Aircraft air rudder state assessment method and system

Abstract

The present application discloses a method and system for assessing the status of an aircraft air rudder, relating to the field of air rudder technology. The method comprises collecting fluctuations of the rudder surface to obtain vibration data; analyzing the vibration data to determine whether the air rudder is unbalanced; if the air rudder is determined to be unbalanced, tracing the imbalance status of the air rudder vibration data, and reading meteorological data and aircraft operation data based on corresponding time data to obtain meteorological data to be determined and operation data to be determined; analyzing the cause of the air rudder imbalance based on the meteorological data to be determined and the operation data to be determined to determine the imbalance category; formulating a plan for the air rudder and aircraft based on the imbalance category to obtain an adjustment plan; and matching the adjustment plan with a built-in standard manual to determine whether there are any unconventional operations in the adjustment plan. This method can effectively improve the accuracy of air rudder status assessment.

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 status of an aircraft air rudder. Background Art

[0002] An air rudder is an adjustable control surface installed on an aircraft. It generates control force by changing the aerodynamic properties of the aircraft's surface, thereby enabling attitude adjustment and maneuverability. An air rudder typically consists of a control surface and a drive mechanism. The control surface can rotate, tilt, or extend and retract according to the aircraft's needs, while the drive mechanism controls the movement of the control surface.

[0003] Related technologies consider the dynamic response of an air rudder under the coupled effects of aerodynamic, elastic, and inertial forces. When the aerodynamic forces acting on the rudder in the airflow cause it to self-excite, or flutter, its stability can be severely impacted. By developing a flutter analysis model, the conditions and critical speeds for flutter to occur are predicted. If the critical flutter speed of the rudder is significantly higher than the actual flight speed within the aircraft's normal flight speed range, the rudder can be considered stable under these operating conditions and will not flutter.

[0004] Regarding the above-mentioned related technologies, the flutter analysis model is a judgment result based on ideal conditions. However, during actual use, the air rudder is subject to too many interference factors, and the flutter analysis model cannot take all interference factors into account. Therefore, the data obtained through the flutter analysis model has certain errors 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 status assessment, the present application provides an aircraft air rudder status assessment method and system.

[0006] In a first aspect, the present application provides a method for evaluating the status of an aircraft air rudder, which adopts the following technical solution:

[0007] A method for evaluating the state of an aircraft air rudder, comprising:

[0008] S1, providing a data acquisition device at the connection between the control surface and the driving mechanism of the air rudder, for collecting fluctuations of the control surface and obtaining vibration data of the air rudder;

[0009] S2, analyzing the vibration data to determine whether the air rudder is unbalanced;

[0010] S3: If it is determined that the air rudder is unbalanced, the imbalance state is traced based on the vibration data of the air rudder to obtain the time data when the air rudder is unbalanced. Based on the time data, the meteorological data and the aircraft operation data are read to obtain the meteorological data and the operation data to be determined for the corresponding time period.

[0011] S4, analyzing the cause of the air rudder imbalance based on the meteorological data to be determined and the operational data to be determined, and determining the type of imbalance;

[0012] 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 type to adjust the imbalance of the air rudder and the aircraft.

[0013] Preferably, after step S5, the following steps are further included:

[0014] S6, matches the adjustment plan with the built-in standard manual, determines whether there are any unusual operations in the adjustment plan, issues an alarm for the adjustment plan containing unusual operations, and executes the adjustment plan containing all regular operations.

[0015] Preferably, step S2 is specifically as follows:

[0016] Perform statistics on the vibration data to obtain a data change curve, perform vibration frequency judgment on the data change curve to obtain frequency change data, perform vibration amplitude judgment on the data change curve to obtain amplitude change data;

[0017] 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 in amplitude value is positively correlated with the frequency change;

[0018] 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 the air rudder is determined to be unbalanced; otherwise, the air rudder is determined to be normal.

[0019] Preferably, step S3 is specifically as follows:

[0020] When it is determined that the air rudder is unbalanced, the historical amplitude data of the air rudder during the current flight is obtained;

[0021] Performing mean calculation on the amplitude change data at the current time point to obtain first mean data;

[0022] 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. Based on this time point, data is selected from the aircraft's operation log and the environment collection log to obtain the operation data to be judged and the meteorological data to be judged.

[0023] Preferably, step S4 is specifically as follows:

[0024] 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;

[0025] If the aircraft's operating data and environmental conditions remain unchanged, the air rudder is determined to have a structural failure;

[0026] If the aircraft's environmental conditions change but the operating data remain unchanged, the aircraft's meteorological data to be determined is analyzed to determine whether meteorological factors have caused the air rudder to become unbalanced;

[0027] If the aircraft's operational data changes, the operational data is matched with the meteorological data to determine whether operational factors have caused the imbalance of the air rudder.

