Aircraft air rudder state evaluation method and system

Abstract

The invention discloses an aircraft air rudder state evaluation method and system, and relates to the technical field of air rudders, and the method comprises the steps: collecting the fluctuation condition of a rudder surface, and obtaining vibration data; analyzing the vibration data to determine whether the air rudder is unbalanced or not; if it is judged that the air rudder is unbalanced, unbalance state tracing is conducted on vibration data of the air rudder, meteorological data and operation data of an aircraft are read based on corresponding time data, and meteorological data to be judged and operation data to be judged are obtained; performing air rudder imbalance reason analysis on the meteorological data to be judged and the operation data to be judged, and determining an imbalance category; formulating schemes for the air rudder and the aircraft according to the unbalance category to obtain an adjustment scheme; and matching the adjustment scheme with a built-in standard manual, and determining whether unconventional operation exists in the adjustment scheme. The method can effectively improve the accuracy of air rudder state evaluation.

Description

Technical Field

[0001] The present application relates to the technical field of air rudders, and in particular, to a method and system for evaluating the state of an aircraft air rudder. Background Art

[0002] An air rudder refers to an adjustable rudder surface installed on an aircraft. It generates control forces by changing the aerodynamic characteristics of the aircraft surface, thereby realizing the attitude adjustment and control of the aircraft. An air rudder usually consists of a rudder surface and a drive mechanism. The rudder surface can rotate, tilt, or expand and contract according to the needs of the aircraft, and the drive mechanism is responsible for controlling the movement of the rudder surface.

[0003] In the related art, the dynamic response of the air rudder under the coupled action of aerodynamic force, elastic force, and inertial force is considered. When the aerodynamic force acting on the air rudder in the airflow changes and causes self-excited vibration, that is, the flutter phenomenon, the stability of the air rudder will be seriously affected. By establishing a flutter analysis model, the conditions and critical speed for the air rudder to flutter are predicted. If within the normal flight speed range of the aircraft, the flutter critical speed of the air rudder is much higher than the actual flight speed, then it can be judged that the air rudder is stable in this working state and will not flutter.

[0004] Regarding the above related art, the flutter analysis model is a judgment result based on an ideal state. However, in the actual use of the air rudder, there are too many interference factors, and the flutter analysis model cannot take into account all the interference factors. Therefore, the data obtained by analyzing through the flutter analysis model has certain error and is not accurate enough, and there is room for improvement. Summary of the Invention

[0005] In order to improve the accuracy of air rudder state evaluation, the present application provides a method and system for evaluating the state of an aircraft air rudder.

[0006] In a first aspect, the present application provides a method for evaluating the state of an aircraft air rudder, adopting the following technical solution: A method for evaluating the state of an aircraft air rudder includes: S1, a data acquisition device is arranged at the connection between the rudder surface and the drive mechanism in the air rudder to collect the fluctuation condition of the rudder surface and obtain the vibration data of the air rudder; S2, analyze the vibration data to determine whether the air rudder is unbalanced; S3, if it is determined that the air rudder has an unbalanced phenomenon, trace back the unbalanced state of the vibration data of the air rudder to obtain the time data when the air rudder becomes unbalanced, and read the meteorological data and the operation data of the aircraft based on the time data to obtain the to-be-judged meteorological data and the to-be-judged operation data for the corresponding time period; S4. Analyze the reasons for the imbalance of the air rudder for the weather data to be judged and the operation data to be judged, and determine the imbalance category; S5. Obtain the flight mode of the aircraft. If the flight mode of the aircraft is autopilot, obtain different adjustment schemes according to the imbalance category to adjust the imbalance of the air rudder and the aircraft.

[0007] Preferably, after step S5, it further includes: S6. Match the adjustment scheme with the built-in standard manual to determine whether there are any unconventional operations in the adjustment scheme, alarm for the adjustment scheme containing unconventional operations, and execute the adjustment scheme with all conventional operations in the adjustment scheme.

[0008] Preferably, step S2 is specifically: Statistically analyze the vibration data to obtain a data change curve, judge the vibration frequency of the data change curve to obtain frequency change data, and judge the vibration amplitude of the data change curve to obtain amplitude change data; Judge the frequency change data to determine whether the frequency change rate is increasing, and judge the amplitude change data to determine whether the change of the amplitude value is positively correlated with the frequency change; If it is determined that the frequency in the frequency change data is increasing and the amplitude is positively correlated with the frequency, it is determined that the air rudder is imbalanced. Otherwise, it is determined that the air rudder is normal.

[0009] Preferably, step S3 is specifically: When it is determined that the air rudder has an imbalance phenomenon, obtain the historical amplitude data of the air rudder during this flight; Calculate the mean value of the amplitude change data at the current time point to obtain the first mean value data; Match the first mean value data with the historical amplitude data to determine the time point with the highest amplitude value in the historical amplitude data and the farthest distance from the current moment, and select data from the operation log of the aircraft and the collection log of the environment according to this time point to obtain the operation data to be judged and the weather data to be judged.

[0010] Preferably, step S4 is specifically: Judge the operation data to be judged to determine whether the operation data of the aircraft has changed; judge the weather data to be judged to determine whether the environmental conditions of the aircraft have changed; If neither the operation data of the aircraft nor the environmental conditions have changed, it is determined that the air rudder has a structural failure; If the environmental conditions of the aircraft have changed while the operation data has not changed, analyze the weather data to be judged of the aircraft to determine whether it is a meteorological factor that causes the imbalance of the air rudder; If the operation data of the aircraft changes, the operation data is matched with the meteorological data to determine whether the imbalance of the air rudder is caused by operation factors.

