Airbus aircraft front wheel turning angle deviation monitoring and early warning method and device

Abstract

The invention relates to the technical field of airbus aircrafts, in particular to an airbus aircraft front wheel turning angle deviation monitoring and early warning method and device. The method comprises the steps of firstly obtaining main parameter data and auxiliary parameter data of airplane front wheel turning; secondly, a normal message is obtained through a normal message triggering model, the normal message is generated after each leg is ended, meanwhile, an alarm message triggering model is used for judging whether current main parameter data exceed a current preset threshold value or not, if yes, an alarm message is sent, and if not, the parameter data are obtained again, and if not, the normal message is generated; the preset threshold value is corrected by the current auxiliary parameter data; thirdly, analyzing the normal state message and the alarm message, and correcting and filtering the current alarm message by using the normal state message to obtain an effective message; and finally displaying and sending the effective message. Compared with the prior art, the method has the advantages that the deflection value of mechanical displacement of the aircraft front wheel turning RVDT sensor or the RVDT internal magnetic attenuation value is predicted in advance, and corrective measures are taken before aircraft steering operation is difficult.

Description

Technical Field

[0001] The present invention relates to the technical field of Airbus aircraft, and in particular to a method and device for monitoring and warning the deviation of the front wheel turning angle of an Airbus aircraft. Background Art

[0002] The front wheel turning system of modern civil airliners is a steering device that controls the turning of the aircraft during low-speed taxiing on the ground or maintenance towing. According to different ground speeds, the limit values of the front wheel turning angles of the aircraft are different. For example, for the Airbus A320 model, the maximum turning angle when the aircraft is stationary on the ground can reach 95 degrees, the maximum turning angle when the ground speed is 15 Kts is 74 degrees, and the front wheel turning will no longer work when the ground speed is greater than 130 Kts.

[0003] The development of the front wheel turning system of civil airliners has gone through three stages: manual control, hydraulic assist control, and fly-by-wire control. The first two of them were used in early aircraft, and the aircraft was steered by using a handwheel to drive through a cable. Modern civil airliners generally use fly-by-wire to control the front wheel turning of the aircraft. Fly-by-wire control is a method of converting the captain's command into an electrical signal and sending it to the front wheel turning computer BSCU for processing. Simply put, it is: captain's analog command - electrical signal - computer - control mechanism, and the computer forms the final control command to control the operation of the actuator to achieve aircraft turning.

[0004] The actuator of the front wheel turning system of an Airbus aircraft is the front wheel turning servo valve assembly 6GC, which is hydraulically controlled. The front wheel shock strut is deflected by the gear device on the turning actuator to achieve the turning purpose. An RVDT COM command sensor 3GC and an RVDT MON position sensor 4GC are installed on the 6GC. Among them, the 4GC sensor senses the actual angle of the front wheel deflection of the aircraft, and the 3GC senses the command angle from the BSCU. When the captain gives an input command, the handwheel will convert the crew command into an electrical signal and send it to the BSCU computer. The BSCU applies the electrical signal to the actuator 6GC through the 3GC to control the front wheel of the aircraft to start deflecting. During this process, the actual position of the front wheel of the 4GC and the command position of the 3GC are compared. When the two are consistent (the difference is 0), the BSCU controls the actuator 6GC to stop deflecting, thus completing the control of the aircraft turning.