[0028] Preferably, the imbalance categories include at least: structural failure, meteorological factors and operational factors; step S5 is specifically as follows:

[0029] When the imbalance category is structural failure, the air rudder is adjusted, and data is collected on the adjusted air rudder to determine whether the air rudder responds to the adjustment. If so, the air rudder is adjusted multiple times.

[0030] When the imbalance category is meteorological factors, current operation data of the air control is obtained, and the effect data and status data of the air control on the aircraft under the current meteorological conditions and the flight data of the aircraft are determined, and a relationship between the flight data, the effect data, and the status data is determined, so as to adjust the flight data of the aircraft and the operation data of the air control according to the relationship between the three.

[0031] When the imbalance category is an operational factor, operational correction or alarm is performed.

[0032] Preferably, step S6 is specifically as follows:

[0033] Generate an operation confirmation signal for each adjustment step in the adjustment plan, and match the operation confirmation signal with the built-in standard manual to determine whether the operation included in the current adjustment plan belongs to the prescribed standard operation;

[0034] If it is determined to be a prescribed standard operation, it will be executed based on the corresponding adjustment steps; otherwise, an alarm signal will be output to confirm the operation.

[0035] Preferably, step S5 further includes:

[0036] 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;

[0037] When it is determined that there is no impact on the aircraft, only the operating data of the air rudder is adjusted;

[0038] When it is determined that there is an impact on the aircraft, the air rudder and the aircraft are adjusted in conjunction.

[0039] In a second aspect, the present application provides an aircraft air rudder status assessment system, which adopts the following technical solutions:

[0040] An aircraft air rudder state assessment 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 control surface and the drive mechanism of the air rudder;

[0041] 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;

[0042] The second state analysis module is configured to, if it is determined that the air rudder is unbalanced, trace the imbalance state of the air rudder vibration data to obtain the time data when the air rudder is unbalanced, and read the meteorological data and the aircraft operation data based on the time data to obtain the meteorological data and the operation data to be determined for the corresponding time period; analyze the cause of the air rudder imbalance based on the meteorological data and the operation data to be determined to determine the type of imbalance;

[0043] 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.

[0044] In summary, this application includes at least one of the following beneficial technical effects:

[0045] 1. By setting up a data acquisition device at the connection between the rudder surface and the drive mechanism, the data acquisition device can not only comprehensively collect the status of the rudder surface but also determine whether the drive mechanism is driving the rudder surface normally, thereby improving the accuracy of data acquisition. By analyzing the status of the air rudder and tracing the data when imbalance is detected based on the collected vibration data, not only the real-time status of the air rudder is clarified, but also the data quality of subsequent data analysis is improved, data redundancy is reduced, and the analysis results when analyzing the cause of the air rudder imbalance are more accurate, thereby improving the accuracy of the air rudder status assessment. At the same time, by adopting 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;

[0046] 2. By performing vibration frequency and amplitude judgment on the vibration data, the frequency change and amplitude change of the current air rudder vibration are determined. Then, by performing a first judgment on the frequency change, a first state of the air rudder is determined. The amplitude change is matched with the frequency change to determine the relationship between the amplitude change and the frequency change, thereby obtaining a second state of the air rudder. When both the first and second states of the air rudder indicate that the vibration of the air rudder is deteriorating, the air rudder is determined to be in an unbalanced state. By judging and matching the vibration frequency and vibration amplitude, the process of judging the unbalanced state of the air rudder is simplified, thereby improving the efficiency of judging the state of the air rudder without reducing the accuracy of the judgment.

[0047] 3. When the air rudder becomes unbalanced due to various factors, the system readjusts the structural fault factors to further clarify the cause of the failure, eliminates the imbalance caused by foreign objects, and issues an alarm for the imbalance caused by the structure itself to remind the pilot, making the assessment of the air rudder status more accurate. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 This is a flowchart of the steps of the method for evaluating the status of an aircraft air rudder according to this embodiment;

[0049] Figure 2 This is a module block diagram of the aircraft air rudder status evaluation system in this embodiment.

[0050] Reference numerals: 1. first state analysis module; 2. second state analysis module; 3. imbalance adjustment module. DETAILED DESCRIPTION

[0051] The following is combined with Figure 1-Figure 2 This application is described in further detail.

[0052] The embodiments of the present application disclose a method and system for evaluating the status of an aircraft air rudder.

[0053] Example: Figure 1 As shown, the present invention provides an aircraft air rudder state assessment method, comprising:

[0054] S1, providing a data acquisition device at the connection between the control surface and the driving mechanism of the air rudder, for collecting fluctuations of the control surface and obtaining vibration data of the air rudder;

[0055] Among them, the data acquisition device can use strain gauges, which are installed around the connection between the rudder surface and the drive mechanism to ensure that the rudder surface can pull and squeeze the strain gauges when vibrating, thereby obtaining the corresponding pressure value, and then through the pressure values ​​at different times and the positions of the strain gauges corresponding to each pressure value, finally obtain the vibration data of the air rudder, which includes size and direction.

