Self-repairing system for key part of aviation aircraft

Abstract

The invention provides a self-repairing system for key parts of an aviation aircraft, and belongs to the technical field of aircrafts. The system comprises a combined control module, a monitoring module, an intelligent response control module and an automatic repair module, the monitoring module, the intelligent response control module and the automatic repair module are all in signal connection with the combined control module, and the monitoring module is used for monitoring the position and size of a damaged area of the aircraft and transmitting signals to the combined control module; the intelligent response control module is used for formulating a repair strategy according to the position and size of the damaged area and transmitting a signal to the combined control module, and the automatic repair module is used for repairing or isolating the damaged area according to the repair strategy. By adopting the self-repairing system for the key part of the aviation aircraft provided by the embodiment of the invention, the problems that the repairing efficiency is low and faults are easy to diffuse in the prior art can be solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and particularly to a self - repair system for key parts of an aircraft. Background Art

[0002] In the field of aviation flight, key parts of aircraft are always faced with various severe threats. Bird strike is one of the most challenging problems. During flight, the relative speed between a bird and an aircraft is extremely high. Once a strike occurs, the impact force is sufficient to cause serious damage to the key parts of the airframe. Parts such as the landing gear bay, engine air intake, leading edge of the wing, and hydraulic and cable systems are extremely prone to structural damage after being struck, such as cracks, perforations, etc. These damages will not only directly affect the structural integrity of the aircraft, but may also trigger a series of chain reactions, such as hydraulic oil leakage, cable short - circuit and other faults, posing a great hidden danger to flight safety.

[0003] Traditional aircraft protection and repair methods mainly rely on manual inspection and ground maintenance. After the aircraft completes its flight mission, maintenance personnel check the key parts through manual visual inspection or with the help of some simple tools. This method has low efficiency and certain subjectivity, and it is difficult to detect some subtle damages. Moreover, during flight, once a key part is damaged, the traditional method cannot detect and handle it in time. During ground maintenance, the maintenance process is cumbersome and requires a large amount of time and labor costs. For aircraft that need to perform flight missions frequently, this seriously affects their service efficiency and operating costs. With the continuous improvement of the requirements for safety and reliability in modern aviation flight, the traditional protection and repair methods are increasingly unable to meet the actual needs.

[0004] The aircraft protection and repair methods in the prior art usually adopt ground maintenance, which requires a large amount of time and labor costs for ground maintenance, resulting in a reduction in flight time, low repair efficiency, and it is difficult to process the damaged parts in time during flight, leading to the easy spread of faults and possibly causing more dangerous accidents. Summary of the Invention

[0005] The present invention provides a self - repair system for key parts of an aircraft, which can solve the problems of low repair efficiency and easy spread of faults in the prior art.

[0006] To solve the above technical problems, the present invention provides a self-repair system for key parts of an aircraft, comprising: a joint control module, a monitoring module, an intelligent response control module, and an automatic repair module. The monitoring module, the intelligent response control module, and the automatic repair module are all connected to the joint control module by signals. The monitoring module is used to monitor the position and size of the damaged area of the aircraft and transmit signals to the joint control module. The intelligent response control module is used to formulate a repair strategy based on the position and size of the damaged area and transmit signals to the joint control module. The automatic repair module is used to repair or isolate the damaged area according to the repair strategy.

[0007] Preferably, the monitoring module includes a strain sensor, a micro piezoelectric sensor, a built-in environment monitoring module, and an infrared sensor. The strain sensor and the micro piezoelectric sensor are arranged inside the aircraft body shell. The strain sensor is used to monitor the damaged area in real time and determine the damage degree of the damaged area. The micro piezoelectric sensor is used to capture the pressure distribution at the moment of impact and locate the damaged area. The built-in environment monitoring module includes a temperature sensor and a humidity sensor, and is used to evaluate potential risks such as hydraulic oil leakage and cable short circuit. The infrared sensor is used to capture the flight trajectory of birds around the aircraft.

[0008] Preferably, the automatic repair module includes a nano material repair unit and a dynamic isolation layer deployment module. The nano material repair unit is arranged in the key area of the aircraft body. The dynamic isolation layer deployment module is composed of a high-strength airbag or a flexible isolation plate.