[0005] The traditional cable control for aircraft steering has no backup system. Once the cable jams or breaks, it is extremely easy to run off the runway and cause safety incidents. The advantage of using fly-by-wire control for aircraft nose-wheel steering is that it has a redundant architecture, the system has a backup design and a simple structure, without the need for complex and heavy cable connections. It can control the turning angle of the aircraft only with electrical signals. The advantages of this method are that it can reduce the empty weight of the aircraft, and has many advantages such as fast control response and high precision. It is the preferred steering control method for modern civil airliners. However, fly-by-wire control for aircraft steering also has a fatal disadvantage, that is, the reliability is relatively low, which is inseparable from its design principle, mainly reflected in the sensors. The computer only recognizes the neutral 0 position from the sensors and cannot recognize the true neutral 0 position of the aircraft. The RVDT angular rotation position sensor has a large dependence on the initial 0 position. Once there is a slight deviation, it will form a defect in the reference value for the computer BSCU to judge the neutral 0 position of the aircraft nose wheel. The nose wheel works in a relatively harsh environment. As the operation time of turning is getting longer and longer, and various factors such as the bumping and vibration of the landing gear, the RVDT sensors 3GC and 4GC on 6GC will slowly deviate from the original 0 position. At the same time, the magnetic force value of the coil inside the RVDT will also decay. When this deviation or decay exceeds a certain value, the turning of the aircraft nose wheel will become difficult to operate. The deviation value cannot be monitored in advance by the computer, and there is no fault warning on the aircraft. Only when the crew feels that the aircraft steering is relatively difficult will it be reflected. At this time, the deviation often far exceeds the manual standard. This situation poses a great safety hazard to the operation of the aircraft. There have been many serious runway excursion incidents caused by the deviation of the nose-wheel steering of Airbus aircraft in the world fleet. Therefore, how to detect in advance the aircraft steering operation when the mechanical displacement of the RVDT sensor changes or the internal magnetic force value decays during the fly-by-wire operation of the Airbus aircraft nose-wheel steering has become a problem to be solved in this field. Summary of the Invention

[0006] The purpose of the present invention is to provide a method and device for monitoring and warning the deviation of the turning angle of the Airbus aircraft nose wheel to overcome the defect that it is difficult to detect in advance the aircraft steering operation when the mechanical displacement of the RVDT sensor changes or the internal magnetic force value decays during the fly-by-wire operation of the Airbus aircraft nose-wheel steering in the prior art.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to the first aspect of the present invention, there is provided a method for monitoring and warning the deviation of the turning angle of the Airbus aircraft nose wheel, including the following steps:

[0009] S1, obtaining the turning parameter data of the aircraft nose wheel, where the parameter data includes main parameter data and auxiliary parameter data;

[0010] S2. Based on the main parameter data, use the normal message trigger model to obtain normal messages, which are generated after each flight segment. At the same time, use the alarm message trigger model to determine whether the current main parameter data exceeds the current preset threshold. If so, generate and send an alarm message. If not, return to S1. The preset threshold is corrected by the current auxiliary parameter data;

[0011] S3. Receive and parse the normal messages and the alarm messages, and use the normal messages to correct and filter the current alarm messages to obtain valid messages;

[0012] S4. Display and send the valid messages.

[0013] As a preferred technical solution, the normal messages are captured by the normal message trigger model at the best time point of each flight segment, and the best time point is the working time of the aircraft nose wheel turning.

[0014] As a preferred technical solution, the aircraft speed corresponding to the best time point includes 15 - 40 knots.

[0015] As a preferred technical solution, the normal message trigger model and the alarm message trigger model are established through big data collection and analysis.

[0016] As a preferred technical solution, the main parameter data includes aircraft nose wheel angle parameter, captain's handwheel turning command parameter, aircraft pedal angle parameter, and rudder trim parameter.

[0017] As a preferred technical solution, the auxiliary parameter data includes aircraft speed, wind speed, and wind direction.

[0018] According to the second aspect of the present invention, there is provided an Airbus aircraft nose wheel turning angle deviation monitoring and warning device, which includes a data acquisition and processing module and a message parsing and display module connected by signals.

[0019] The data acquisition and processing module is used to obtain and preprocess the aircraft nose wheel turning parameter data, and the parameter data includes main parameter data and auxiliary parameter data; based on the main parameter data, use the normal message trigger model to obtain normal messages, which are generated after each flight segment. At the same time, use the alarm message trigger model to determine whether the current main parameter data exceeds the current preset threshold. If so, generate and send an alarm message. If not, re - obtain and preprocess the parameter data. The preset threshold is corrected by the current auxiliary parameter data;

[0020] The message parsing and display module is used to receive, send, and parse the normal message and the alarm message, correct and filter the current alarm message using the normal message, and after obtaining the valid message, display and send the valid message.