[0056] It should be noted that the data collected by the data acquisition device is the combined effect of the force exerted by the drive mechanism on the rudder surface and the aerodynamic force on the rudder surface. Since the drive mechanism applies a force to the rudder surface during use, causing it to deflect or shift, the data acquisition device obtains an initial value during data collection, namely the force exerted by the drive mechanism on the rudder surface. Due to the varying aerodynamic forces caused by different wind speeds, the collected data will fluctuate around the initial value, allowing the state of the air rudder to be determined based on changes in vibration data. For example, whether the force is applied on one side, whether the force is uniform, and whether the force is within the tolerance range of the air rudder structure.

[0057] Specifically, it can be understood that actual data is collected at a certain frequency, with each acquisition moment corresponding to a value. These values ​​are centered around the initial value of the force applied by the drive mechanism to the control surface and fluctuate with changes in aerodynamic forces. For example, assuming an initial value of 500N, when wind speeds are low and aerodynamic forces are relatively small, the collected data may fluctuate between 480N and 520N. When wind speeds are high and aerodynamic forces increase, the data fluctuation range may change to 450N to 550N. If the air rudder is stable and the force is evenly applied, the data fluctuations will be relatively regular and stable, fluctuating within a small range around the initial value. However, if an abnormal situation occurs, such as unilateral force, the data may show a significant deviation or increased fluctuation. For example, when the force on the left side of the air rudder is greater, the data may continuously deviate in a direction greater than the initial value, and the fluctuation range may increase.

[0058] S2, analyzing the vibration data to determine whether the air rudder is unbalanced; wherein, the imbalance of the air rudder does not mean that the air rudder is faulty, but only indicates that the air rudder cannot operate stably.

[0059] When determining an air rudder's imbalance, the imbalance state can include true imbalance, false imbalance, invalid imbalance, and effective imbalance. A false imbalance is a state that can be eliminated by adjusting the air rudder or the aircraft; a true imbalance is an imbalance that cannot be eliminated by adjustment; an invalid imbalance occurs when the air rudder's imbalance has no effect on the aircraft. For example, when the air rudder is in its initial state and an imbalance occurs, it does not generate aerodynamic forces on the aircraft and therefore has no effect on the aircraft; an effective imbalance occurs when the air rudder does affect the aircraft.

[0060] S3: If it is determined that the air rudder is unbalanced, the imbalance state is traced based on the vibration data of the air rudder to obtain the time data when the air rudder is unbalanced. Based on the time data, the meteorological data and the aircraft operation data are read to obtain the meteorological data and the operation data to be determined for the corresponding time period.

[0061] S4, analyzing the cause of the air rudder imbalance based on the meteorological data to be determined and the operational data to be determined, and determining the type of imbalance;

[0062] S5. Obtain the aircraft's flight mode. If the aircraft is in autopilot mode, different adjustment schemes are derived based on the imbalance type to adjust the air rudder and aircraft imbalance. When autonomously adjusting the imbalance, if the aircraft is in non-autopilot mode, the pilot must be promptly notified of any changes in aircraft parameters to minimize misjudgment. Conversely, if the aircraft is in autopilot mode, the autopilot system is understood to be driving the aircraft, so it is necessary for the autopilot system to be aware of any changes in aircraft parameters in real time. The autopilot system's awareness of these changes in aircraft parameters requires only that the parameters that require change be fed back to the autopilot system.

[0063] S6: The adjustment plan is compared with the built-in standard manual to determine whether any non-routine operations are included in the adjustment plan. Alarms are issued for adjustment plans containing non-routine operations, and adjustment plans containing only standard operations are executed. This means that when an non-routine operation is included in the adjustment plan, an alarm is directly output. Only when no non-routine operations are included in the adjustment plan can the adjustment plan be executed. Specifically, an operation confirmation signal is generated for each adjustment step in the adjustment plan, and the operation confirmation signal is compared with the built-in standard manual to determine whether the operations included in the current adjustment plan are standard operations. If all adjustment steps are determined to be standard operations, they are executed based on the corresponding adjustment plan; otherwise, an alarm signal is output to confirm the operation. The standard manual specifies the operating principles that pilots must follow when operating an aircraft. For example, if a change in altitude is required, the standard manual stipulates that communication and coordination with the tower is required before the pilot can make the corresponding adjustment based on the communication results.

[0064] In this embodiment, by installing a data acquisition device at the connection between the rudder surface and the drive mechanism, the data acquisition device can not only comprehensively collect the status of the rudder surface but also determine whether the drive mechanism is properly driving the rudder surface, thereby improving the accuracy of data acquisition. By analyzing the air rudder status and tracing the data during imbalance based on the collected vibration data, not only is the real-time status of the air rudder clarified, but the quality of subsequent data analysis is also improved, data redundancy is reduced, and the analysis results of meteorological data and operational data during the imbalance period are more accurate. Furthermore, by selecting different adjustment plans for different imbalance types and judging the operations in the adjustment plans before executing them, the safety of the adjustment plans is ensured.