[0009] Preferably, it further includes a material supply module. The material supply module includes a repair material storage sub-module and a supply control sub-module. The joint control module is connected to the repair material storage sub-module by signals through the supply control sub-module. The repair material storage sub-module is used to store the repair materials for replenishing the nano material repair unit.

[0010] Preferably, it further includes a protection module. The protection module is connected to the joint control module by signals. The protection module includes a hatch driving module and a buffer protection mechanism. The buffer protection mechanism is arranged at the air inlet of the aircraft engine. The hatch driving module is used to drive the buffer protection mechanism to deploy.

[0011] Furthermore, the buffer protection mechanism includes a bottom plate, a bracket, two side plates and an elastic buffer net. The bottom plate is arranged on the top of the engine. The bracket is arranged on the bottom plate. The bracket includes two bracket plates arranged in parallel at intervals. The bracket plates are arranged along the opening direction of the engine air inlet. A connecting block is provided at one end of the bracket plate close to the opening of the engine air inlet. The connecting block is rotatably arranged between the two bracket plates. A protective shell is fixedly connected to the side of the connecting block away from the opening of the engine air inlet. A positive and negative thread screw is arranged inside the protective shell. The positive and negative thread screw is arranged perpendicular to the bracket plate. Adjusting nuts are respectively arranged at both ends of the positive and negative thread screw. The side plates are arranged parallel to the bracket plates. The two side plates are respectively fixedly connected to the two adjusting nuts. The elastic buffer net is arranged between the two side plates.

[0012] Furthermore, a housing is arranged on the bottom plate. A threaded rod and a threaded sleeve are arranged inside the housing. The threaded rod is arranged along the length direction of the bracket plate. The threaded sleeve is sleeved on the threaded rod. The bracket is fixedly arranged on the threaded sleeve.

[0013] Furthermore, electric telescopic rods arranged vertically are provided on both sides of the housing. The housing is connected to the bottom plate through the electric telescopic rods.

[0014] Preferably, a recording module is further included. The recording module is in signal connection with the joint control module. The recording module is used to record the position of the damaged area and the repair log.

[0015] Preferably, a communication interaction module is further included. The communication interaction module is in signal connection with the joint control module. The communication interaction module includes an internal communication sub-module and an external communication sub-module for the aircraft. The internal communication sub-module for the aircraft is used to be in signal connection with other systems of the aircraft itself. The external communication sub-module is in signal connection with external institutions such as the ground command center.

[0016] The beneficial effects of the present invention at least include:

[0017] An aircraft key part self - repair system provided by an embodiment of the present invention can, by setting up a monitoring module, monitor in real - time whether the aircraft has encountered a collision and been damaged, determine the location and size of the damaged area, transmit data information to a joint control module. The joint control module transmits the data information to an intelligent response control module. The intelligent response control module formulates a repair strategy based on the data information and transmits a signal to the joint control module. The joint control module then transmits the repair strategy information to an automatic repair module, which repairs or isolates the damaged area according to the repair strategy. When the aircraft is damaged due to a collision during flight, after signal transmission between multiple modules, the automatic repair module can repair the damaged area in a timely manner, preventing further expansion of the damaged area and causing irreparable losses during the process of the aircraft continuing to fly until landing. Compared with the prior art method of ground maintenance, which requires the aircraft to dock for a long time for repair work, the repair system in this embodiment can complete self - repair during the flight of the aircraft, effectively solving the problems of low repair efficiency and easy spread of faults in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for description in the embodiments. Obviously, the following - described drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 It is a schematic diagram of system signal transmission provided by an embodiment of the present invention;

[0020] Figure 2 It is a schematic diagram of the structure of the monitoring module provided by an embodiment of the present invention;

[0021] Figure 3 It is a schematic diagram of the structure of the automatic repair module provided by an embodiment of the present invention;

[0022] Figure 4 It is a schematic diagram of the structure of the energy management module provided by an embodiment of the present invention;

[0023] Figure 5 It is a schematic diagram of the structure of the communication interaction module provided by an embodiment of the present invention;