[0011] Preferably, the imbalance categories at least include: structural failure, meteorological factors, and operation factors; the specific steps of S5 are as follows: When the imbalance category is structural failure, the air rudder is adjusted, and data of the adjusted air rudder is collected to determine whether the air rudder responds to the adjustment. If a response is generated, the air rudder is adjusted multiple times. When the imbalance category is meteorological factors, the current operation data of the air rudder is obtained, and the acting data, state data of the air rudder on the aircraft, and the flight data of the aircraft under the current meteorological conditions are determined, and the relationship among the flight data, acting data, and state data is determined, so as to adjust the flight data of the aircraft and the operation data of the air rudder according to the relationship among the three. When the imbalance category is operation factors, operation correction or alarm is performed.

[0012] Preferably, the specific steps of S6 are as follows: An operation confirmation signal is generated for each adjustment step in the adjustment plan, and the operation confirmation signal is matched with the built-in standard manual to determine whether the operations included in the current adjustment plan belong to the specified standard operations. If it is determined that it belongs to the specified standard operation, it is executed based on the corresponding adjustment step; otherwise, an alarm signal is output for operation confirmation.

[0013] Preferably, the S5 step further includes: When it is determined that the air rudder is imbalanced, the fluctuation data of the aircraft is obtained, and the fluctuation data of the aircraft is judged according to the time interval corresponding to the operation data to be judged to determine whether the imbalance of the air rudder affects the aircraft. When it is determined that there is no impact on the aircraft, only the operation data of the air rudder is adjusted. When it is determined that there is an impact on the aircraft, the air rudder and the aircraft are adjusted in a linkage manner.

[0014] In a second aspect, the present application provides an aircraft air rudder state evaluation system, adopting the following technical solution: An aircraft air rudder state evaluation system includes: a first state analysis module, a second state analysis module, and a solution formulation module, and a data acquisition device is provided at the connection between the rudder surface and the driving mechanism in the air rudder. The first state analysis module is used to collect the fluctuation condition of the rudder surface to obtain the vibration data of the air rudder; analyze the vibration data to determine whether the air rudder is imbalanced. The second - state analysis module is used to trace the imbalance state of the vibration data of the air rudder if it is determined that there is an imbalance phenomenon in the air rudder, obtain the time data when the air rudder becomes imbalanced, and read the meteorological data and the operation data of the aircraft based on the time data to obtain the to - be - judged meteorological data and the to - be - judged operation data for the corresponding time period; analyze the reasons for the imbalance of the air rudder for the to - be - judged meteorological data and the to - be - judged operation data, and determine the imbalance category; The imbalance adjustment module is used to obtain the driving mode of the aircraft. If the driving mode of the aircraft is autonomous driving, different adjustment schemes are obtained according to the imbalance category to adjust the imbalance of the air rudder and the aircraft.

[0015] In summary, the present application includes at least one of the following beneficial technical effects: 1. By setting a data acquisition device at the connection between the rudder surface and the driving mechanism, the data acquisition device can not only comprehensively collect the state of the rudder surface but also determine whether the driving mechanism drives the rudder surface normally, improving the accuracy of data acquisition. By analyzing the state of the air rudder and tracing the data when it is imbalanced for the collected vibration data, not only the real - time state of the air rudder is clarified, but also the data quality of subsequent data analysis is improved, reducing data redundancy. Furthermore, the analysis result is more accurate when analyzing the reasons for the imbalance of the air rudder, thereby improving the accuracy of the air - rudder state assessment. At the same time, by adopting different adjustment schemes for different imbalance categories and judging the operations in the adjustment schemes before executing the adjustment schemes, the safety of the adjustment schemes is ensured; 2. By judging the vibration frequency and vibration amplitude of the vibration data, determining the frequency change and amplitude change when the current air rudder vibrates, then making a first judgment on the frequency change to determine the first state of the air rudder, and matching the amplitude change with the frequency change to determine the relationship between the amplitude change and the frequency change, thereby obtaining the second state of the air rudder. When both the first state and the second state of the air rudder indicate that the vibration condition of the air rudder is deteriorating, it is determined that the air rudder is in an imbalanced state. By judging and matching the vibration frequency and vibration amplitude, the judgment process of the air - rudder imbalance state is simplified. Furthermore, on the basis of not reducing the judgment accuracy, the judgment efficiency of the air - rudder state judgment is improved; 3. When the air rudder is in an imbalanced state due to different factors, by readjusting the structural - fault factors, the fault reasons of the air rudder are further clarified, the imbalance caused by foreign objects is eliminated, and an alarm is given for the imbalance caused by the structure itself to remind the driver, making the state assessment of the air rudder more accurate. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a flowchart of the steps of the method for evaluating the state of the air rudder of the aircraft in this embodiment; Figure 2It is the block diagram of the aircraft air rudder state evaluation system of this embodiment.

[0017] Reference numerals: 1. First state analysis module; 2. Second state analysis module; 3. Imbalance adjustment module. Specific implementation mode

[0018] The following will further elaborate on this application Figure 1 - Figure 2 in conjunction with the attached drawings.

[0019] The embodiment of this application discloses an aircraft air rudder state evaluation method and system.

