Method and device for downloading flight data and fault information of civil aircraft in real time

Abstract

The invention discloses a civil aircraft flight data and fault information real-time downloading method and device, and relates to the field of flight data downloading, and the method comprises the steps: obtaining the flight data of a civil aircraft; determining the current flight state of the civil aircraft according to the flight data, wherein the flight state comprises a normal state, an abnormal state and a distress state; determining downloading data according to the flight state; determining a data transmission frequency according to the flight state; and downloading the downloaded data in real time according to the data transmission frequency. According to the method, the flight states of the aircraft are divided into the normal flight state, the abnormal flight state and the distress flight state, the data type (data volume) and the downloading frequency of real-time downloading of the aircraft data are dynamically adjusted according to the three flight states, and the defects of an existing ACARS system and an ADS-B technology are overcome.

Description

Technical Field

[0001] This application relates to the field of flight data downlink, and particularly to a method and device for real-time downlink of civil aircraft flight data and fault information. Background Art

[0002] The real-time air-ground transmission of civil aircraft flight data and fault information plays a key role in ensuring flight operation safety and real-time tracking of flight positions. The real-time downlink of civil aircraft data has been a focus issue in the international aviation community in recent years. The International Civil Aviation Organization (ICAO) has proposed the "Emergency Transmission of Critical Parameters" recommendation and started formulating international standards for real-time data downlink in emergency situations. ICAO has launched the Global Aeronautical Distress and Safety System (GADSS) research, and the International Telecommunication Union (ITU) has carried out research and demonstration on flight data monitoring technology based on aviation cloud computing, aiming to achieve real-time transmission of civil aircraft flight data.

[0003] The Flight Standards Department of the Civil Aviation Administration of China issued the Implementation Guide for Aviation Carrier Operation Monitoring in 2019. The guide points out that the currently widely used Aircraft Communication Addressing and Reporting System (ACARS) and Automatic Dependent Surveillance - Broadcast (ADS - B) technologies have achieved certain results in flight data transmission, but their technical limitations are gradually emerging and it is difficult to meet the growing aviation safety requirements.

[0004] The ACARS system mainly relies on VHF, HF, and satellite communication links to transmit data. However, its bandwidth is extremely limited. The transmission rates of the VHF band and the SATCOM satellite link are only 2.4 kb / s, and the HF band is even lower at 300 b / s. The low-rate link restricts the fast and effective transmission of a large amount of data, especially unable to meet the key safety requirements of accelerating the data transmission frequency and increasing the data volume in the case of abnormal or distress states of the aircraft. In addition, the operation cost of ACARS is relatively high, and the types of data to be analyzed are relatively limited, making it difficult to support complex flight state monitoring and real-time data processing requirements.

[0005] As a broadcast-based surveillance system, the ADS - B technology can send information such as flight position, identity, altitude, and speed through a transmitter at fixed time intervals. However, this system is limited to broadcasting position data, with a single data volume for transmission, unable to transmit fault information, restricting its requirement for dynamically adjusting the transmission frequency and data volume in different safety states of the aircraft. Summary of the Invention

[0006] The purpose of this application is to provide a method and device for real-time downlink of civil aircraft flight data and fault information, which can determine the corresponding downlink data and downlink frequency according to different flight states, and dynamically adjust the data type (data volume) and downlink frequency of real-time downlink of aircraft data based on three types of flight states.

[0007] To achieve the above object, the present application provides the following solutions:

[0008] In a first aspect, the present application provides a method for real-time downlink of flight data and fault information of a civil aircraft, including:

[0009] Obtain the flight data of the civil aircraft;

[0010] Determine the current flight state of the civil aircraft according to the flight data; the flight state includes a normal state, an abnormal state, and a distress state;

[0011] Determine the downlink data according to the flight state; in the normal state, the downlink data is the key parameters and basic flight parameters in the flight data of each system of the civil aircraft; in the abnormal state or the distress state, the downlink data is all the flight data of the civil aircraft; in the abnormal state or the distress state, the downlink data includes fault information; the key parameters refer to the key parameters that cause unsafe events of the civil aircraft; the basic flight parameters refer to the parameters that reflect the real-time flight state of the civil aircraft;

[0012] Determine the data transmission frequency according to the flight state;

[0013] Perform real-time downlink of the downlink data according to the data transmission frequency.

[0014] In a second aspect, the present application provides a data reading module, on which a computer program is stored, and characterized in that when the computer program is executed by a processor, the above method for real-time downlink of flight data and fault information of a civil aircraft is implemented.

[0015] According to the specific embodiments provided by the present application, the following technical effects are disclosed:

[0016] The present application provides a method and device for real-time downlink of flight data and fault information of a civil aircraft, which divides the flight state of the aircraft into three types: normal, abnormal, and distress. According to different flight states, the corresponding downlink data and downlink frequency are determined. The downlink data and downlink frequency corresponding to different flight states are different, and it is possible to dynamically adjust the data type (data volume) and downlink frequency of real-time downlink of aircraft data according to the three flight states. Therefore, the present invention can not only improve the bandwidth limitation and high cost problems of the current ACARS system, but also support the transmission of a wider range of data types, meeting the needs of civil aircraft to flexibly change the data transmission frequency and data volume according to different flight states. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 It is an application environment diagram of a method for real-time downlink of civil aircraft flight data and fault information in an embodiment of the present application;

[0019] Figure 2 It is a schematic flowchart of a method for real-time downlink of civil aircraft flight data and fault information provided in an embodiment of the present application;

[0020] Figure 3 It is a schematic diagram of the technical concept of a method for real-time downlink of civil aircraft flight data and fault information provided in an embodiment of the present application. Detailed implementation manners

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0022] To make the above objects, features, and advantages of the present application more obvious and understandable, the present application will be further described in detail below with reference to the drawings and specific implementation manners.