[0024] Figure 6 It is a schematic diagram of the structure of the fault diagnosis module provided by an embodiment of the present invention;

[0025] Figure 7 It is a schematic diagram of the structure of the material supply module provided by an embodiment of the present invention;

[0026] Figure 8It is a schematic structural diagram of the module self-checking module provided by an embodiment of the present invention;

[0027] Figure 9 It is a schematic overall structural diagram of the buffer protection mechanism provided by an embodiment of the present invention;

[0028] Figure 10 It is a schematic diagram of the bracket and its top structure provided by an embodiment of the present invention;

[0029] Figure 11 It is a schematic cross-sectional structural diagram of the housing provided by an embodiment of the present invention.

[0030] In the figure: 101 - combined control module; 102 - monitoring module; 1021 - strain sensor; 1022 - micro piezoelectric sensor; 1023 - built-in environment monitoring module; 1024 - infrared sensor; 103 - intelligent response control module; 104 - automatic repair module; 1041 - nano material repair unit; 1042 - dynamic isolation layer deployment module; 105 - material supply module; 1051 - repair material storage sub-module; 1052 - supply control sub-module; 106 - protection module; 1061 - hatch drive module; 1062 - buffer protection mechanism; 107 - recording module; 108 - communication interaction module; 1081 - internal aircraft communication sub-module; 1082 - external communication sub-module; 109 - energy management module; 1091 - energy consumption monitoring sub-module; 1092 - energy allocation sub-module; 1093 - energy warning sub-module; 110 - fault diagnosis module; 1101 - fault monitoring sub-module; 1102 - fault location sub-module; 1103 - fault diagnosis sub-module; 111 - module self-checking module; 1111 - sensor detection sub-module; 1112 - repair device detection sub-module; 1113 - repair device detection sub-module; 1 - bottom plate; 2 - bracket; 21 - bracket plate; 3 - side plate; 4 - elastic buffer net; 5 - connection block; 6 - protective shell; 61 - positive and negative thread screw; 62 - adjusting sleeve; 7 - housing; 71 - threaded rod; 72 - threaded sleeve; 8 - electric telescopic rod; 91 - first motor; 92 - second motor; 93 - third motor. Detailed implementation manners

[0031] Next, in combination with the drawings in the embodiments of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

[0032] The embodiments of the present invention provide a self-repair system for key parts of an aircraft. Figure 1It is a schematic diagram of system signal transmission provided by an embodiment of the present invention; Figure 2 It is a schematic diagram of the structure of the monitoring module provided by an embodiment of the present invention; Figure 3 It is a schematic diagram of the structure of the automatic repair module provided by an embodiment of the present invention; Figure 4 It is a schematic diagram of the structure of the energy management module provided by an embodiment of the present invention; Figure 5 It is a schematic diagram of the structure of the communication interaction module provided by an embodiment of the present invention; Figure 6 It is a schematic diagram of the structure of the fault diagnosis module provided by an embodiment of the present invention; Figure 7 It is a schematic diagram of the structure of the material supply module provided by an embodiment of the present invention; Figure 8 It is a schematic diagram of the structure of the module self-check module provided by an embodiment of the present invention; Figure 9 It is a schematic diagram of the overall structure of the buffer protection mechanism provided by an embodiment of the present invention; Figure 10 It is a schematic diagram of the bracket and its top structure provided by an embodiment of the present invention; Figure 11 It is a schematic diagram of the sectional structure of the housing provided by an embodiment of the present invention. As Figures 1 to 11 shown, a self-repair system for key parts of an aircraft includes: a joint control module 101, a monitoring module 102, an intelligent response control module 103, and an automatic repair module 104. The monitoring module 102, the intelligent response control module 103, and the automatic repair module 104 are all signal-connected to the joint control module 101. The monitoring module 102 is used to monitor the position and size of the damaged area of the aircraft and transmit signals to the joint control module 101. The intelligent response control module 103 is used to formulate a repair strategy based on the position and size of the damaged area and transmit signals to the joint control module 101. The automatic repair module 104 is used to repair or isolate the damaged area according to the repair strategy.