[0020] Embodiment: As Figure 1 shown, an aircraft air rudder state evaluation method of the present invention includes: S1. A data acquisition device is arranged at the connection between the rudder surface and the driving mechanism in the air rudder to collect the fluctuation condition of the rudder surface and obtain the vibration data of the air rudder. Among them, a strain gauge can be used as the data acquisition device. Strain gauges are installed around the connection between the rudder surface and the driving mechanism to ensure that the strain gauges can be pulled and squeezed when the rudder surface vibrates, so as to obtain the corresponding pressure values. Then, through the pressure values at different times and the orientations of the strain gauges corresponding to each pressure value, the vibration data of the air rudder is finally obtained. The vibration data includes magnitude and orientation.

[0021] It should be noted that the data collected by the data acquisition device is the combined value of the force exerted by the driving mechanism on the rudder surface and the force exerted by the aerodynamic force on the rudder surface. During the use of the air rudder, the driving mechanism applies a force to the rudder surface, causing the rudder surface to deflect or displace. Therefore, during the data acquisition process by the data acquisition device, an initial value, that is, the force exerted by the driving mechanism on the rudder surface, will be obtained. Due to the different aerodynamic forces caused by different wind speeds, the collected data will fluctuate around the initial value, so that the state of the air rudder can be determined according to the change of the vibration data. For example, unilateral force, whether the force is uniform, whether the force is within the bearing range of the air rudder structure, etc.

[0022] Specifically, it can be understood that actual data is collected at a certain frequency, and each collection moment has a corresponding value. These values fluctuate up and down with the change of aerodynamic force, centered around the initial value of the force exerted by the driving mechanism on the control surface. For example, assuming the initial value is 500N, when the wind speed is small, the aerodynamic force is relatively small, and the collected data may fluctuate between 480N - 520N; when the wind speed is large, the aerodynamic force increases, and the data fluctuation range may become 450N - 550N; if the state of the air rudder is stable and the force is evenly distributed, the data fluctuation will be relatively regular and stable, fluctuating within a small range around the initial value. However, if abnormal situations such as unilateral force occur, the data may show obvious deviation or increased fluctuation. For example, when the left side of the air rudder is subjected to a large force, the data may continuously deviate in the direction greater than the initial value, and the fluctuation amplitude may increase.

[0023] S2. Analyze the vibration data to determine whether the air rudder is unbalanced; among them, the unbalance of the air rudder does not equal the failure of the air rudder, but only indicates that the air rudder cannot operate stably.

[0024] When judging the unbalance of the air rudder, the unbalanced state can include true unbalance and false unbalance, ineffective unbalance and effective unbalance. Among them, false unbalance is a state that can be eliminated by adjusting the air rudder or the aircraft; true unbalance is an unbalanced state that cannot be eliminated by adjustment; ineffective unbalance means that the unbalance of the air rudder has no impact on the aircraft. For example, when the air rudder is in its initial state, when the air rudder is unbalanced, since no aerodynamic force is generated on the aircraft, it will not have an impact on the aircraft; effective unbalance means that the air rudder has an impact on the aircraft.

[0025] S3. If it is determined that the air rudder has an unbalanced phenomenon, trace the unbalanced state of the vibration data of the air rudder to obtain the time data when the air rudder becomes unbalanced, and based on the time data, read the meteorological data and the operation data of the aircraft to obtain the to-be-judged meteorological data and to-be-judged operation data for the corresponding time period; S4. Analyze the reasons for the unbalance of the air rudder for the to-be-judged meteorological data and to-be-judged operation data to determine the unbalance category; S5. Obtain the flight mode of the aircraft. If the flight mode of the aircraft is autopilot, different adjustment schemes are obtained according to the unbalance category to adjust the unbalance of the air rudder and the aircraft; because when autonomously adjusting the unbalance, if it is in a non-autopilot mode, the pilot needs to be notified in time so that the pilot can understand the parameter changes of the aircraft in real time, thereby reducing misjudgment. On the contrary, if it is in autopilot, it can be understood that the autopilot system controls the aircraft, so it is necessary to let the autopilot system understand the parameter changes of the aircraft in real time. For the autopilot system to understand the parameter changes of the aircraft, only the parameters that need to be changed need to be fed back to the autopilot system.

[0026] S6. Match the adjustment plan with the built-in standard manual to determine whether there are any non-conventional operations in the adjustment plan. Alarm for the adjustment plan containing non-conventional operations, and execute the adjustment plan where all operations in the adjustment plan are conventional operations. It can be understood that when there are non-conventional operations in the adjustment plan, direct alarm output is performed. When there are no non-conventional operations in the adjustment plan, the adjustment plan can be executed. Specifically, for each adjustment step in the adjustment plan, an operation confirmation signal is generated, and the operation confirmation signal is matched with the built-in standard manual to determine whether the operations included in the current adjustment plan belong to the specified standard operations. If it is determined that all adjustment steps belong to the specified standard operations, execute based on the corresponding adjustment plan. Otherwise, output an alarm signal for operation confirmation. The standard manual is used to stipulate the operation principles that the pilot needs to follow when flying the aircraft. For example, when the flight altitude needs to be changed, the standard manual stipulates that the pilot can only make corresponding adjustments according to the communication result after communicating and coordinating with the tower.

[0027] In this embodiment, by setting a data acquisition device at the connection between the control surface and the drive mechanism, the data acquisition device can not only comprehensively collect the state of the control surface but also determine whether the drive mechanism drives the control surface normally, improving the accuracy of data acquisition. Through the analysis of the air rudder state and the data traceability during imbalance for the collected vibration data, not only the real-time state of the air rudder is clarified, but also the data quality of subsequent data analysis is improved, reducing the data redundancy. As a result, when analyzing the meteorological data and operation data during imbalance, the obtained analysis results are more accurate. At the same time, by selecting different adjustment plans for different imbalance categories and judging the operations in the adjustment plan before executing the adjustment plan, the safety of the adjustment plan is ensured.

