correspond to the positive and negative threshold values of the preset handwheel command value.
[0034] The second preset threshold condition means that the current turning angle of the front wheel of the aircraft is within the second preset threshold range. Optionally, the second preset threshold range is set to -5 to +5 degrees.
[0035] Based on this, the pre-written message logic includes: selecting the flight range where the aircraft taxiing ground speed is greater than 70 nautical miles, and presetting the positive and negative thresholds of the handwheel command value to ±10 degrees. Then the message logic is implemented by running the model:
[0036] Compare the current handwheel command value with the preset positive and negative thresholds of the handwheel command value to determine whether the handwheel command value has been outside the range of -10 to +10 degrees for more than 10 seconds. At the same time, determine whether the current aircraft nose wheel turning angle NWS-ANGLE is within -5 to +5 degrees:
[0037] If both are yes, then generate the current handwheel command abnormal alarm message and send it to GCD, and execute step S3;
[0038] If one of the judgment results is no, the process returns to step S2 and the first preset threshold range and the second preset threshold range set in the handwheel command abnormal alarm signal model can be adjusted and updated according to actual conditions.
[0039] Step S3, the ground control terminal (GCD) receives and analyzes the handwheel command abnormality alarm message from the onboard computer FDIMU.
[0040] Step S4, the ground control terminal (GCD) receives and uses the current auxiliary parameter data to correct and filter the parsed handwheel instruction abnormal alarm message to obtain a valid message.
[0041] This step uses the auxiliary parameter data to perform secondary revision and filtering on the alarm message to form a valid message, which includes the key parameters that are finally available. Optionally, the auxiliary parameter data includes the aircraft taxiing ground speed GS. The auxiliary parameter is used to correct the alarm message, which can be achieved by setting a threshold value of GS, or by setting a threshold value of the difference between the GS threshold value and the actual value. In practice, the auxiliary parameter data can be added and set according to demand.
[0042] In this step, it is also possible to continue to determine whether the key parameters have been corrected: if yes, execute step S5; if not, continue to execute step S4 until all alarm messages have been corrected.
[0043] Step S5: The ground control terminal (GCD) displays and sends a valid message.
[0044] Specifically, the ground control terminal (GCD) includes a ground software platform, which is a visual processing and display system used to parse the original alarm message data, filter out false messages according to the preset logic, so that the final message accuracy rate reaches more than 95%, and visualize the final message key parameters to form curves, points and other trend graphics for engineers to monitor. After obtaining the final message key parameters, they are automatically output to the client, such as the user's mobile phone, corporate WeChat, mailbox, etc.
[0045] In summary, the present invention utilizes the aircraft taxiing ground speed to filter the stage when the crew handwheel works normally, and captures the false command signal when the aircraft handwheel is not working. The false command of the crew handwheel can be best reflected when the aircraft taxiing ground speed is greater than 70 nautical miles. According to the range of the flight segment, the preset handwheel command value and the handwheel command value are compared, and the aircraft front wheel turning angle NWS-ANGLE is compared with the preset range. If the preset logic is met, that is, any handwheel command value of the pilot and the co-pilot exceeds ±10 degrees and NWS-ANGLE is less than or equal to ±5 degrees, an alarm message is triggered, thereby obtaining the false crew handwheel command value, and then correcting it using the auxiliary parameter data, filtering out most of the false alarm messages again, and the corrected message will be sent to the GCD to help engineers know the abnormality of the crew handwheel command in advance, so that the ground engineer can know the false crew handwheel command and the cause of the false command as soon as possible after receiving the message.
[0046] In addition, the system provided by the present invention adopts relatively mature devices, such as an onboard computer FDIMU, a mobile phone, an email box, etc., so it is low in cost and high in reliability.
[0047] The preferred specific embodiments of the present invention are described in detail above. It should be understood that a person skilled in the art can make many modifications and changes based on the concept of the present invention without creative work. Therefore, any technical solution that can be obtained by a person skilled in the art through logical analysis, reasoning or limited experiments based on the concept of the present invention on the basis of the prior art should be within the scope of protection determined by the claims.
Claims
1. A method for monitoring abnormal handwheel instructions of an aircraft front wheel turning unit, characterized in that: The following steps are involved: S1, within the preset flight range, obtain the current handwheel command value, aircraft front wheel turning angle and auxiliary parameter data and send them; S2, using the preset handwheel command abnormal alarm signal model to determine whether the current handwheel command value meets the first preset threshold condition, and whether the current aircraft front wheel turning angle meets the second preset threshold condition: If both are yes, then generate and send the handwheel command abnormal alarm message, and execute S3. Otherwise, continue to execute S2. S3, receiving and analyzing the handwheel command abnormality alarm message; S4, receiving and using the current auxiliary parameter data to correct and filter the parsed handwheel command abnormal alarm message to obtain a valid message; S5, display and send the valid message.
2. The method for monitoring abnormal handwheel instructions of an aircraft front wheel turning unit according to claim 1, characterized in that: In the preset flight segment range, the aircraft's taxiing ground speed is greater than 70 nautical miles.
3. The method for monitoring abnormal handwheel instructions of an aircraft front wheel turning unit according to claim 1, characterized in that: The handwheel instruction abnormal alarm message model includes a pre-written message logic, and the message logic is used to determine whether the current handwheel instruction value meets the first preset threshold condition and whether the current aircraft front wheel turning angle meets the second preset threshold condition.
4. The method for monitoring abnormal handwheel instructions of an aircraft front wheel turning unit according to claim 3 is characterized in that: The first preset threshold condition is: the current handwheel command value is continuously outside the first preset threshold range within a preset time.
5. The method for monitoring abnormal handwheel instructions of an aircraft front wheel turning unit according to claim 4, characterized in that: The preset time is 10 seconds, and the first preset threshold range is -10 to +10 degrees.
6. The method for monitoring abnormal handwheel instructions of an aircraft front wheel turning unit according to claim 1, characterized in that: The second preset threshold condition is: the current aircraft front wheel turning angle is within the second preset threshold range.
7. The method for monitoring abnormal handwheel instructions of an aircraft front wheel turning unit according to claim 6, characterized in that: The second preset threshold range is -5 to +5 degrees.
8. An aircraft front wheel turning crew hand wheel command abnormality monitoring system, characterized in that: The system includes a data acquisition and processing module and a message parsing and display module that are communicatively connected; The data acquisition and processing module is used to execute S1 to S2 of any method according to claims 1 to 7; The message parsing and displaying module is used to execute S3 to S5 of any method as claimed in claims 1 to 7.
9. The aircraft front wheel turning crew hand wheel command abnormality monitoring system according to claim 8, characterized in that: The data acquisition and processing module includes ground loading equipment and an onboard computer flight data interface management component, and the message parsing and display module includes a ground control terminal, which uses an aircraft addressing and reporting system to achieve data transmission.
10. The aircraft front wheel turning crew hand wheel command abnormality monitoring system according to claim 8, characterized in that: The system also includes a client communicating with the message parsing and displaying module.