[0033] Exemplarily, in the embodiments of the present invention, specifically, the intelligent response control module 103 is a system composed of hardware and software. The hardware part mainly includes a main control computing unit, a redundant control unit, an actuator interface, a communication bus, storage and interaction hardware, etc. The chip model of the main control computing unit is Xilinx Zynq UltraScale+ MPSoC (XCZU9EG-2FFVB1156E), which integrates a quad-core ARM Cortex-A53 (1.5GHz) and a dual-core Cortex-R5 (600MHz), supports real-time parallel processing, and has an in-built FPGA logic unit (504K logic units) for high-speed data analysis and policy generation. The redundant control unit adopts a dual-redundancy design, and the chip model is Xilinx Zynq UltraScale+ MPSoC (XCZU7EV-2FFVC1156E). The two chips perform synchronous operations, and the reliability of instructions is ensured through cross-checking, and it supports the Failover mechanism. The actuator interface uses an ADI AD5758 digital-to-analog conversion chip and a TIDRV8848 dual H-bridge motor driver (peak current 3.5A) to control actuators such as motors and solenoid valves. The communication bus uses a CAN bus controller: Microchip MCP2515 (supporting CAN 2.0B, SPI interface) and an Ethernet PHY chip Marvell 88E1111 (gigabit rate, supporting MII / RGMII interfaces), with protocols ARINC429 (for avionics system communication) and TCP / IP (for high-speed data interaction). For the storage and interaction hardware, the non-volatile storage uses Micron MT29F4G08ABADAWP (4Gb SLC NAND flash memory, industrial grade at -40°C to 85°C), the volatile storage uses Cypress CY7C1049CV33 (4Mb SRAM, 10ns access time), and the interaction interface is FTDI FT4232HL (USB 2.0 to four serial ports, for debugging and connecting to external devices). The software part mainly includes a real-time operating system (RTOS) Wind River VxWorks 7 (Cert Edition, compliant with the DO-178C aviation safety standard), an adaptive control algorithm (PID algorithm), an AI inference engine (TensorFlow Lite Micro framework), multi-modal data fusion Kalman filtering, fault tolerance and security software, and ground collaboration software, etc.

[0034] This automatic repair system also includes an energy management module 109. The energy management module is signal-connected to the joint control module 101. The energy management module 109 includes an energy consumption monitoring sub-module 1091, an energy allocation sub-module 1092, and an energy warning sub-module 1093. The energy consumption monitoring sub-module 1091 tracks the energy usage of each module of the repair system in real time and accurately statistics the energy consumption data of each part. The energy allocation sub-module 1092 intelligently allocates power according to the real-time needs of each module and the energy reserve status to ensure that key modules obtain energy supply first. The energy warning sub-module 1093 monitors the energy reserve in real time. When the energy is about to run out or at a low level, it issues a warning signal to the maintenance personnel in time to remind them to replenish or replace the energy. Specifically, the energy management module 109 is an integrated system that consists of hardware components and software algorithms working together, responsible for monitoring, allocating, and optimizing the use of energy such as electricity and fuel on the aircraft. The hardware part mainly includes power generation and conversion equipment, energy storage equipment, power distribution and protection equipment, sensors and monitoring hardware, and control core hardware, etc. The main power controller chip model of the power generation and conversion equipment is TI TPS546D24A, and the chip model of the fuel-electricity conversion module is ADI LTC7871 (a multi-phase boost controller, supporting 48V output, integrated MOSFET driver). The chip model of the lithium battery management chip (BMS) of the energy storage equipment is ADI LTC6813-1 (supporting 12-cell battery series monitoring, ±1mV voltage accuracy, integrated ISO SPI communication), and the chip model of the supercapacitor controller chip is Maxim MAX17710 (a bidirectional DC-DC controller, supporting fast charging and discharging of supercapacitors). The chip model of the intelligent power distribution switch of the power distribution and protection equipment is Infineon PROFET + BTS7040-2EPA (a 40A load switch, integrated with current detection and fault diagnosis), and the chip model of the solid-state power controller (SSPC) is Vicor NBM2317 (28V / 30A, supporting hot plugging and surge suppression). Among the sensors and monitoring hardware, the current / voltage sensor model is Allegro ACS722LLCTR-20AB (20A bandwidth, 1% accuracy, isolated Hall effect sensor), and the temperature sensor model is TI TMP117 (±0.1°C accuracy, I2C interface, -40°C to 125°C wide temperature range). Among the control core hardware, the main control microcontroller chip model is NXP MPC5748G (a triple-core Lockstep architecture, meeting the ASIL-D safety level, 176MHz main frequency), and the redundant control unit chip model is NXP S32K344 (a dual-core Cortex-M7, supporting ISO 26262 ASIL-B). The software part mainly includes real-time monitoring and diagnosis software, energy allocation algorithms (MILP algorithms), optimization control software (MPC algorithms), communication protocols and interfaces, etc.The operating system is Wind River VxWorks 653 (a partitioned real-time system compliant with the DO-178C aviation standard). The in-aircraft communication uses ARINC 664 (aviation full-duplex Ethernet) with a transmission rate of 100 Mbps and supports Time-Sensitive Networking (TSN). The external interface is SAE AS6802 (time-triggered Ethernet protocol) for synchronizing energy status data with the ground station. The data link layer encryption uses AES-256-GCM, and the keys are managed through HSM (Hardware Security Module).