[0028] Exemplarily, during the flight of the aircraft, the data acquisition device continuously collects the vibration data of the air rudder. The system statistically analyzes the collected data to determine the current state of the air rudder. By analyzing multiple vibration data over a continuous time period, the change trend of the vibration data is determined. Furthermore, based on the change trend, the imbalance state of the air rudder is predicted. When it is determined that the air rudder is about to be in an imbalance state or is already in an imbalance state, then by tracing the imbalance state of the air rudder, it is determined when the air rudder has an imbalance state. For example, when analyzing the vibration data, it is judged based on 100 collected data values, that is, the data from 1 to 100 is a judgment interval, and the data from 2 to 101 is another judgment interval, and so on.

[0029] Imbalance state of the air rudder. For example, the data values from bit 1 to bit 50 are all 50, and the data values from bit 51 to bit 100 are random numbers between 20 and 70. When making a judgment, if the value of the 100th bit is determined to be in an imbalance state, then it is necessary to push forward from the 100th bit until it is deduced that the imbalance state starts at the 50th bit or the 51st bit. For example, if the deduced result is that the 50th bit is the start of the imbalance state, then mark the time point corresponding to the 50th bit as the time data at the time of imbalance. At the same time, according to this deduced time point, read the meteorological data and the operation data of the aircraft in the time interval from the 50th bit to the 100th bit, so as to obtain the corresponding meteorological data to be judged and operation data to be judged; After determining the data that needs to be analyzed for the cause of imbalance, analyze this data to determine the cause of imbalance, and formulate corresponding adjustment plans according to the type and cause of imbalance. Before implementing the adjustment plan, it is also necessary to perform a routine operation judgment on the adjustment plan to ensure the safety of the adjustment plan. For example, when it is necessary to adjust the cruising speed of the cruise control, notify the pilot or the tower to adjust the information of this flight. For example, when a route change is required, assume that the original flight altitude is 100, but there is a very bad flight environment at this flight altitude that requires reducing or increasing the altitude, then it is necessary to notify the pilot or the tower to avoid accidents such as collisions with other aircraft.

[0030] In step S2, analyze the vibration data to determine whether the air rudder is imbalanced, including the following steps: S21, statistically analyze the vibration data to obtain a data change curve, judge the vibration frequency of the data change curve to obtain frequency change data, and judge the vibration amplitude of the data change curve to obtain amplitude change data; among them, when making the amplitude change judgment, it is necessary to judge not only the trend of the amplitude fluctuation but also the specific fluctuation value. Therefore, it is necessary to determine the intermediate value of each fluctuation and judge the trend of the intermediate value. If the change trend of the intermediate value is an upward trend, it indicates that the air rudder has an obvious unilateral force phenomenon, which causes the air rudder to deviate from the original position, and the deviated air rudder is pulled back under the rigidity of the equipment material, then this phenomenon is judged as imbalance.

[0031] S22, judge the frequency change data to determine whether the frequency change rate is increasing, and judge the amplitude change data to determine whether the change of the amplitude value is positively correlated with the frequency change; S23, if it is determined that the frequency in the frequency change data shows an increasing trend and the amplitude is positively correlated with the frequency, then it is determined that the air rudder is imbalanced; otherwise, it is determined that the air rudder is normal.

[0032] In this embodiment, by judging the vibration frequency and vibration amplitude of the vibration data, the frequency change and amplitude change during the current vibration of the air rudder are determined. Then, through the first judgment of the frequency change, the first state of the air rudder is determined. Next, the amplitude change is matched with the frequency change to determine the relationship between the amplitude change and the frequency change, thereby obtaining the second state of the air rudder. When both the first state and the second state of the air rudder indicate that the vibration condition of the air rudder is deteriorating, it is further determined that the air rudder is in an unbalanced state. By judging and matching the vibration frequency and vibration amplitude, the judgment process of the unbalanced state of the air rudder is simplified, and on the basis of not reducing the judgment accuracy, the judgment efficiency of the air rudder state judgment is improved.

[0033] Exemplarily, since the data acquisition device is arranged at the connection between the rudder surface and the driving mechanism, when the data acquisition device collects vibration data, the collected data includes not only the vibration offset but also the vibration offset direction. Therefore, first, the vibration offsets in the same vibration offset direction are statistically analyzed to determine the corresponding data change curve, and then the vibration frequency and vibration amplitude of the data change curve are judged. Among them, the vibration frequency judgment is the time data of the fluctuation process of the increase and decrease of the vibration amplitude, and the vibration amplitude is the value of the vibration increase and the value of the vibration decrease. Next, by judging the vibration frequency, it can be determined whether the vibration state of the air rudder is stable. Since the higher the vibration frequency, the greater the corresponding vibration energy and the greater the acting force on the air rudder, and then the change value of the vibration amplitude is matched with the change of the vibration frequency to determine whether the vibration of the air rudder is gradually becoming unbalanced. When the vibration amplitude of the air rudder does not change with the vibration frequency, it indicates that the high-frequency vibration of the air rudder is within the controllable range of the air rudder material. On the contrary, when the vibration amplitude of the air rudder changes with the vibration frequency, it indicates that the high-frequency vibration of the air rudder is no longer within the controllable range of the air rudder material, and it is further determined that the air rudder is unbalanced. For example, if the vibration frequency changes from 10 Hz to 100 Hz and the vibration amplitude changes from 1 cm to 10 cm, it indicates that the vibration condition of the air rudder is deteriorating.