[0021] As a preferred technical solution, the data acquisition and processing module includes a ground loading device and an airborne computer flight data interface component, and the message parsing and display module includes an Aircraft Communications Addressing and Reporting System (ACARS) and a ground control terminal.

[0022] As a preferred technical solution, the valid message is sent to the client.

[0023] As a preferred technical solution, the client includes a user's mobile phone, enterprise WeChat, and email.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] 1. The present invention uses a normal message trigger model to generate normal messages according to flight segments. After parsing the normal messages, the corresponding key parameter curves of the aircraft's nose wheel steering can be obtained. By displaying these curves on a ground platform, it is possible to monitor the nose wheel steering working state of the aircraft over a period of time, which is used for the technical state assessment of aircraft for important transportation tasks. At the same time, an alarm message trigger model is adopted. When the main parameter data of the aircraft's turning exceeds the preset threshold, an alarm message is generated and sent in a timely manner. It can predict in advance the deflection value of the mechanical displacement of the aircraft's nose wheel steering RVDT sensor or the magnetic force attenuation value inside the RVDT according to the alarm message, and take corrective measures before the aircraft's turning operation becomes difficult, solving the problem that the current Airbus fleet cannot monitor the nose wheel steering angle deviation, facilitating engineers to take maintenance measures in a timely manner and ensuring flight safety.

[0026] 2. The present invention uses normal messages to filter and correct alarm messages, which can improve the accuracy of alarm message triggering, and further improve the reliability of the nose wheel steering angle deviation warning of the aircraft.

[0027] 3. The present invention uses the Aircraft Communications Addressing and Reporting System (ACARS) to implement message reception and transmission, that is, the ground control terminal uses the aircraft ACARS system, and the data acquisition and completion are all carried out in real time, keeping in sync with the aircraft. Therefore, there is no delay, improving the overall synchronization performance.

[0028] 4. The present invention uses relatively mature components. For example, it can be achieved through an airborne computer flight data interface component FDIMU (airborne computer FDIMU), mobile phone, email, etc., with low cost and high reliability.

[0029] 5. In the normal message model and the alarm message model of the present invention, there are preset message logics. The models can be installed on other aircraft with the same configuration, that is, in a point / area mode, and the number of aircraft can be increased without limitation, having good scalability and facilitating the operation of large fleets. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic flowchart of the method in the embodiment of the present invention;

[0031] Figure 2 It is a schematic structural diagram of the device in the embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0032] The present invention will be described in detail below with reference to the drawings and specific embodiments. This embodiment is implemented on the premise of the technical solution of the present invention, and detailed implementation manners and specific operation processes are given, but the protection scope of the present invention is not limited to the following embodiments.

[0033] Embodiment

[0034] This embodiment provides a method for monitoring and warning the deviation of the front wheel turning angle of an Airbus aircraft and a device capable of implementing this method. The implementation process of the method is as Figure 1 shown, and the structure of the device is as Figure 2 shown. The specific implementation steps are as follows:

[0035] Step S1, the flight data interface component of the on-board computer (on-board computer FDIMU) receives the main parameter data (such as 3GC / 4GC) and auxiliary parameter data of the front wheel turning of the aircraft. The main parameter data includes the front wheel angle parameter of the aircraft, the captain's handwheel turning command parameter, the aircraft pedal angle parameter, the rudder trim parameter, etc., and the auxiliary parameter data includes the aircraft speed, wind speed, wind direction, etc.

[0036] Step S2, after receiving the parameter data, the FDIMU will simultaneously generate normal messages and judge whether to generate alarm messages during flight operations:

[0037] The FDIMU obtains normal messages by using the message logic preset by the normal message trigger model according to the main parameter data. The normal messages are generated at the end of each flight segment and are captured by the normal message trigger model at the best time point of each flight segment. The best time point is the working time of the front wheel turning of the aircraft, such as the working turning time of the front wheel corresponding to the aircraft speed of 15 - 40 knots;

[0038] At the same time, the FDIMU compares the received front wheel turning parameter data with the message logic pre-installed in the alarm message trigger model to judge whether the current main parameter data exceeds the current preset threshold:

[0039] If it is yes, generate and send an alarm message;

[0040] If it is no, return to step S1;

[0041] Among them, the preset threshold is corrected by the current auxiliary parameter data, and the generated normal message and alarm message are both sent to the Ground Control Terminal (GCD).