[0023] The method for real-time downlink of civil aircraft flight data and fault information provided in the embodiments of the present application can be applied to an application environment as Figure 1 shown.

[0024] Among them, the application environment is divided into data downlink based on the 4 / 5G civil aviation ground-air broadband communication system and data downlink based on high-throughput satellites according to the air-ground communication technology.

[0025] The airborne network of the 4 / 5G civil aviation air-ground broadband communication system consists of a flight data storage module, a data reading module, an airborne CPE, and an airborne antenna. The ground network of the 4 / 5G civil aviation air-ground broadband communication system includes a 4 / 5G base station, a core network, and an airline operation center. The process of the 4 / 5G civil aviation air-ground broadband communication system is as follows: The flight data storage module of a civil aircraft transmits various flight data to the data reading module through network isolation. The data reading module distributes corresponding data to the airborne CPE according to the transmission frequency. The airborne CPE conducts data and control signaling communication with the ground base station to provide a wireless communication transmission link. The airborne antenna then sends the data signal to the ground base station, and all ground base stations are connected to the same core network and transmit the flight data to the airline operation center.

[0026] The airborne network of the high-throughput satellite consists of a flight data storage module, a data reading module, a modem, and an airborne antenna. The ground network of the high-throughput satellite includes a gateway station, a high-throughput satellite communication network, and an airline operation center. The high-throughput satellite communication process is as follows: The flight data storage module of a civil aircraft transmits various flight data to the data reading module through network isolation. The data reading module distributes corresponding data to the modem according to the transmission frequency. The modem converts digital and analog signals and then sends them to the airborne antenna. The airborne antenna then sends the data signal to the gateway station, and all gateway stations are connected to the same high-throughput satellite communication network and transmit the flight data to the airline operation center.

[0027] After receiving the flight data of a civil aircraft, the airline operation center determines the current flight state of the civil aircraft according to the flight data; the flight state includes a normal state, an abnormal state, and a distress state. The downlink data is determined according to the flight state; in the normal state, the downlink data is the key parameters and flight basic parameters in the flight data of each system of the civil aircraft; in the abnormal state or the distress state, the downlink data is all the flight data of the civil aircraft; in the abnormal state or the distress state, the downlink data contains fault information; the key parameters refer to the key parameters that cause unsafe events of civil aircraft; the flight basic parameters refer to the parameters that reflect the real-time flight state of civil aircraft. The data transmission frequency is determined according to the flight state. The airline operation center can feedback the obtained downlink data and data transmission frequency to the data reading module, and the data reading module conducts real-time downlink of the downlink data according to the data transmission frequency.

[0028] In an exemplary embodiment, such as Figure 2 and Figure 3As shown, a method for real-time downlink of civil aircraft flight data and fault information is provided. This method is executed by a computer program in a data reading module and includes the following steps 101 to 105. Among them:

[0029] Step 101: Obtain the flight data of the civil aircraft.

[0030] Step 102: Determine the current flight state of the civil aircraft according to the flight data; the flight state includes a normal state, an abnormal state, and a distress state.

[0031] Step 103: Determine the downlink data according to the flight state; in the normal state, the downlink data is the key parameters and basic flight parameters in the flight data of each system of the civil aircraft; in the abnormal state or the distress state, the downlink data is all the flight data of the civil aircraft; in the abnormal state or the distress state, the downlink data includes fault information; the key parameters refer to the key parameters that cause unsafe events of the civil aircraft; the basic flight parameters refer to the parameters that reflect the real-time flight state of the civil aircraft.

[0032] Step 104: Determine the data transmission frequency according to the flight state.

[0033] Step 105: According to the data transmission frequency, use the 4 / 5G civil aviation ground-air bandwidth communication system and high-throughput satellite to perform real-time downlink of the downlink data.

[0034] During the operation of the civil aircraft, the flight state is identified in real time, and according to the calculated transmission frequency corresponding to the flight state, the downlink data in the corresponding flight state is downlinked.

[0035] In step 105, an optional implementation manner is to perform real-time downlink of the downlink data using the ACARS system according to the data transmission frequency.

[0036] In step 105, another optional implementation manner is to perform real-time downlink of the downlink data using the 4 / 5G civil aviation ground-air bandwidth communication system and high-throughput satellite according to the data transmission frequency.