[0035] This automatic repair system also includes a fault diagnosis module 110. The fault diagnosis module 110 is signal-connected to the joint control module. The fault diagnosis module 110 includes a fault monitoring sub-module 1101, a fault location sub-module 1102, and a fault diagnosis sub-module 1103. The fault monitoring sub-module 1101 continuously monitors the operating status of each module of the self-repair system, and through data analysis and algorithm models, timely discovers potential fault signs. The function of the fault location sub-module 1102 is to quickly determine the specific module and location where the fault occurs once a fault is detected, narrowing down the troubleshooting scope. The fault diagnosis sub-module 1103 deeply analyzes the located fault, preliminarily judges the cause of the fault, and provides a basis for subsequent maintenance or emergency handling. Specifically, the fault diagnosis module 110 is a system that combines hardware sensors, data acquisition devices, computing units, and intelligent analysis software to real-time monitor the aircraft status, predict potential faults, and provide maintenance suggestions. The hardware part mainly includes a sensor network, a data acquisition unit, a computing and processing unit, a communication interface, and a storage device, etc. In the sensor network, the vibration sensor model is PCBPiezotronics 356A32 (frequency response range 0.5Hz to 10kHz, ±5% accuracy, IP67 protection), the temperature sensor model is TEConnectivity PT100 (platinum resistance, -200°C to +850°C, compliant with RTCA DO-160G standard), the pressure sensor model is Honeywell 24PCFFA6G (0 to 500psi, MIL-STD-810G shock-resistant design), and the current / voltage sensor model is LEM LTSR 25-NP (25A bandwidth, 0.5% accuracy, isolated Hall effect). The main control chip of the data acquisition unit (DAQ) is ADI AD7779 (8-channel synchronous sampling ADC, 24-bit resolution, 128kSPS sampling rate), the signal conditioning circuit is TI INA188 (precision instrumentation amplifier, supporting ±15V input, suppressing common-mode noise), and the communication interface is connected to the computing unit via SPI bus with a transmission rate of 20Mbps. In the computing and processing unit, the edge computing chip is NVIDIA Jetson AGX Orin (2048 CUDA cores, 64GB LPDDR5, supporting AI inference), the security coprocessor is Infineon OPTIGA TPM SLB 9672 (compliant with FIPS140-2 Level 3, used for encrypting sensitive data), and the real-time processing chip is Xilinx Zynq UltraScale+ MPSoC (XCZU19EG, integrating FPGA and ARM Cortex-A53).In the communication interface, the on-board bus is ARINC 664 (aviation Ethernet, 100 Mbps, supporting TSN time-sensitive network), the wireless communication is u-blox NINA-B406 (dual-band Wi-Fi 6 + BLE 5.2, for ground maintenance terminal connection), and the redundant backup is MIL-STD-1553B bus (1 Mbps, dual-redundant architecture, for critical instruction transmission). The non-volatile storage is Micron X100 NVMe SSD (1 TB capacity, 3D NAND, supporting a wide temperature range of -40°C to 85°C), and the cache RAM is Cypress CY7C1061DV33 (1 Mb SRAM, 10 ns access time, for real-time data buffering). The software part mainly includes real-time monitoring software, a fault diagnosis algorithm based on the random forest algorithm (optimized by Scikit-learn), a data visualization and reporting system, and a remote diagnosis platform, etc. The operating system is Wind River VxWorks 653 (partitioned real-time system, DO-178C DAL A certified), and the data acquisition engine is a customized driver based on the Linux kernel, supporting multi-threaded parallel sampling (delay < 1 ms). The front-end framework of the data visualization and reporting system is React + D3.js (dynamically generating 3D fault hot spot maps and trend curves), and then Apache PDFBox automatically generates a PDF report, including fault codes (referring to ATA chapters), recommended measures, and spare part lists. The remote diagnosis platform is based on AWS IoT Greengrass (edge-cloud collaboration, supporting offline mode), and the communication protocol is MQTT over TLS1.3 (two-way certificate authentication to prevent man-in-the-middle attacks). The sensor network accesses the data acquisition unit through SPI / ARINC 664, and the raw data is preprocessed by Jetson AGX Orin and then transmitted to the joint control module 101. The redundant MIL-STD-1553B bus ensures the reliable transmission of critical fault instructions (such as engine shutdown). The fault diagnosis results are shared to the intelligent response control module 103 through the ARINC 429 protocol, triggering repair or isolation strategies. The remote diagnosis platform is integrated with the ground maintenance system (such as IBM Maximo), supporting the automatic generation of predictive maintenance work orders.