[0065] For example, during the flight of the aircraft, the data acquisition device collects vibration data of the air rudder in real time, and the system performs statistical analysis on the collected data to determine the current state of the air rudder. By analyzing multiple vibration data over continuous time, the changing trend of the vibration data is determined, and then the imbalance state of the air rudder is predicted based on the changing trend. When it is determined that the air rudder is about to be in an unbalanced state or is already in an unbalanced state, the imbalance state of the air rudder is traced back to determine when the imbalance state of the air rudder occurred. For example, when analyzing the vibration data, 100 collected data values ​​are used for judgment, that is, data from 1 to 100 is one judgment interval, data from 2 to 101 is another judgment interval, and so on.

[0066] For example, the imbalance state of the air rudder is such that the data values ​​of bits 1 to 50 are all 50, and the data values ​​of bits 51 to 100 are random numbers ranging from 20 to 70. When making a judgment, if the value of bit 100 is determined to be in an imbalance state, then it is necessary to push forward from bit 100 until the 50th or 51st bit is deduced to be the beginning of the imbalance state. For example, if the deduction result shows that bit 50 is the beginning of the imbalance state, the time point corresponding to bit 50 is marked as the time data of the imbalance. At the same time, based on the deduced time point, the meteorological data and aircraft operation data are read in the time interval from bit 50 to bit 100, thereby obtaining the corresponding meteorological data to be judged and the operation data to be judged.

[0067] After determining the data that requires imbalance analysis, the data is analyzed to determine the cause of the imbalance, and a corresponding adjustment plan is formulated based on the type and cause of the imbalance. Before executing the adjustment plan, routine operational judgments must be made on the adjustment plan to ensure its safety. For example, when the cruise control speed needs to be adjusted, the flight information is adjusted by notifying the pilot or the tower. For example, when a route change is required, if the original flight altitude is 100, but the flight environment at that altitude is very harsh and the altitude needs to be lowered or raised, the pilot or the tower needs to be notified to avoid accidents such as collisions with other aircraft.

[0068] In step S2, the vibration data is analyzed to determine whether the air rudder is unbalanced, including the following steps:

[0069] S21: Statistically analyze the vibration data to obtain a data change curve. The vibration frequency is determined on the data change curve to obtain frequency change data. The vibration amplitude is determined on the data change curve to obtain amplitude change data. When determining the amplitude change, it is necessary not only to determine the trend of the amplitude fluctuation but also the specific fluctuation value. Therefore, it is necessary to determine the median value of each fluctuation and perform a trend determination on the median value. If the trend of the median value is upward, it indicates that the air rudder is experiencing significant unilateral force, causing it to deviate from its original position. The deviated air rudder is then pulled back due to the rigidity and hardness of the equipment material, and this phenomenon is determined to be unbalanced.

[0070] S22, judging the frequency change data to determine whether the frequency change rate is increasing, and judging the amplitude change data to determine whether the change in amplitude value is positively correlated with the frequency change;

[0071] 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, it is determined that the air rudder is unbalanced; otherwise, it is determined that the air rudder is normal.

[0072] In this embodiment, the vibration frequency and amplitude are judged on the vibration data to determine the frequency change and amplitude change of the current air rudder vibration. Then, the frequency change is judged for the first time to determine the first state of the air rudder. Then, 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 determined that the air rudder is in an unbalanced state. By judging and matching the vibration frequency and the vibration amplitude, the process of judging the unbalanced state of the air rudder is simplified, thereby improving the efficiency of judging the state of the air rudder without reducing the accuracy of the judgment.

[0073] For example, since the data acquisition device is located at the connection between the rudder surface and the drive 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, the vibration offsets in the same vibration offset direction are first statistically analyzed to determine the corresponding data change curve. The data change curve is then used to determine the vibration frequency and vibration amplitude. The vibration frequency is determined as the time data of the fluctuation process of increasing and decreasing the vibration amplitude, and the vibration amplitude is the value of the vibration increase and decrease. Next, the vibration frequency can be used to determine whether the vibration state of the air rudder is stable. Since a higher vibration frequency corresponds to greater vibration energy and a greater force acting on the air rudder, the change in vibration amplitude is then matched with the change in vibration frequency to determine whether the vibration of the air rudder is gradually becoming unbalanced. If 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. Conversely, if 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, thereby determining 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 means that the vibration of the air rudder is worsening.