[0037] In recent years, with the emergence of 4 / 5G civil aviation air-ground broadband communication systems (ATG) and Ku and Ka high-throughput satellite technologies, the air-ground communication has more bandwidth resources. However, most of the existing applications focus on the in-flight entertainment needs of the rear cabin, and there is no downlink test for cockpit audio data. This application finds that the existing communication resources and communication technologies provide the possibility for the realization of real-time air-ground transmission of civil aviation transport aircraft. Therefore, in the case of the inherent limitations of the ACARS system and the ADS-B system, a real-time downlink technology for flight data and fault information of civil aircraft based on 4 / 5G civil aviation air-ground broadband communication systems (ATG) and Ku and Ka high-throughput satellite technologies is designed, a new technology that can combine 4 / 5G and satellite communication, meeting the future civil aviation safety supervision requirements. By identifying the real-time state of the aircraft, according to three types of flight states: normal, abnormal, and in distress, different downlink data volumes and transmission frequencies are designed to form a data downlink scheme based on different flight states. This technology can not only overcome the bandwidth limitation and high cost problems of the current ACARS system, but also support the transmission of a wider range of data types, meeting the needs of civil aircraft to flexibly change the data transmission frequency and data volume according to different flight states.

[0038] In another exemplary embodiment of this application, in step 102, determining the current flight state of the civil aircraft according to the flight data specifically includes:

[0039] (a1) Obtain the historical unsafe events of the civil aircraft.

[0040] According to the flight accident databases provided by organizations such as the National Transportation Safety Board (NTSB), the International Air Transport Association (IATA), and the International Civil Aviation Organization (ICAO), the maintenance records of civil aircraft retained by airlines, the Aircraft Maintenance Manual (AMM), and the "Regulations on the Investigation of Civil Aircraft Incidents" and other materials, sort out and extract civil aircraft incidents caused by system failures of civil aircraft.

[0041] Civil aircraft incidents are classified according to the incident level, including civil aircraft accidents, civil aircraft incidents, and general civil aircraft incidents.

[0042] (a2) Obtain the flight quality monitoring items.

[0043] Based on materials such as "Implementation and Management of Flight Operations Quality Assurance (FOQA)" issued by the Flight Standards Department of the Civil Aviation Administration of China (CAAC), "Flight Control Quality Monitoring Items and Standards" issued by airlines themselves, and the "Regulations on the Investigation of Civil Aircraft Incidents" and other materials, sort out and extract flight quality monitoring items related to pilot operations.

[0044] There is an intersection between civil aircraft incidents and flight quality monitoring projects, that is, some projects in the flight quality monitoring projects are identified as civil aircraft incidents, and the remaining projects do not meet the criteria for civil aircraft incident identification and belong to projects for improving flight crew operation quality.

[0045] (a3) Determine the typical faults of the civil aircraft based on the historical unsafe events; the typical faults include serious faults and general faults.

[0046] Summarize the main fault systems related to civil aircraft incidents in step (a1), sort out the typical faults of each main fault system, and classify the typical faults into serious faults and general faults according to the classification of civil aircraft incidents in the "Regulations on the Investigation of Civil Aircraft Incidents" and "Civil Aircraft Incident Symptoms" issued by the Civil Aviation Administration.

[0047] (a4) Divide the flight quality monitoring events into multiple levels of flight quality monitoring events according to the deviation between the recorded value of the flight quality monitoring project and the preset monitoring standard; the multiple levels of flight quality monitoring events include first-level flight quality monitoring events, second-level flight quality monitoring events, third-level flight quality monitoring events, and fourth-level flight quality monitoring events.

[0048] Formulate the monitoring standards for flight quality monitoring projects based on the Flight Crew Operating Manual (FCOM) and Standard Operating Procedures (SOP). Divide them into first-level flight quality monitoring events, second-level flight quality monitoring events, third-level flight quality monitoring events, and fourth-level flight quality monitoring events according to the deviation between the recorded value of the monitoring project and the monitoring standard value.

[0049] (a5) Construct a data analysis library for civil aircraft unsafe events based on the typical faults and each level of flight quality monitoring events.

[0050] Summarize the typical faults and flight quality monitoring events, and establish a data analysis library for civil aircraft unsafe events used to identify flight states. The data analysis library for civil aircraft unsafe events includes two types of events: civil aircraft incidents and flight quality monitoring projects.

[0051] (a6) Determine the current flight state of the civil aircraft based on the data analysis library for civil aircraft unsafe events and the flight data.

[0052] In another exemplary embodiment of the present application, in step (a6), determining the current flight state of the civil aircraft based on the data analysis library for civil aircraft unsafe events and the flight data specifically includes:

[0053] (a6-1) When no typical faults in the civil aircraft unsafe event data analysis library are identified based on the flight data, and no flight quality monitoring events at all levels are identified, the civil aircraft is considered to be in a normal state.

[0054] When no typical faults are identified in the civil aircraft and no flight quality monitoring items are triggered, the civil aircraft is considered to be in a normal state.

[0055] (a6-2) When a general fault is identified based on the flight data, or a first-level flight quality monitoring event or a second-level flight quality monitoring event is identified, the civil aircraft is considered to be in an abnormal state; the abnormal state includes first-level abnormality, second-level abnormality, and third-level abnormality.

[0056] When a general fault or a flight quality monitoring event belonging to the first level or the second level is identified in the civil aircraft, the civil aircraft is considered to be in an abnormal state; further, according to the degree of the abnormal state from low to high, the abnormal state is divided into: first-level abnormality, second-level abnormality, and third-level abnormality.

[0057] (a6-3) When a serious fault is identified based on the flight data, or a third-level flight quality monitoring event or a fourth-level flight quality monitoring event is identified, the civil aircraft is considered to be in a distress state, and the flight phase of the aircraft when it is in the distress state is determined.