[0036] This automatic repair system also includes a module self-checking module 111. The module self-checking module 111 is signal-connected to the joint control module 101. The module self-checking module 111 includes a sensor detection sub-module 1111, a repair device detection sub-module 1112, and a control circuit detection sub-module 1113. The sensor detection sub-module 1111 periodically detects various sensors in the system, such as the strain sensor 1021, the micro piezoelectric sensor 1022, etc., to check whether their sensitivity and accuracy are normal. The repair device detection sub-module 1112 tests the functional integrity of the repair devices such as the nano-material repair unit 1041 and the dynamic isolation layer deployment module 1042 in the automatic repair module 104 to ensure that they can work properly when needed. The control circuit detection sub-module 1113 detects the control circuits of each module to check whether the circuit connections are stable, and whether there are problems such as short circuits or open circuits, so as to ensure the normal execution of signal transmission and control instructions between modules. Specifically, the module self-checking module 111 is a system composed of hardware and software. Its hardware part mainly includes a self-checking control unit, a sensor and signal acquisition circuit, a switch matrix and isolation circuit, a storage device, and a human-computer interaction interface. The main control chip of the self-checking control unit is NXP MPC5748G (triple-core Lockstep architecture, 176 MHz, compliant with ASIL-D safety level, -40°C to 125°C), and the redundant backup chip is TI TMS570LS3137 (dual-core Cortex-R5, supports ECC memory, ISO 26262 ASIL-D certified). The multi-channel ADC chip of the sensor and signal acquisition circuit is ADI AD7606C-18 (8-channel synchronous sampling, 18-bit resolution, ±10V input, 1MSPS sampling rate), and the signal conditioning module uses TI INA333 (zero-drift instrumentation amplifier, programmable gain, 0.1Hz to 10kHz bandwidth). The isolation circuit is AnalogDevices ADuM3151 (5kV isolation, SPI interface, for signal isolation in high-noise environments). In the switch matrix and isolation circuit, the multiplexer chip is ADI ADG5408 (8-channel high-voltage switch, ±22V withstand voltage, supports 1Ω on-resistance), and the isolation relay is TE Connectivity TQ2SA-L2-5V (opto-isolation, 5V drive, 10A load capacity). The non-volatile storage of the storage device uses Micron XTRMFlash XFM01GA (1GB SLC NAND, -40°C to 105°C, 100,000 erase / write cycles), and the cache RAM is Cypress CY62167DV30 (1Mb SRAM, 10ns access time, for real-time data caching).The display driver chip of the human-computer interaction interface is Solomon Systech SSD1963 (supports 800x480 resolution, LVDS interface), the touch controller is Microchip AT42QT2120 (12-channel capacitive touch, anti-interference design), and the physical button is C&KJT06 series (sealed aviation button, IP67 protection, million-time press life). The software part mainly includes self-test scheduling software, fault detection algorithm, fault diagnosis and classification algorithm, result processing and reporting, communication protocol, etc. The operating system is Wind RiverVxWorks 653 (partitioned real-time system, DO-178C DAL A certification). The sensor detection switches the excitation signal (such as 5V / 10Hz square wave) through ADG5408 to verify the linearity of the sensor response. The circuit on-off detection adopts the four-wire resistance measurement method (Kelvin connection) with an accuracy of ±0.1Ω. The fault diagnosis and classification algorithm uses C code generated based on Scikit-learn to classify the fault type (such as sensor failure, line break, signal interference). The local log is stored in CSV format, recording timestamp, fault code (encoded according to ATA 100 standard), and recommended actions. Interactive HTML reports are generated through the React framework, supporting fault link tracking. In-machine communication ARINC 429 (12.5kbps / 100kbps dual rate, used to interact with the joint control module 101). External debugging interface USB 2.0 (FTDI FT2232HL dual-channel bridge chip, supporting JTAG / SWD protocol). Data encryption uses AES-256-CBC, and the key is managed by HSM (Infineon OPTIGA TPM). The self-test control unit communicates with the joint control module 101 through ARINC 429, reports self-test results and receives global instructions. The switch matrix (ADG5408) is linked with the repair device detection submodule 1112 to automatically switch to the backup sensor or control circuit. The fault diagnosis results are pushed to the ground maintenance platform (such as IBM Maximo) through the MQTT protocol to trigger preventive maintenance work orders. The self-check scheduling software cooperates with the energy management module 109 to perform lightweight detection in a low power consumption mode.