[0074] In step S3, if it is determined that the air rudder is unbalanced, the vibration data of the air rudder is traced back to the imbalance state to obtain the time data when the air rudder is unbalanced. Based on the time data, the meteorological data and the aircraft operation data are read to obtain the meteorological data and the operation data to be determined for the corresponding time period. The process includes the following steps:

[0075] S31, when it is determined that the air rudder is unbalanced, obtaining historical amplitude data of the air rudder during the current flight;

[0076] S32, performing mean calculation on the amplitude change data at the current time point to obtain first mean data;

[0077] S33 matches the first mean value data with the historical amplitude data to determine the time point in the historical amplitude data where the amplitude value is greater than the first mean value and is the farthest from the current time. Based on this time point, data is selected from the aircraft's operation log and environmental collection log to obtain the operation data to be determined and the meteorological data to be determined. The aircraft's operation log includes air rudder operation and aircraft operation, and the aircraft operation may include, for example, flight speed.

[0078] In this embodiment, by calculating the mean of the amplitude change data at the current time point and matching the historical amplitude data with the first mean data as the standard, the imbalance time point is quickly screened out, and the aircraft operation log and flight environment collection log are selected based on the imbalance time point, so as to reduce the amount of data to be analyzed and thereby improve the judgment efficiency.

[0079] For example, since the data to be judged and analyzed when judging the stability of the air rudder are multiple vibration data within a period of time, when judging at the time point of the fault, the multiple amplitude change data that indicate the existence of an imbalance phenomenon at the current time point are first judged to determine the amplitude average of the air rudder in the imbalance state, and then the historical amplitude data is read with the amplitude average as a reference standard, thereby tracing back to the beginning stage of the imbalance of the air rudder and determining the corresponding time point. Then, the operation log of the aircraft and the flight environment collection log are read according to the traced time point, thereby clarifying the data to be further analyzed, improving the quality of the data to be analyzed, and thereby improving the accuracy of the analysis results.

[0080] For example, the mean value in the imbalance state is 50. The historical data is matched, and the data with an amplitude greater than or equal to 50 is selected. Then, the oldest time point is selected according to the time sequence. For example, the data with an amplitude greater than or equal to 50 include time points a, b, and c. Then, the three time points a, b, and c are selected. If time point b is the oldest time point, time point b is used as the data selection node to select data from the aircraft operation log and the flight environment collection log.

[0081] In addition, in another embodiment, the operation data to be judged and the meteorological data to be judged can also be obtained based on the operation log of the aircraft and the collection log of the flight environment, and the time nodes of the operation data in the operation log are selected, and the collection data in the collection log are judged to determine the time node when the flight environment undergoes a major change. The time nodes of the two are matched with the time point obtained by matching the first mean data, and the time nodes of the operation data and the time nodes of the collection data that are adjacent to the time obtained by matching the first mean data and are greater than the time point are determined. Then, according to the time sequence, the operation time nodes and collection time nodes with larger time points are selected, and the time nodes that need to be selected in the operation log of the aircraft and the collection log of the flight environment are obtained. For example, the time node matched to the first mean is T1. Based on the current time node T, the time period (T1, T) is obtained. The time period (T1, T) is used to match the operation log and the collection log to determine whether there is a change in the operation data or a significant change in the collection data within the time period (T1, T). If it is determined that there is, for example, time nodes T2, T3, and T4, the time sequence of T2, T3, and T4 is determined. If T4 is the time node when the data last changed, the operation data and collection data within the range from time node T4 to the current time node T are selected.

[0082] In step S4, the cause of the air rudder imbalance is analyzed for the meteorological data to be determined and the operation data to be determined, and the imbalance type is determined, which includes the following steps:

[0083] S41, judging the operational data to be judged to determine whether the operational data of the aircraft has changed; judging the meteorological data to be judged to determine whether the environmental conditions of the aircraft have changed; wherein the operational data may be speed, heading, route, etc.; the meteorological data may be air density, visibility, humidity, etc.; there is no specific limitation.

[0084] S42: If neither the aircraft's operating data nor the environmental conditions have changed, then it is determined that the air rudder has a structural failure. The structural failure of the air rudder may be a failure of the device structure itself, or it may be an imbalance of the air rudder caused by foreign objects falling onto the air rudder during flight. The fact that neither the aircraft's operating data nor the environmental conditions have changed means that, because the aircraft is currently in autopilot mode, under normal circumstances, the aircraft's operating data is pre-set and will not change. The environmental conditions are determined based on meteorological data, and minor changes in meteorological data will not affect changes in the environmental conditions. For example, a sunny day will not turn into a thunderstorm due to a minor increase in humidity. Therefore, the aircraft's operating data and environmental conditions are both fixed values.

[0085] S43, if the environmental condition of the aircraft changes but the operating data does not change, then analyze the aircraft's meteorological data to be determined to determine whether meteorological factors have caused the imbalance of the air rudder;

[0086] The specific analysis method is as follows:

[0087] Based on the meteorological data to be judged, the wind direction of the airflow in the flight environment of the aircraft is judged and the variability of the wind direction is determined;

[0088] The velocity of the airflow is judged to determine whether the velocity of the airflow reaches the resonance data of the air rudder.