[0058] When a serious fault or a flight quality monitoring event belonging to the third level or the fourth level is identified in the civil aircraft, the civil aircraft is considered to be in a distress state. Further, according to the flight phase of the aircraft when it is in distress, the following sub-states are divided: pre-flight, engine start, taxi out, takeoff, initial climb, climb, cruise, descent, approach, final approach, landing, and taxi in.

[0059] In another exemplary embodiment of the present application, in step 103, determining the data to be downloaded according to the flight state specifically includes:

[0060] (b1) Classify the flight data according to functions, and divide it into the flight basic parameters, characteristic parameters, alarm parameters, and the key parameters.

[0061] Functionally classified, the flight data of civil aircraft can be divided into four parameter types: flight basic parameters, characteristic parameters, alarm parameters, and key parameters. The specific definitions are as follows:

[0062] Key parameters: The key parameters that cause the civil aircraft events and flight quality monitoring items to occur, and are the core parameters of the system safety and functionality.

[0063] Characteristic parameters: Important characteristic parameters that lead to the civil aircraft events and flight quality monitoring items, which are parameters that can describe the system performance, status, and behavior.

[0064] Alarm parameters: Alarm interpretation parameters for the civil aircraft events and flight quality monitoring items, which are relevant parameters that trigger an alarm when the system fails or is in an abnormal state.

[0065] Basic flight parameters: Parameters that reflect the real-time flight state of a civil aircraft, including information such as longitude, latitude, altitude, and heading.

[0066] (b2) Classify the flight data according to the system, and divide it into parameters corresponding to different systems.

[0067] Classify the flight data from the system level, including engine system parameters, flight attitude and control system parameters, aircraft structure and control surface parameters, warning and monitoring system parameters, etc. The following are the parameters included in each system:

[0068] Table 1 Parameters corresponding to different civil aircraft systems

[0069]

[0070] (b3) Combine the basic flight parameters and key parameters in the parameters corresponding to different systems to form a first type of downlink data set.

[0071] Based on the definition of the above four types of parameters, screen the key parameters and basic flight parameters from the flight data classification parameters at the system level, and establish a first type of downlink data set (corresponding to Figure 3 the flight anomaly data analysis library).

[0072] (b4) Combine the basic flight parameters, key parameters (such as pitch attitude, roll attitude, exhaust gas temperature (EGT), N1 speed, N2 speed, preselected speed, preselected Mach number, course deviation, glide slope deviation, master warning, ground spoiler and speed brake selection, landing gear position or landing gear handle position, wind shear detection, aircraft center of gravity), characteristic parameters (parameters other than the key parameters in Table 1), and alarm parameters in the parameters corresponding to different systems to form a second type of downlink data set (corresponding to Figure 3 the flight data downlink library).

[0073] Based on the definition of the above four types of parameters, screen the alarm parameters and characteristic parameters from the flight data classification parameters at the system level, add them to the first type of downlink data set, and form a second type of downlink data set.

[0074] (b5) When the civil aircraft is in a normal state, downlink all the parameters in the first type of downlink data set.

[0075] (b6) When the civil aircraft is in an abnormal state or a distress state, all parameters in the second type of downlink dataset are downlinked.

[0076] In another exemplary embodiment of the present application, a data transmission frequency scheme for different states is formulated by methods such as qualitative evaluation, quantitative calculation, and a combination of qualitative and quantitative methods, and the transmission frequency corresponding to the state is calculated.

[0077] Scheme 1: According to the GADSS operation concept, the tracking requirements in the "Implementation Guide for Aviation Carrier Operation Monitoring" issued by the Civil Aviation Administration, and the data downlink frequency requirements of the ADS-B and ACARS systems, a data transmission frequency scheme is formulated. The specific content is shown in Table 2 below.

[0078] Table 2 The first data transmission frequency scheme

[0079]

[0080] Scheme 1 is the basic scheme. Without considering the transmission capacity allocated by the base station, the downlink batches are directly set based on the requirements of regulations and technical documents.

[0081] Therefore, in step 104, determining the data transmission frequency according to the flight state specifically includes:

[0082] (c1) According to the GADSS operation concept, the tracking requirements in the "Implementation Guide for Aviation Carrier Operation Monitoring" issued by the Civil Aviation Administration, and the data downlink frequency requirements of the ADS-B and ACARS systems, a first data transmission frequency scheme is formulated.

[0083] The tracking requirement for the normal state in the GADSS operation concept is: 4D information is downlinked once every 15 minutes, and the 4D information includes the longitude, latitude, altitude, and time of the aircraft.

[0084] Currently, most airlines currently downlink 4D information through the ACARS system once every 15 minutes, and the frequency of updating the position information of the ADS-B with an automatic reporting function is once every 0.5 seconds.

[0085] The tracking requirement for the abnormal state in the GADSS operation concept (4D information is downlinked once every 1 minute),

[0086] The tracking requirement for the distress state in the GADSS operation concept (at least 3D information + civil aircraft ID information is downlinked once every 1 minute).

[0087] (c2) Determine the data transmission frequency corresponding to the current flight state according to the first data transmission frequency scheme.

[0088] In another exemplary embodiment of the present application, Solution 2: Considering the number of aircraft in a certain airspace and the downlink capacity, determine the maximum downlink frequency: (Compared with Solution 1, the downlink frequency can be increased based on the link performance parameters.)