[0042] In addition, both the normal message trigger model and the alarm message trigger model are established based on big data collection and analysis, and alarm messages for early warning and normal messages for supplementation are compiled; before executing step S2, the compiled alarm messages and normal messages have been installed into the FDIMU using the Ground Loading System (GLS), that is, the normal message trigger model and the alarm message trigger model are installed on the aircraft and the required parameters are collected according to the instructions.

[0043] In this embodiment, the ground end presets the difference between the key parameters 3GC / 4GC of the aircraft nose wheel steering, presets the record of the mechanical zero position of the nose wheel when the aircraft retracts and extends the landing gear, and compiles alarm messages and normal messages; uses the Ground Loading System (GLS) to install the compiled messages into the FDIMU, and the FDIMU operates according to the preset logic of the messages to obtain the normal messages; at the same time, the FDIMU calculates the preset difference and the actual difference, and when it exceeds the preset threshold by plus or minus 3 degrees, an alarm message is generated, and the normal message and the alarm message are sent to the Ground Control Terminal through ACARS. After the auxiliary parameters correct the preset threshold according to the actual situation, the preset threshold will increase a little bit, such as plus or minus 3.5 degrees, or plus or minus 4 degrees, etc.

[0044] Step S3, the Ground Control Terminal receives and analyzes the normal message and the alarm message sent in step S2, uses the normal message to correct and filter the current alarm message, then, the Ground Control Terminal judges whether the correction has been completed. If not, continue to analyze the normal message and the alarm message. If it has been completed, valid messages can be obtained.

[0045] Among them, the Ground Control Terminal includes a ground software platform, and the software platform is a visual processing and display system, which is used to analyze the original message data, filter false messages according to the preset logic to make the accuracy rate of the final message reach more than 95%, and visually display the key parameters of the final message to form trend graphs such as curves and dots for engineers to monitor.

[0046] Step S4, the display terminal receives the valid message sent by the Ground Control Terminal and automatically outputs it to the client. Among them, the client is ports such as the user's mobile phone, enterprise WeChat, email, etc., and the display terminal can be a part of the ground software platform.

[0047] Such as Figure 2As shown in the figure, in this embodiment, the mechanical centering position of the front wheel when the landing gear of an Airbus aircraft is retracted and extended is used as a reference point to correct the front wheel position deviation value caused by the attenuation of the RVDT sensor. Then, the key parameter difference of 3GC / 4GC of the front wheel steering system of the Airbus aircraft is compared, and the range of the front wheel deviation value is preset by the aircraft ground speed. The working state of the front wheel steering of the aircraft is sensed in real time through the ACARS system, and a monitoring method for early detection of abnormal front wheel steering is obtained. Among them, based on the data transmission method of the ACARS system, it can either adopt VHF communication transmission (generally applicable to short-haul flights) or satellite communication transmission (generally applicable to transoceanic or intercontinental flights), and both data transmissions are two-way data links.

[0048] The method provided in this embodiment is based on the ACARS system, which is convenient for receiving various parameters of the front wheel steering of the aircraft in real time; the aircraft on-board computer flight data interface module (FDIMU) is used to preprocess various parameters of the front wheel steering. If the key parameters exceed the set values, an alarm message is triggered and sent to the ground control center through the ACARS system. At the same time, through big data analysis, a modeling method is used to capture the fixed flight segment time points that can best reflect the working state of the front wheel steering of the aircraft, and a normal message is triggered.

[0049] Among them, the alarm message is transmitted to the ground control center in real time for early warning, so that the ground control center can take response measures in time in case of emergencies. The normal message is automatically generated after each flight segment and sent to the ground control center. On the one hand, its function is to monitor the working state of the front wheel steering of the aircraft within a certain period; on the other hand, its function is to filter false alarm messages and improve the deficiencies of the alarm messages to ensure that the deviations or faults of the front wheel steering system can be fully identified. For example, an aircraft is about to perform an important transportation mission (vvip flight) in the near future, and its technical conditions are required to be more strict than those of ordinary flights. At this time, the key parameter curve formed by the normal message can be observed through the ground platform to obtain the technical conditions of the front wheel steering of this aircraft in a recent period of time, and select the best technical conditions of the front wheel steering for flight.