[0089] Match the variability of airflow and wind 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 airflow and wind direction;

[0090] Based on the matching of the vibration data of the air rudder and the resonance data of the airflow, it is determined 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.

[0091] At step S44, if the aircraft's operational data has changed, the operational data is compared with the meteorological data to determine whether the imbalance of the air control is caused by operational factors. The term "change in aircraft operational data" includes two situations: a change in the aircraft's operational data while the aircraft's environmental conditions remain unchanged; and a change in both the aircraft's operational data and the environmental conditions.

[0092] By simulating the operation results and meteorological data of the operation data, it is determined whether the aircraft's operation data is an erroneous operation caused by misjudgment, which effectively improves the accuracy of the judgment on the cause of the imbalance.

[0093] In this embodiment, the operational data to be judged and the meteorological data to be judged are judged to determine the influencing factors during the process of the air rudder changing from a normal state to an unbalanced state. If the operational data to be judged changes, the influencing factor may be an operational problem. If the meteorological data to be judged changes, the influencing factor may be an environmental / meteorological factor. Then, according to different changing situations, the changed data is subjected to targeted analysis, so that the final analysis result is more accurate, thereby improving the accuracy of the air rudder status assessment.

[0094] For example, when neither the aircraft's operating data nor the environmental conditions have changed, this indicates that the air rudder's transition from a normal state to an unbalanced state was unaffected by any detectable data, and therefore, a structural issue with the air rudder itself is determined. When the aircraft's environmental conditions change, but the operating data remains unchanged, this indicates that the transition from a normal state to an unbalanced state may have been caused by a change in the environmental conditions. Therefore, by evaluating the environmental information, it is determined whether the change in the environmental conditions has affected the air rudder. When the aircraft's operating data changes, regardless of whether the change in the environmental conditions caused the unbalance of the air rudder, it is necessary to determine whether the current operation is consistent with the current environment. For example, at a wind speed of 100, the theoretical operating data may indicate a 10-degree adjustment or a 10-degree speed reduction. However, in actual operation, only a 7-degree adjustment may have been made, or no speed reduction was performed. This may result in the current operation being inconsistent with the actual environment, leading to an unbalanced air rudder.

[0095] In step S5, the flight mode of the aircraft is obtained. If the flight mode of the aircraft is autopilot, different adjustment schemes are obtained according to the imbalance type to adjust the imbalance of the air rudder and the aircraft. In the embodiment of the present application, the imbalance types include at least: structural failure, meteorological factors, and operational factors.

[0096] Step S5 specifically includes the following steps:

[0097] S51, when the imbalance category is a structural failure, adjusting the air rudder and collecting data on the adjusted air rudder to determine whether the air rudder responds to the adjustment. If so, adjusting the air rudder multiple times.

[0098] S52: When the imbalance category is meteorological factors, current operating data of the air control is obtained, and the effect data and status data of the air control on the aircraft under the current meteorological conditions, as well as the flight data of the aircraft, are determined. The flight data of the aircraft and the operating data of the air control are adjusted based on the relationship between the flight data, the effect data, and the status data.

[0099] S53: When the imbalance category is an operational factor, an operational correction or an alarm is performed.

[0100] In this embodiment, when the air rudder is unbalanced due to different factors, the structural failure factor is readjusted to further clarify the cause of the air rudder failure, eliminate the imbalance caused by foreign objects, and alarm the imbalance caused by the structure itself to remind the pilot, so that the formulated adjustment plan can effectively solve the air rudder imbalance phenomenon. By establishing an interactive relationship between the air rudder and the aircraft based on meteorological factors, the flight data of the aircraft is adjusted to reduce the participation of the air rudder, thereby reducing the harmfulness of the air rudder imbalance and improving the safety of the air rudder.

[0101] For example, when it is determined that the structural failure factor is a structural failure, the air rudder is adjusted. If the structural failure factor is a failure of the equipment structure itself, then when the air rudder adjustment system adjusts the air rudder, the drive mechanism does not respond or the drive mechanism has no effect on the rudder surface, thereby causing the data collected by the data acquisition device to remain unchanged. When the data collected by the data acquisition device changes, it indicates that the air rudder has responded to the adjustment, indicating that the failure of the air rudder is the influence of foreign matter on the air rudder during flight. The air rudder can then be adjusted multiple times to determine whether the air rudder can remove the foreign matter on the air rudder or eliminate the influence of the foreign matter on the air rudder through multiple adjustments. Further, here, combined with the above description of imbalance states such as true and false imbalance, the embodiment of the present application uses fault categories to perform 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 fault state displayed at this time is false imbalance. It can be seen that the imbalance type and the imbalance state are essentially closely related.