[0089] It is known that there are N u civil aircraft in distress in the monitored airspace, N a civil aircraft in normal state, N n civil aircraft in normal state; the amount of data downloaded by each aircraft in the normal state is M n , and the amounts of data downloaded in the abnormal state and the distress state are M a , M u respectively; the total transmission capacity of the downlink is C t ; the proportionality constant for the base station to dynamically allocate the transmission capacity is α (0 < α < 1), that is, the total downlink capacity allocated to the aircraft in the abnormal state is αC t , and the total downlink capacity allocated to the civil aircraft in the normal state is (1 - α)C t .

[0090] The transmission frequencies of each civil aircraft in the normal state, abnormal state, and distress state are f n,i , i = 1…N n , f a,j , j = 1…N a , f u,k , k = 1…N u , and the data downlink capacities of each civil aircraft in the normal state, abnormal state, and distress state are C n,i , C a,j , C u,k respectively. The following formula is satisfied:

[0091]

[0092]

[0093] The maximum transmission frequency f max,a,j of the civil aircraft in the abnormal state is determined by the following formula:

[0094]

[0095] The transmission frequency f a,j in the abnormal state should satisfy:

[0096] f min,a,j ≤ f a,j ≤ f max,a,j

[0097] Similarly, the transmission frequency fu,k It shall satisfy the inequality:

[0098]

[0099] f min,a,j is the minimum transmission frequency for civil aircraft in abnormal conditions, f min,u,k is the minimum transmission frequency for civil aircraft in distress. The f in the above inequality min,a,j and f min,u,k are known quantities, which are the tracking frequencies in abnormal conditions in the GADSS operation concept, and can also be the minimum frequency requirements for airlines to monitor civil aircraft.

[0100] For civil aircraft in abnormal conditions, the transmission frequency f a,j shall be greater than the original transmission frequency f in normal conditions n,j . Similarly, for civil aircraft in distress, its transmission frequency f u,k shall be greater than the original transmission frequency f in normal conditions a,k . And for N n civil aircraft in normal conditions, their transmission frequencies shall meet the requirements described in step 10. In summary, for all civil aircraft in the surveillance airspace, the following constraints on transmission frequencies hold:

[0101]

[0102] where f a,j 、f n,i 、f u,k are the quantities to be solved, and methods such as the simplex method are used to solve the feasible region and select appropriate transmission frequencies within the feasible region.

[0103] In Solution 2, considering the number of aircraft in a certain airspace and the downlink capacity, the maximum downlink frequency is determined. The downlink capacity is allocated to aircraft in normal and abnormal conditions at a fixed ratio (without the ability to dynamically adjust frequencies, and the downlink frequencies in different conditions are determined in advance).

[0104] Therefore, in step 104, determining the data transmission frequency according to the flight state specifically includes:

[0105] (d1) Determine the first transmission frequency constraint conditions for all civil aircraft in the surveillance airspace. The first transmission frequency constraint conditions are: where f n,i 、f a,j 、f u,k respectively represent the transmission frequencies of each civil aircraft in normal, abnormal, and distress conditions; C n,i 、Ca,j , C u,k are the data download capacities of each civil aircraft in normal, abnormal, and distress states respectively; f min,n,i is the minimum transmission frequency of civil aircraft in normal state; f min,a,j is the minimum transmission frequency of civil aircraft in abnormal state; f min,u,k is the minimum transmission frequency of civil aircraft in distress state; N u is the number of civil aircraft in distress state in the surveillance airspace; N a is the number of civil aircraft in abnormal state in the surveillance airspace; N n is the number of civil aircraft in normal state in the surveillance airspace; M n is the data volume downloaded by each aircraft in normal state; M a , M u are the downloaded data volumes in abnormal and distress states respectively; C t is the total transmission capacity of the downlink; α is the proportional constant for the base station to dynamically allocate the transmission capacity. f in the formula u,k ≥ f a,k means that the transmission frequency of civil aircraft in distress state must be greater than its transmission frequency in its historical state. Similarly, f in the formula a,j ≥ f n,j means that the transmission frequency of civil aircraft in abnormal state must be greater than its transmission frequency in its historical state. f in the formula a,k represents the transmission frequency of the k-th aircraft in its historical state (abnormal state). f in the formula n,j is the transmission frequency of the j-th aircraft in its historical state (normal state).

[0106] (d2) Determine the first feasible region of the transmission frequencies of each civil aircraft in the surveillance airspace in normal, abnormal, and distress states according to the first transmission frequency constraint condition.

[0107] (d3) Determine the optimal transmission frequencies of each civil aircraft in the surveillance airspace in normal, abnormal, and distress states according to the first feasible region of the transmission frequencies of each civil aircraft in the surveillance airspace in normal, abnormal, and distress states.

[0108] In another exemplary embodiment of the present application, Scheme 3: On the basis of Scheme 2, further consider that all air-ground links can achieve dynamic allocation of data transmission capacity. In Scheme 3, it is assumed that all air-ground transmissions have the ability of dynamic allocation. The following changes are made based on Sub-scheme 2:

[0109] The maximum total transmission capacity of the data downlink is C t, the relationship between the maximum transmission capacity of each civil aircraft and the total maximum transmission capacity in all states can be expressed by the following formula:

[0110]

[0111] For all civil aircraft in the surveillance airspace, the following constraints on the transmission frequency hold:

[0112]

[0113] f min,n,i is the minimum transmission frequency of civil aircraft in the normal state; f min,a,j is the minimum transmission frequency of civil aircraft in the abnormal state; f min,u,k is the minimum transmission frequency of civil aircraft in the distress state.