[0034] In step S3, if it is determined that the air rudder has an unbalanced phenomenon, the unbalanced state of the vibration data of the air rudder is traced back to obtain the time data when the air rudder becomes unbalanced, and based on the time data, the meteorological data and the operation data of the aircraft are read to obtain the to-be-judged meteorological data and to-be-judged operation data in the corresponding time period, including the following steps: S31. When it is determined that the air rudder has an unbalanced phenomenon, obtain the historical amplitude data of the air rudder during the current flight; S32. Calculate the average value of the amplitude change data at the current time point to obtain the first average value data; S33. Match the first mean data with the historical amplitude data to determine the time point in the historical amplitude data where the amplitude value is higher than the first mean data and the farthest from the current moment. Then, based on this time point, select data from the operation log of the aircraft and the acquisition log of the environment to obtain the operation data to be judged and the meteorological data to be judged. Among them, the operation log of the aircraft includes the operation of the air rudder and the operation of the aircraft, and the operation of the aircraft can be the flight speed, etc.

[0035] In this embodiment, by calculating the mean value of the amplitude change data at the current time point and using the first mean data as a standard to match the historical amplitude data, the imbalance time point can be quickly screened out. Then, based on the imbalance time point, select data from the operation log of the aircraft and the acquisition log of the flight environment to reduce the amount of data to be analyzed, thereby improving the judgment efficiency.

[0036] Exemplarily, when judging the stability of the air rudder, the data to be judged and analyzed are multiple vibration data within a period of time. Therefore, when judging at the fault time point, first judge the multiple amplitude change data determined to have an imbalance phenomenon at the current time point to determine the amplitude mean value of the air rudder in the imbalance state. Then, use this amplitude mean value as a reference standard to read the historical amplitude data, so as to trace back to the beginning stage of the imbalance of the air rudder, determine the corresponding time point, and then read data from the operation log of the aircraft and the acquisition log of the flight environment according to the traced time point, so as to clarify the data to be further analyzed, improve the quality of the data to be analyzed, and thus improve the accuracy of the analysis result.

[0037] For example, the mean value in the imbalance state is 50. Match the historical data, select the data with an amplitude greater than or equal to 50, and then select the time point with the longest time according to the time sequence. For example, the data with an amplitude greater than or equal to 50 includes time points a, b, and c. Then select the three time points a, b, and c. If time point b is the time point with the longest time, then use time point b as the data selection node to select data from the operation log of the aircraft and the acquisition log of the flight environment.

[0038] In addition, in another embodiment, the operation data to be judged and the meteorological data to be judged can also be obtained by selecting time nodes of the operation data in the operation log according to the operation log of the aircraft and the acquisition log of the flight environment, judging the acquisition data in the acquisition log, determining the time nodes when significant changes occur in the flight environment, matching the time nodes of the two with the time points obtained by matching with the first mean data, determining the time nodes of the operation data and the acquisition data that are adjacent to and greater than the time points obtained by matching with the first mean data, and then selecting the operation time nodes and acquisition time nodes with larger time points according to the time sequence, so as to obtain the time nodes to be selected from the operation log of the aircraft and the acquisition log of the flight environment. For example, the time node matched by the first mean is T1, and according to the current time node T, the time period (T1, T) is obtained, and the operation log and the acquisition log are matched by using the time period (T1, T) to determine whether there are changes in the operation data or significant changes in the acquisition data within the time period (T1, T). If it is judged that there are, for example, there are time nodes T2, T3, T4, then the time sequence of T2, T3, T4 is judged. If T4 is the time node when the data finally changes, then the operation data and the acquisition data within the range from the T4 time node to the current time node T are selected.

[0039] In step S4, analyze the reasons for the imbalance of the air rudder for the meteorological data to be judged and the operation data to be judged, and determine the imbalance category, including the following steps: S41. Judge the operation data to be judged to determine whether the operation data of the aircraft has changed; judge the meteorological data to be judged to determine whether the environmental conditions of the aircraft have changed; among them, the operation data can be the airspeed, heading, flight route, etc.; the meteorological data can be the air density, visibility, humidity, etc.; specifically, there is no special limitation.

[0040] S42. If neither the operation data of the aircraft nor the environmental conditions have changed, it is determined that there is a structural failure of the air rudder; among them, the structural failure of the air rudder may be a failure of the equipment structure itself or an imbalance of the air rudder caused by foreign objects falling on the air rudder during flight. That neither the operation data of the aircraft nor the environmental conditions have changed means that since the aircraft is in the autopilot mode in the current state, under normal circumstances, the operation data of the aircraft is the set data and will not change, and the environmental conditions are judged according to the meteorological data. Small changes in the meteorological data will not affect the change of the environmental conditions. For example, a sunny day will not change to a thunderstorm day due to a small increase in humidity. Therefore, both the operation data and the environmental conditions of the aircraft are fixed values.

[0041] S43. If the environmental conditions of the aircraft change while the operation data remains unchanged, analyze the weather data to be determined for the aircraft to determine whether it is a meteorological factor that causes the imbalance of the air rudder. Specifically, the analysis method is as follows: Based on the weather data to be determined, judge the wind direction of the airflow in the flight environment where the aircraft is located to determine the variability of the airflow direction. Judge the flow velocity of the airflow to determine whether the velocity of the airflow reaches the resonance data of the air rudder.