[0050] The method provided in this embodiment adopts a point / area mode, and installs the preset messages on the aircraft. In theory, the number of aircraft can be increased infinitely, which is applicable to the operation of large fleets.

[0051] The preferred specific embodiments of the present invention have been described in detail above. It should be understood that those of ordinary skill in the art can make many modifications and variations based on the concept of the present invention without creative labor. Therefore, all technical solutions that can be obtained by those skilled in the art in the technical field of the present invention based on the concept of the present invention through logical analysis, reasoning or limited experiments on the basis of the prior art should be within the protection scope determined by the claims.

Claims

1. An Airbus aircraft nose wheel steering angle deviation monitoring and warning method, characterized in that, It includes the following steps: S1. Obtain the aircraft nose wheel steering parameter data, where the parameter data includes main parameter data and auxiliary parameter data; S2. Based on the main parameter data, use the normal message trigger model to obtain the normal message, which is generated after each flight segment. At the same time, use the alarm message trigger model to determine whether the current main parameter data exceeds the current preset threshold. If so, generate and send an alarm message. If not, return to S1, and the preset threshold is corrected by the current auxiliary parameter data; S3. Receive and parse the normal message and the alarm message, and use the normal message to correct and filter the current alarm message to obtain a valid message; S4. Display and send the valid message.

2. The method for monitoring and warning the deviation of the front wheel turning angle of an Airbus aircraft according to claim 1, characterized in that, The normal message is captured by the normal message trigger model at the best time point of each flight segment, and the best time point is the working time of the aircraft nose wheel steering.

3. The method for monitoring and warning the deviation of the front wheel turning angle of an Airbus aircraft according to claim 2, wherein The aircraft speed corresponding to the best time point includes 15 - 40 knots.

4. The method for monitoring and warning the deviation of the front wheel turning angle of an Airbus aircraft according to claim 1, characterized in that, The normal message trigger model and the alarm message trigger model are established through big data collection and analysis.

5. The method for monitoring and warning the deviation of the front wheel turning angle of an Airbus aircraft according to claim 1, characterized in that, The main parameter data includes aircraft nose wheel angle parameter, captain's hand wheel steering command parameter, aircraft pedal angle parameter, and rudder trim parameter.

6. The method for monitoring and warning the deviation of the front wheel turning angle of an Airbus aircraft according to claim 1, wherein The auxiliary parameter data includes aircraft speed, wind speed, and wind direction.

7. An Airbus aircraft nose wheel steering angle deviation monitoring and warning device, characterized in that, The device includes a data acquisition and processing module and a message parsing and display module that are signal-connected, The data acquisition and processing module is used to obtain and preprocess the aircraft nose wheel steering parameter data, where the parameter data includes main parameter data and auxiliary parameter data; based on the main parameter data, use the normal message trigger model to obtain the normal message, which is generated after each flight segment. At the same time, use the alarm message trigger model to determine whether the current main parameter data exceeds the current preset threshold. If so, generate and send an alarm message. If not, re-obtain and preprocess the parameter data, and the preset threshold is corrected by the current auxiliary parameter data; The message parsing and display module is used to receive, send, and parse the normal message and the alarm message, use the normal message to correct and filter the current alarm message, and after obtaining a valid message, display and send the valid message.

8. The Airbus aircraft nose wheel steering angle deviation monitoring and warning device according to claim 7, characterized in that, The data acquisition and processing module includes a ground loading device and an airborne computer flight data interface component, and the message parsing and display module includes an aircraft communication addressing and reporting system and a ground control terminal.

9. The Airbus aircraft nose wheel steering angle deviation monitoring and warning device according to claim 7, characterized in that, The valid message is sent to the client.

10. The Airbus aircraft nose wheel steering angle deviation monitoring and warning device according to claim 9, characterized in that, The client includes a user's mobile phone, enterprise WeChat, and email.

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