[0114] The transmission frequencies in all states should meet the minimum tracking requirements in the GADSS operating concept and the "Implementation Guide for Aeronautical Carrier Operation Monitoring" issued by the Civil Aviation Administration. The calculated transmission frequencies should be appropriately differentiated and adjusted according to different states.

[0115] Therefore, in step 104, determining the data transmission frequency according to the flight state specifically includes:

[0116] (e1) Determining the second transmission frequency constraint condition for all civil aircraft in the surveillance airspace. The second transmission frequency constraint condition is: where f n,i 、f a,j 、f u,k represent the transmission frequencies of each civil aircraft in the normal state, abnormal state, and distress state respectively; C n,i 、C a,j 、C u,k are the data download capacities of each civil aircraft in the normal state, abnormal state, and distress state respectively; f min,n,i is the minimum transmission frequency of civil aircraft in the normal state; f min,a,j is the minimum transmission frequency of civil aircraft in the abnormal state; f min,u,k is the minimum transmission frequency of civil aircraft in the distress state; N u is the number of civil aircraft in the distress state in the surveillance airspace; N a is the number of civil aircraft in the normal state in the surveillance airspace; N n is the number of civil aircraft in the normal state in the surveillance airspace; M n is the amount of data downloaded by each aircraft in the normal state; M a 、M uThe downlink data volumes in the abnormal state and the distress state respectively; C t is the total transmission capacity of the downlink.

[0117] (e2) Determine the second feasible region of the transmission frequencies of each civil aircraft in the surveillance airspace in the normal state, abnormal state, and distress state according to the second transmission frequency constraint condition.

[0118] (e3) Determine the optimal transmission frequencies of each civil aircraft in the surveillance airspace in the normal state, abnormal state, and distress state according to the second feasible region of the transmission frequencies of each civil aircraft in the surveillance airspace in the normal state, abnormal state, and distress state.

[0119] The present application has the following technical effects:

[0120] (1) Divide the flight states of the aircraft into three categories: normal, abnormal, and distress, and dynamically adjust the data types (data volumes) and downlink frequencies of the real-time downlink of aircraft data according to the three categories of states.

[0121] (2) In terms of the determination of the three categories of states: normal, abnormal, and distress: For the first time, propose the conditions and basis for the determination of the aircraft state (step (a6)), filling the gap; determine the aircraft state by analyzing the degree of abnormality of the parameters and evaluating the influence degree of different flight stages.

[0122] (3) In terms of the downlink data types: Classify all flight data of the aircraft according to functions and systems respectively to form the first type of downlink data set and the second type of downlink data set. Determine that in the normal state, the data of the first type of downlink data set is downlinked, and in the abnormal state or distress state, the second type of downlink data set is downlinked. (The specific content corresponding to step 103).

[0123] (4) In terms of the downlink data frequencies: Develop data transmission frequency schemes for different states and calculate the transmission frequencies corresponding to the states through methods such as qualitative evaluation, quantitative calculation, and combination of qualitative and quantitative. The present application gives three different methods for setting data downlink schemes, from simple to complex:

[0124] 1) Scheme 1: Basic scheme, without considering the transmission capacity allocated by the base station, directly set the downlink batches based on the requirements of regulations and technical documents.

[0125] 2) Scheme 2: Consider the number of aircraft in a certain airspace and the downlink link capacity to determine the maximum downlink frequency. Allocate the downlink link capacity to the aircraft in the normal state and the non-normal state in a fixed proportion, and determine the maximum downlink frequency through calculation. (Compared with Scheme 1, it can increase the downlink frequency based on the link performance parameters.)

[0126] 3) Option 3: Based on Option 2, further consideration is given to dynamically allocating data transmission capacity across all air-to-ground links, further fully utilizing the overall data downlink capacity and maximizing the downlink frequency.

[0127] (5) By analyzing the downlink data, setting the status identification judgment conditions, identifying the real-time status of the aircraft, and designing different downlink data volumes and transmission frequencies according to the three flight statuses of normal, abnormal, and distress, a data downlink plan based on different flight statuses is formed.

[0128] The present application also provides an application scenario, which applies the above-mentioned method for real-time downlinking of civil aircraft flight data and fault information. Specifically: the method for real-time downlinking of civil aircraft flight data and fault information provided in this embodiment can be applied in the flight data downlink scenario. The data downlink scenario includes a data processing and transmission control link, a communication link transmission link, and a data collection and monitoring link; the flight data enters the communication link transmission link from the data processing and transmission control link, and is integrated into the downstream data collection and monitoring link through the ground receiving base station. The method for real-time downlinking of civil aircraft flight data and fault information provided in this embodiment belongs to the data processing and transmission control link in the data downlink scenario. Specifically, in the process of downlinking data types and downlinking frequency, the downlinking data types and downlinking frequency can be adaptively controlled based on the flight status of the civil aircraft and the transmission link capacity.

[0129] In an exemplary embodiment, a data reading module (computer-readable storage medium) is provided, which stores a computer program, and when the computer program is executed by a processor, the above-mentioned method for real-time downloading of civil aircraft flight data and fault information is implemented.