[0102] If a meteorological factor is determined, the rudder generates aerodynamic forces during normal operation, thus regulating the aircraft. The generation of aerodynamic forces is not only related to the rudder's operating state but also to the aircraft's speed. By determining the relationship between the rudder and aerodynamic forces, and between aerodynamic forces and speed, the rudder's operating state can be adjusted based on these relationships to reduce the rudder's fluctuations. For example, extending the rudder by 10° results in a fluctuation intensity of 10, while extending the rudder by 5° results in a fluctuation intensity of 5. Therefore, the aircraft's speed can be adjusted to reduce the impact of the rudder's operating state.

[0103] At the same time, since the speed of the aircraft also affects the air rudder itself, when coordinating the speed of the aircraft and the working status of the air rudder, the influence of the aircraft speed on the air rudder must also be considered. Therefore, the adjustable amount of the air rudder needs to be re-judged to ensure that the adjustment of the air rudder is effective.

[0104] In step S5, the flight mode of the aircraft is obtained. If the flight mode of the aircraft is automatic, different adjustment schemes are obtained according to the imbalance type to adjust the imbalance of the air rudder and the aircraft. The following steps are also included:

[0105] S54, when it is determined that the air rudder is unbalanced, obtaining fluctuation data of the aircraft, and judging the fluctuation data of the aircraft based on 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;

[0106] The steps of S54 are specifically as follows:

[0107] S541, obtaining fluctuation data of the aircraft, and matching the fluctuation data of the aircraft according to the time interval corresponding to the operation data to be determined, to obtain a first aircraft fluctuation condition;

[0108] S542: Tracing the fluctuation data of the aircraft based on the fluctuation of the first aircraft, determining a time interval of the fluctuation of the first aircraft, and comparing the time interval of the fluctuation of the first aircraft with a time interval of the operation data to be determined;

[0109] S543: If the time interval of the first aircraft fluctuation is greater than the time interval of the operation data to be determined, it is determined that the imbalance of the air rudder has no impact on the aircraft; otherwise, it is determined that the aircraft has an impact.

[0110] S55, when it is determined that there is no impact on the aircraft, only the operating data of the air rudder is adjusted;

[0111] S56: When it is determined that the aircraft is affected, the air rudder and the aircraft are adjusted in a coordinated manner.

[0112] In this embodiment, the impact of the air rudder's imbalance on the aircraft is determined to clarify the importance of the air rudder to the current aircraft's flight state. If the air rudder does affect the aircraft, it indicates a high degree of importance; otherwise, it indicates a low degree of importance. By first determining the aircraft's fluctuations during the time interval of the operational data to be determined, then determining the time interval within which the determination result falls, and comparing the two time intervals, it is determined whether the air rudder has an impact on the aircraft's state. This simplifies the determination process and improves efficiency. Furthermore, based on the air rudder's impact on the aircraft, targeted adjustments are made to the air rudder and / or the aircraft, simplifying the adjustment process and making the adjustment plan more feasible. This, in turn, reduces air rudder anomalies according to the adjustment plan.

[0113] For example, assuming that the time interval for determining that the air rudder is unbalanced is (5, 10), and within the time interval (5, 10), the fluctuation of the aircraft is m, and then tracing back the fluctuation m, assuming that the time interval of the fluctuation m is (6, 10), it is determined that the aircraft fluctuation m is caused by the imbalance of the air rudder, that is, the air rudder has an impact on the aircraft; assuming that the time interval of the fluctuation m is (1, 10), it is determined that the aircraft fluctuation m is not caused by the imbalance of the air rudder, that is, the air rudder has no impact on the aircraft.

[0114] Based on the description of the embodiment of the aircraft air rudder status assessment method, the embodiment of the present invention further discloses an aircraft air rudder status assessment system:

[0115] like Figure 2As shown, an aircraft air rudder state assessment system, by applying the above-mentioned aircraft air rudder state assessment method, includes: a first state analysis module 1, a second state analysis module 2 and an imbalance adjustment module 3;

[0116] The first state analysis module 1 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;

[0117] The second state analysis module 2 is configured to, if it is determined that the air rudder is unbalanced, trace the imbalance state of the air rudder vibration data to obtain the time data when the air rudder is unbalanced, and read the meteorological data and the aircraft operation data based on the time data to obtain the meteorological data and the operation data to be determined for the corresponding time period; analyze the cause of the air rudder imbalance based on the meteorological data and the operation data to be determined to determine the type of imbalance;

[0118] The imbalance adjustment module 3 is used to obtain the aircraft's driving mode. If the aircraft's driving mode is automatic driving, a plan to eliminate the impact on the air rudder and the aircraft is formulated according to the imbalance category to obtain an adjustment plan; the adjustment plan is matched with the built-in standard manual to determine whether there are any unconventional operations in the adjustment plan, and an alarm is issued for unconventional operations, and regular operations are executed.

[0119] Compared with the existing aircraft air rudder state assessment method and system, the present invention improves the accuracy of air rudder state assessment.