[0042] Match the variability of the airflow direction based on the vibration data of the air rudder to determine whether the fluctuation direction of the air rudder is caused by the variability of the airflow direction. Match the vibration data of the air rudder with the resonance data of the airflow to determine whether the fluctuation of the air rudder meets the resonance trend, so as to judge whether the current imbalance phenomenon is caused by the environmental airflow factor.

[0043] S44. If the operation data of the aircraft changes, match the operation data with the weather data to determine whether it is an operation factor that causes the imbalance of the air rudder. Among them, the change of the operation data of the aircraft includes two situations: the operation data of the aircraft changes while the environmental conditions of the aircraft remain unchanged and both the operation data and the environmental conditions of the aircraft change.

[0044] By simulating the operation result of the operation data and the weather data, it is determined whether the operation data of the aircraft is a misoperation caused by a wrong judgment, effectively improving the accuracy of judging the cause of the imbalance.

[0045] In this embodiment, by judging the operation data to be determined and the weather data to be determined, the influencing factors during the process of the air rudder changing from the normal state to the imbalance state are determined. If the operation data to be determined changes, the influencing factor may be an operation problem. If the weather data to be determined changes, the influencing factor may be an environmental / meteorological factor. Then, according to different change situations, the changed data is analyzed specifically, making the final analysis result more accurate, and thus improving the accuracy of the air rudder state assessment.

[0046] Exemplarily, when neither the operation data nor the environmental conditions of the aircraft change, it indicates that the air rudder is not affected by detectable data during the process from the normal state to the imbalance state. Therefore, it is determined that there is a problem with the structure of the air rudder itself. When the environmental conditions of the aircraft change while the operation data remains unchanged, it indicates that the air rudder may be affected by the change in environmental conditions during the process from the normal state to the imbalance state. Therefore, by judging the environmental information, it is determined whether the change in environmental conditions has an impact on the air rudder. When the operation data of the aircraft changes, regardless of whether the imbalance of the air rudder is caused by the change in environmental conditions, it is necessary to determine whether the current operation matches the current environment. For example, in the case of a wind speed of 100, the theoretical operation data is to adjust by 10 degrees or reduce the speed by 10. However, in actual operation, it may only be adjusted by 7 degrees or the speed is not reduced, etc., resulting in the current operation not matching the actual environment and further causing the imbalance of the air rudder.

[0047] In step S5, obtain the flight mode of the aircraft. If the flight mode of the aircraft is autonomous flight, different adjustment schemes are obtained according to the imbalance category to adjust the imbalance of the air rudder and the aircraft. In the embodiments of the present application, the imbalance category at least includes: structural failure, meteorological factors, and operation factors; Step S5 specifically includes the following steps: S51, when the imbalance category is structural failure, adjust the air rudder, collect data of the adjusted air rudder, and determine whether the air rudder responds to the adjustment. If it responds, adjust the air rudder multiple times; S52, when the imbalance category is meteorological factors, obtain the current operation data of the air rudder, determine the acting data, state data on the aircraft by the air rudder, and the flight data of the aircraft under the current meteorological conditions, and adjust the flight data of the aircraft and the operation data of the air rudder based on the relationship among the flight data, acting data, and state data; S53, when the imbalance category is operation factors, perform operation correction or alarm.

[0048] In this embodiment, when the air rudder is imbalanced due to different factors, by adopting the form of readjustment for the structural failure factor to further clarify the cause of the air rudder failure, eliminating the imbalance caused by foreign objects, and alarming for the imbalance caused by the structure itself to remind the driver. Furthermore, the formulated adjustment scheme can effectively solve the air rudder imbalance phenomenon. By establishing the interaction relationship between the air rudder and the aircraft for meteorological factors, the participation degree of the air rudder is reduced by adjusting the flight data of the aircraft, thereby reducing the harmfulness of the air rudder imbalance and improving the safety of the air rudder.

[0049] Exemplarily, when it is determined that it is a structural failure factor, by adjusting the air rudder, if the structural failure factor is a failure of the equipment structure itself, when the adjustment system of the air rudder adjusts the air rudder, the driving mechanism has no response or the driving mechanism has no effect on the rudder surface, thus resulting in no change in the data collected by the data acquisition device. When the data collected by the data acquisition device changes, it indicates that the air rudder has responded to this adjustment, indicating that the failure of the air rudder is the influence of foreign objects on the air rudder during flight. Further, multiple adjustments can be made to the air rudder to determine whether the air rudder can remove the foreign objects on the air rudder or eliminate the influence of the foreign objects on the air rudder through multiple adjustments; further, in combination with the foregoing description of imbalance states such as true and false imbalances, the embodiments of the present application use failure categories for imbalance analysis. When the imbalance category is a structural failure, after performing a response test on the air rudder, if a response is generated, the displayed failure state at this time is a false imbalance. It can be seen that the imbalance type and the imbalance state are essentially closely related.

[0050] When it is determined to be a meteorological factor, since the air rudder generates aerodynamic force on the aircraft during normal operation to adjust the aircraft, and the generation of aerodynamic force is not only related to the working state of the air rudder but also related to the flight speed of the aircraft, the relationship between the air rudder and the aerodynamic force and the relationship between the aerodynamic force and the flight speed can be determined, and then the working state of the air rudder can be adjusted according to the relationship among the three to reduce the volatility of the air rudder. For example, when the air rudder extends by 10, the resulting fluctuation intensity is 10, and when the air rudder extends by 5, the resulting fluctuation intensity is 5. Therefore, the flight speed of the aircraft can be adjusted to reduce the influence on the working state of the air rudder.