[0130] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0131] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. At the same time, for those skilled in the art, according to the ideas of this application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting this application.

Claims

1. A method for real-time downloading of civil aircraft flight data and fault information, characterized in that: The method for real-time transmission of civil aircraft flight data and fault information includes: Obtain flight data of civil aircraft; Determining the current flight status of the civil aircraft according to the flight data; the flight status includes a normal state, an abnormal state and a distress state; Determine the downlink data according to the flight status; in the normal state, the downlink data are the key parameters and basic flight parameters in the flight data of each system of the civil aircraft; in the abnormal state or the distress state, the downlink data are all the flight data of the civil aircraft; in the abnormal state or the distress state, the downlink data contains fault information; the key parameters refer to the key parameters that cause the occurrence of unsafe events of the civil aircraft; the basic flight parameters refer to the parameters reflecting the real-time flight status of the civil aircraft; determining a frequency of data transmission according to the flight status; The downlink data is downlinked in real time according to the data transmission frequency.

2. The method for real-time downloading of civil aircraft flight data and fault information according to claim 1, characterized in that: Determining the current flight status of the civil aircraft according to the flight data specifically includes: Obtain historical unsafe events of civil aircraft; Obtain flight quality monitoring items; Determine typical faults of civil aircraft based on the historical unsafe events; the typical faults include serious faults and general faults; According to the deviation between the recorded value of the flight quality monitoring item and the preset monitoring standard, the flight quality monitoring events are divided into multiple levels of flight quality monitoring events; the multiple levels of flight quality monitoring events include level 1 flight quality monitoring events, level 2 flight quality monitoring events, level 3 flight quality monitoring events and level 4 flight quality monitoring events; Based on the typical faults and flight quality monitoring events of various levels, a civil aircraft unsafe event data analysis database is constructed; The current flight status of the civil aircraft is determined according to the civil aircraft unsafe event data analysis library and the flight data.

3. The method for real-time downloading of civil aircraft flight data and fault information according to claim 2, characterized in that: Determining the current flight status of the civil aircraft according to the civil aircraft unsafe event data analysis database and the flight data specifically includes: When no typical faults in the civil aircraft unsafe event data analysis database are identified based on the flight data, and no flight quality monitoring events of various levels are identified, the civil aircraft is deemed to be in a normal state; When a general fault is identified based on the flight data, or a level 1 flight quality monitoring event or a level 2 flight quality monitoring event is identified, the civil aircraft is deemed to be in an abnormal state; the abnormal state includes level 1 abnormality, level 2 abnormality and level 3 abnormality; When a serious fault is identified based on the flight data, or a Level 3 flight quality monitoring event or a Level 4 flight quality monitoring event is identified, the civil aircraft is deemed to be in a distress state, and the flight phase of the aircraft when the distress state is in is determined.

4. The method for real-time downloading of civil aircraft flight data and fault information according to claim 1, characterized in that: Determine the downlink data according to the flight status, specifically including: The flight data is classified according to function into the basic flight parameters, characteristic parameters, alarm parameters and key parameters; the characteristic parameters refer to important characteristic parameters that lead to the occurrence of unsafe events of civil aircraft; the characteristic parameters are parameters that can describe the system performance, state and behavior of civil aircraft; the alarm parameters refer to the alarm interpretation parameters of unsafe events of civil aircraft; the alarm parameters are parameters that trigger alarms when a civil aircraft fails or is in an abnormal state; Classifying the flight data according to the system and dividing it into parameters corresponding to different systems; The basic flight parameters and key parameters in the parameters corresponding to different systems constitute the first type of downlink data set; The basic flight parameters, key parameters, characteristic parameters and alarm parameters corresponding to different systems constitute the second type of downlink data set; When the civil aircraft is in a normal state, all parameters in the first type of downlink data set are downlinked; When the civil aircraft is in an abnormal state or a distress state, all parameters in the second type of downlink data set are downlinked.

5. The method for real-time downloading of civil aircraft flight data and fault information according to claim 4, characterized in that: The flight data is classified according to the system and divided into parameters corresponding to different systems, including: According to the system, the flight data is divided into flight attitude and control parameters, engine system parameters, autopilot system parameters, communication and navigation system parameters, warning and monitoring system parameters, aircraft structure and control surface parameters, and aircraft status and auxiliary system parameters.

6. The method for real-time downloading of civil aircraft flight data and fault information according to claim 5, characterized in that: The flight attitude and control parameters include pitch attitude, roll attitude, pitch control position and lateral control position; The engine system parameters include thrust, throttle lever position, engine reverse thrust position, and command thrust; The autopilot system parameters include the autopilot engagement state, preselected speed, and preselected Mach number; The communication and navigation system parameters include localizer deviation, glide slope deviation, passing marker beacon, and radio altitude; The warning and monitoring system parameters include master warning, air-to-ground status, hydraulic pressure, ground proximity warning system, and ice detection; The aircraft structure and control surface parameters include the control selection of the trailing edge flaps, the control selection of the leading edge flaps or the cockpit; The aircraft status and auxiliary system parameters include outside air temperature, wind shear detection, aircraft center of gravity, and AC bus status.