[0120] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A method for evaluating the state of an aircraft air rudder, characterized in that: include: S1, providing a data acquisition device at the connection between the control surface and the driving mechanism of the air rudder, for collecting fluctuations of the control surface and obtaining 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 imbalance state is traced based on the vibration data of the air rudder to obtain the time data when the air rudder is unbalanced. Based on the time data, the meteorological data and the aircraft operation data are read to obtain the meteorological data and the operation data to be determined for the corresponding time period. S31, when it is determined that the air rudder is unbalanced, obtaining historical amplitude data of the air rudder during the current flight; S32, performing mean calculation on the amplitude change data at the current time point to obtain first mean data; S33: Match the first mean value data with the historical amplitude data to determine a time point in the historical amplitude data at which the amplitude value is higher than the first mean value and is farthest from the current time point. Based on this time point, data is selected from the aircraft's operation log and environmental collection log to obtain the operation data to be determined and the meteorological data to be determined. S4, analyzing the cause of the air rudder imbalance based on the meteorological data to be determined and the operational data to be determined, and determining the type of imbalance; S5, obtaining a driving mode of the aircraft. If the driving mode of the aircraft is autopilot, obtaining different adjustment schemes according to the imbalance type to adjust the imbalance of the air rudder and the aircraft; S51, when the imbalance category is a structural failure, adjusting the air rudder and collecting data on the adjusted air rudder to determine whether the air rudder responds to the adjustment. If so, adjusting the air rudder multiple times. S52: When the imbalance category is meteorological factors, current operating data of the air control is obtained, and the effect data and status data of the air control on the aircraft under the current meteorological conditions, as well as the flight data of the aircraft, are determined. The flight data of the aircraft and the operating data of the air control are adjusted based on the relationship between the flight data, the effect data, and the status data. S53, when the imbalance category is an operational factor, an operational correction or an alarm is performed; S54, when it is determined that the air rudder is unbalanced, obtaining fluctuation data of the aircraft, and judging the fluctuation data of the aircraft based on 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; The steps of S54 are specifically as follows: S541, obtaining fluctuation data of the aircraft, and matching the fluctuation data of the aircraft according to the time interval corresponding to the operation data to be determined, to obtain a first aircraft fluctuation condition; S542: Tracing the fluctuation data of the aircraft based on the fluctuation of the first aircraft, determining a time interval of the fluctuation of the first aircraft, and comparing the time interval of the fluctuation of the first aircraft with a time interval of the operation data to be determined; S543: If the time interval of the first aircraft fluctuation is greater than the time interval of the operation data to be determined, it is determined that the imbalance of the air rudder has no impact on the aircraft; otherwise, it is determined that the aircraft has an impact.

2. The method for evaluating the state of an aircraft air rudder according to claim 1, wherein: Step S5 also includes: S6, matches the adjustment plan with the built-in standard manual, determines whether there are any unusual operations in the adjustment plan, issues an alarm for the adjustment plan containing unusual operations, and executes the adjustment plan containing all regular operations.

3. The method for evaluating the status of an aircraft air rudder according to claim 1, wherein: The specific steps of S2 are: Perform statistics on the vibration data to obtain a data change curve, perform vibration frequency judgment on the data change curve to obtain frequency change data, perform vibration amplitude judgment on 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 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, then the air rudder is determined to be unbalanced; otherwise, the air rudder is determined to be normal.

4. The method for evaluating the status of an aircraft air rudder according to claim 1, wherein: The S4 step is as follows: 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 remain unchanged, the air rudder is determined to have a structural failure; If the aircraft's environmental conditions change but the operating data remain unchanged, the aircraft's meteorological data to be determined is analyzed to determine whether meteorological factors have caused the air rudder to become unbalanced; If the aircraft's operational data changes, the operational data is matched with the meteorological data to determine whether operational factors have caused the imbalance of the air rudder.

5. The method for evaluating the state of an aircraft air rudder according to claim 4, characterized in that: The specific steps of S6 are: Generate an operation confirmation signal for each adjustment step in the adjustment plan, and match the operation confirmation signal with the built-in standard manual to determine whether the operation included in the current adjustment plan belongs to the prescribed standard operation; If it is determined that all adjustment steps belong to the prescribed standard operations, they will be executed based on the corresponding adjustment plan; otherwise, an alarm signal will be output to confirm the operation.

6. The method for evaluating the status of an aircraft air rudder according to claim 5, 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 there is an impact on the aircraft, the air rudder and the aircraft are adjusted in conjunction.

7. An aircraft air rudder status assessment system, characterized in that: The system is used to implement the method for evaluating the state of an aircraft air rudder according to any one of claims 1 to 6: comprising: 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 control surface and the drive 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 configured to, if it is determined that the air rudder is unbalanced, trace the imbalance state of the air rudder vibration data to obtain the time data when the air rudder is unbalanced, and read the meteorological data and the aircraft operation data based on the time data to obtain the meteorological data and the operation data to be determined for the corresponding time period; analyze the cause of the air rudder imbalance based on the meteorological data and the operation data to be determined to determine the type of imbalance; 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.

Images