[0051] At the same time, since the flight speed of the aircraft also has an impact on the air rudder itself, when coordinating the flight speed of the aircraft and the working state of the air rudder, the influence of the flight speed of the aircraft on the air rudder also needs to be considered. Therefore, it is necessary to re-judge the adjustable amount of the air rudder to determine that the adjustment of the air rudder is an effective adjustment.

[0052] In step S5, obtain the flight mode of the aircraft. If the flight mode of the aircraft is autopilot, different adjustment schemes are obtained according to the imbalance category to perform imbalance adjustment on the air rudder and the aircraft, and the following steps are also included: S54, when it is determined that the air rudder is imbalanced, obtain the fluctuation data of the aircraft, and judge the fluctuation data of the aircraft according to the time interval corresponding to the operation data to be judged to determine whether the imbalance of the air rudder has an impact on the aircraft; Among them, the steps of S54 are specifically as follows: S541, obtain the fluctuation data of the aircraft, and match the fluctuation data of the aircraft according to the time interval corresponding to the operation data to be judged to obtain the first aircraft fluctuation condition; S542. Trace the fluctuation data of the aircraft based on the fluctuation condition of the first aircraft, determine the time interval of the fluctuation condition of the first aircraft, and compare the time interval of the fluctuation condition of the first aircraft with the time interval of the operation data to be judged; S543. If the time interval of the fluctuation condition of the first aircraft is greater than the time interval of the operation data to be judged, it is determined that the imbalance of the air rudder has no effect on the aircraft; otherwise, it is determined that it has an effect on the aircraft.

[0053] S55. When it is determined that there is no effect on the aircraft, only adjust the operation data of the air rudder; S56. When it is determined that there is an effect on the aircraft, perform a linkage adjustment on the air rudder and the aircraft.

[0054] In this embodiment, by judging the influence of the imbalance of the air rudder on the aircraft, the importance of the air rudder in the current flight state of the aircraft is clarified. If it has an effect on the aircraft, it indicates that the air rudder is of high importance to the aircraft; otherwise, it indicates that the importance is low. By making a first judgment on the fluctuation condition of the aircraft in the time interval of the operation data to be judged, and then by determining the time interval in which the judgment result is located and comparing the two time intervals, it is determined whether the air rudder has an effect on the aircraft state, which simplifies the judgment process and improves the judgment efficiency. At the same time, according to the influence relationship of the air rudder on the aircraft, targeted adjustment is performed on the air rudder and / or the aircraft, which simplifies the adjustment process, makes the adjustment plan more feasible, and further reduces the abnormality of the air rudder according to the adjustment plan.

[0055] Exemplarily, assume that the time interval when the air rudder imbalance is determined is (5, 10), and within the time interval (5, 10), the fluctuation condition of the aircraft is m. Then trace the fluctuation condition m, and assume that the time interval of the fluctuation condition m is (6, 10), then it is determined that the fluctuation condition m of the aircraft is caused by the air rudder imbalance, that is, the air rudder has an effect on the aircraft; assume that the time interval of the fluctuation condition m is (1, 10), then it is determined that the fluctuation condition m of the aircraft is not caused by the air rudder imbalance, that is, the air rudder has no effect on the aircraft.

[0056] Based on the description of the above embodiment of the aircraft air rudder state evaluation method, an embodiment of the present invention also discloses an aircraft air rudder state evaluation system: As Figure 2 shown, an aircraft air rudder state evaluation system, by applying the above aircraft air rudder state evaluation method, includes: a first state analysis module 1, a second state analysis module 2, and an imbalance adjustment module 3; The first state analysis module 1 is used to collect the fluctuation condition of the control surface to obtain the vibration data of the control surface of the air rudder; analyze the vibration data to determine whether the air rudder is unbalanced; The second state analysis module 2 is used to, if it is determined that the air rudder has an unbalanced phenomenon, trace the unbalanced state of the vibration data of the air rudder to obtain the time data when the air rudder becomes unbalanced, and read the meteorological data and the operation data of the aircraft based on the time data to obtain the to-be-determined meteorological data and the to-be-determined operation data for the corresponding time period; analyze the reasons for the unbalance of the air rudder for the to-be-determined meteorological data and the to-be-determined operation data to determine the unbalance category; The unbalance adjustment module 3 is used to obtain the driving mode of the aircraft. If the driving mode of the aircraft is autopilot, formulate a solution for eliminating the influence on the air rudder and the aircraft according to the unbalance category to obtain an adjustment plan; match the adjustment plan with the built-in standard manual to determine whether there is an unconventional operation in the adjustment plan, and alarm for the unconventional operation and execute the conventional operation.

[0057] Compared with the existing method and system for evaluating the state of the control surface of an aircraft, the present invention improves the accuracy of evaluating the state of the control surface of the air rudder.

[0058] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereby. Therefore, all equivalent changes made according to the structure, shape, and principle of the present application shall be covered by the protection scope of the present application.

Claims

1. A method for evaluating the state of an aircraft air rudder, characterized in that: include: S1, a data acquisition device is provided at the connection between the control surface and the driving mechanism in the air rudder, so as to collect the fluctuation of the control surface and obtain the vibration data of the air rudder; S2, analyzing the vibration data to determine whether the air rudder is unbalanced; S3, if it is determined that the air rudder is unbalanced, the vibration data of the air rudder is traced back to the unbalanced state, the time data when the air rudder is unbalanced is obtained, and the meteorological data and the operation data of the aircraft are read based on the time data to obtain the meteorological data to be determined and the operation data to be determined in the corresponding time period; S4, analyzing the cause of air rudder imbalance on the meteorological data to be judged and the operation data to be judged, and determining the imbalance category; S5, obtaining the driving mode of the aircraft. If the driving mode of the aircraft is automatic driving, different adjustment schemes are obtained according to the imbalance category to adjust the imbalance of the air rudder and the aircraft.