7. The method for real-time downloading of civil aircraft flight data and fault information according to claim 4, characterized in that: The frequency of data transmission is determined according to the flight status, specifically including: Based on the GADSS operation concept and the tracking requirements in the "Guidelines for the Implementation of Air Carrier Operation Monitoring" issued by the Civil Aviation Administration of China, as well as the data transmission frequency requirements of the ADS-B and ACARS systems, the first data transmission frequency plan is formulated; the first data transmission frequency plan is: when the aircraft status is normal, the transmission frequency corresponding to the basic flight parameters is once every 30 seconds, and the transmission frequency corresponding to the key parameters is once every 1 minute; when the aircraft status is abnormal, the transmission frequency corresponding to the basic flight parameters is once every 30 seconds; when the aircraft status is level one abnormal, the transmission frequency corresponding to the key parameters, the alarm parameters and the characteristic parameters is once every 30 seconds. When the aircraft status is level 2 abnormal, the transmission frequency of the key parameters, the alarm parameters and the characteristic parameters is once every 20 seconds; when the aircraft status is level 3 abnormal, the transmission frequency of the key parameters, the alarm parameters and the characteristic parameters is the transmission frequency of the distress status; when the aircraft status is in distress, the transmission frequency of the basic flight parameters is once every 30 seconds; when the aircraft status is in distress, the impact of the flight phase on flight safety is evaluated and ranked, and the transmission frequency of the key parameters, the alarm parameters and the characteristic parameters is determined according to the ranking result, and the minimum value of the next frequency is greater than once every 1 minute; Determine the data transmission frequency corresponding to the current flight state according to the first data transmission frequency scheme.

8. The method for real-time downloading of civil aircraft flight data and fault information according to claim 1, characterized in that: The frequency of data transmission is determined according to the flight status, specifically including: Determine a first transmission frequency constraint condition for all civil aircraft in the monitored airspace; the first transmission frequency constraint condition is: Among them, f n,i 、f a,j 、f u,k represents the transmission frequency of each civil aircraft in normal state, abnormal state and distress state respectively; f a,k represents the transmission frequency of the kth aircraft in the historical state; f n,j represents the transmission frequency of the jth aircraft in the historical state; C n,i , C a,j , C u,k The data transmission capacity of each civil aircraft in normal state, abnormal state and distress state respectively; f min,n,i The minimum transmission frequency of civil aircraft under normal conditions; f min,a,j The minimum transmission frequency of civil aircraft in abnormal state; f min,u,k The minimum transmission frequency of civil aircraft in distress state; N u To monitor the number of civil aircraft in distress in the airspace; N a To monitor the number of civil aircraft in abnormal conditions in the airspace; N n To monitor the number of civil aircraft in normal conditions in the airspace; n M is the amount of data transmitted by each aircraft in normal state; a 、M u are the amount of data transmitted in abnormal state and distress state respectively; C t is the total transmission capacity of the downlink link; α is the proportional constant for the dynamic allocation of transmission capacity by the base station; f a,k represents the transmission frequency of the kth aircraft in abnormal state; f n,j represents the transmission frequency of the jth aircraft in normal state; Determine, according to the first transmission frequency constraint condition, a first feasible domain of transmission frequencies of each civil aircraft in the surveillance airspace in normal state, abnormal state and distress state; The optimal transmission frequency of each civil aircraft in the surveillance airspace under normal, abnormal and distress conditions is determined according to the first feasible domain of the transmission frequency of each civil aircraft in the surveillance airspace under normal, abnormal and distress conditions.

9. The method for real-time downloading of civil aircraft flight data and fault information according to claim 1, characterized in that: The frequency of data transmission is determined according to the flight status, specifically including: Determine the second transmission frequency constraint condition for all civil aircraft in the monitored airspace; the second transmission frequency constraint condition is: Among them, f n,i 、f a,j 、f u,k represents the transmission frequency of each civil aircraft in normal state, abnormal state and distress state respectively; f a,k represents the transmission frequency of the kth aircraft in the historical state; f n,j represents the transmission frequency of the jth aircraft in the historical state; C n,i , C a,j , C u,k The data transmission capacity of each civil aircraft in normal state, abnormal state and distress state respectively; f min,n,i The minimum transmission frequency of civil aircraft under normal conditions; f min,a,j The minimum transmission frequency of civil aircraft in abnormal state; f min,u,k The minimum transmission frequency of civil aircraft in distress state; N u To monitor the number of civil aircraft in distress in the airspace; N a To monitor the number of civil aircraft in abnormal conditions in the airspace; N n To monitor the number of civil aircraft in normal conditions in the airspace; n M is the amount of data transmitted by each aircraft in normal state; a 、M u are the amount of data transmitted in abnormal state and distress state respectively; C t is the total transmission capacity of the downlink link; f a,k represents the transmission frequency of the kth aircraft in abnormal state; f n,j represents the transmission frequency of the jth aircraft in normal state; Determine, according to the second transmission frequency constraint condition, a second feasible domain of the transmission frequency of each civil aircraft in the surveillance airspace in normal state, abnormal state and distress state; The optimal transmission frequency of each civil aircraft in the surveillance airspace under normal, abnormal and distress conditions is determined according to the second feasible domain of the transmission frequency of each civil aircraft in the surveillance airspace under normal, abnormal and distress conditions.

10. A data reading module having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for real-time downloading of civil aircraft flight data and fault information as described in any one of claims 1 to 9 is implemented.

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