2. The method for evaluating the state of an aircraft air rudder according to claim 1, characterized in that: Step S5 also includes: S6, matching the adjustment plan with the built-in standard manual, determining whether there are any unconventional operations in the adjustment plan, and giving an alarm for the adjustment plan containing unconventional operations, and executing the adjustment plan containing all conventional operations.

3. The method for evaluating the status of an aircraft air rudder according to claim 1, characterized in that: The specific steps of S2 are: The vibration data is statistically analyzed to obtain a data change curve, the vibration frequency is judged on the data change curve to obtain frequency change data, the vibration amplitude is judged on the data change curve to obtain amplitude change data; The frequency change data is judged to determine whether the frequency change rate is increasing, and the amplitude change data is judged to determine whether the change in amplitude value is positively correlated with the frequency change; If it is determined that the frequency in the frequency change data shows an increasing trend and the amplitude is positively correlated with the frequency, it is determined that the air rudder is unbalanced. Otherwise, it is determined that the air rudder is normal.

4. The method for evaluating the state of an aircraft air rudder according to claim 3, characterized in that: The S3 step is as follows: When it is determined that the air rudder is unbalanced, the historical amplitude data of the air rudder during the current flight is obtained; Calculate the mean of the amplitude change data at the current time point to obtain first mean data; The first mean data is matched with the historical amplitude data to determine the time point in the historical amplitude data where the amplitude value is higher than the first mean data and is farthest from the current moment, and data is selected from the aircraft's operation log and the environment collection log based on the time point to obtain the operation data to be judged and the meteorological data to be judged.

5. The method for evaluating the state of an aircraft air rudder according to claim 1, characterized in that: The specific steps of S4 are: The operation data to be judged is judged to determine whether the operation data of the aircraft has changed; the meteorological data to be judged is judged to determine whether the environmental conditions of the aircraft have changed; If the aircraft's operating data and environmental conditions have not changed, it is determined that the air control has a structural failure; If the environmental conditions of the aircraft change, but the operating data do not change, the aircraft's meteorological data to be judged is analyzed to determine whether the imbalance of the air rudder is caused by meteorological factors; If the operational data of the aircraft changes, the operational data is matched with the meteorological data to determine whether the operational factors caused the imbalance of the air rudder.

6. The method for evaluating the status of an aircraft air rudder according to claim 5, characterized in that: The imbalance categories include at least: structural failure, meteorological factors and operational factors; step S5 is specifically: When the imbalance category is a structural failure, the air rudder is adjusted, and data is collected for the adjusted air rudder to determine whether the air rudder responds to the adjustment. If so, the air rudder is adjusted multiple times. When the imbalance category is a meteorological factor, current operation data of the air rudder is obtained, and action data and status data of the air rudder on the aircraft and flight data of the aircraft under the current meteorological conditions are determined, and the flight data of the aircraft and the operation data of the air rudder are adjusted based on the relationship among the flight data, the action data and the status data; When the imbalance category is an operational factor, operational correction or alarm is performed.

7. The method for evaluating the state of an aircraft air rudder according to claim 6, characterized in that: The specific steps of S6 are: Generate an operation confirmation signal for each adjustment step in the adjustment scheme, and match the operation confirmation signal with the built-in standard manual to determine whether the operation included in the current adjustment scheme belongs to the prescribed standard operation; If it is determined that all adjustment steps belong to the prescribed standard operation, they are executed based on the corresponding adjustment plan; otherwise, an alarm signal is output to confirm the operation.

8. The method for evaluating the status of an aircraft air rudder according to claim 7, characterized in that: Step S5 also includes: When it is determined that the air rudder is unbalanced, the fluctuation data of the aircraft is obtained, and the fluctuation data of the aircraft is judged according to the time interval corresponding to the operation data to be judged, to determine whether the imbalance of the air rudder has an impact on the aircraft; When it is determined that there is no impact on the aircraft, only the operating data of the air rudder is adjusted; When it is determined that the aircraft is affected, the air rudder and the aircraft are adjusted in conjunction.

9. An aircraft air rudder status assessment system, characterized in that: The system is used to implement an aircraft air rudder state assessment method as described in any one of claims 1 to 8: comprising: a first state analysis module, a second state analysis module and a program formulation module, and a data acquisition device is provided at the connection between the control surface and the driving mechanism in the air rudder; The first state analysis module is used to collect the fluctuation of the control surface and obtain the vibration data of the air rudder; analyze the vibration data to determine whether the air rudder is unbalanced; The second state analysis module is used to trace the imbalance state of the vibration data of the air rudder if it is determined that the air rudder is unbalanced, obtain the time data when the air rudder is unbalanced, and read the meteorological data and the operation data of the aircraft based on the time data to obtain the meteorological data to be judged and the operation data to be judged in the corresponding time period; analyze the cause of the air rudder imbalance on the meteorological data to be judged and the operation data to be judged, and determine the imbalance category; The imbalance adjustment module is used to obtain the driving mode of the aircraft. If the driving mode of the aircraft is automatic driving, different adjustment schemes are obtained according to the imbalance type to adjust the imbalance of the air rudder and the aircraft.

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