[0037] A self-repair system for key parts of an aircraft provided by an embodiment of the present invention can, by setting up a monitoring module 102, monitor in real time whether the aircraft has been damaged by a collision, determine the location and size of the damaged area, and transmit data information to a joint control module 101. The joint control module 101 transmits the data information to an intelligent response control module 103. The intelligent response control module 103 formulates a repair strategy based on the data information and transmits a signal to the joint control module 101. The joint control module 101 then transmits the repair strategy information to an automatic repair module 104, and repairs or isolates the damaged area according to the repair strategy. When the aircraft is damaged by a collision during flight, after signal transmission among multiple modules, the automatic repair module 104 can repair the damaged area in a timely manner, preventing the damaged area from further expanding and causing irreparable losses during the process of the aircraft continuing to fly until landing. Compared with the prior art in which ground maintenance is adopted and the aircraft needs to be docked for a long time for repair work, the repair system in this embodiment can complete self-repair during the flight of the aircraft, effectively solving the problems of low repair efficiency and easy spread of faults in the prior art.

[0038] Preferably, the monitoring module 102 includes a strain sensor 1021, a micro piezoelectric sensor 1022, a built-in environment monitoring module 1023, and an infrared sensor 1024. The strain sensor 1021 and the micro piezoelectric sensor 1022 are arranged inside the aircraft body shell. The strain sensor 1021 is used to monitor the damaged area in real time and determine the degree of damage of the damaged area. The micro piezoelectric sensor 1022 is used to capture the pressure distribution at the moment of impact and locate the damaged area. The built-in environment monitoring module 1023 includes a temperature sensor and a humidity sensor, and is used to evaluate potential risks such as hydraulic oil leakage and cable short circuit. The infrared sensor 1024 is used to capture the flight trajectories of birds around the aircraft.

[0039] For example, in the embodiment of the present invention, the strain sensor 1021 is embedded in the body shell to monitor the structural damage (such as cracks, perforations) in real time, and can determine the degree of damage, so as to determine whether to start the automatic closing system of the aircraft. The micro piezoelectric sensor 1022 captures the pressure distribution at the moment of impact, accurately locates the damaged area, and provides more fine-grained damage data for subsequent repair. The built-in environmental monitoring module 1023 includes a temperature sensor and a humidity sensor, which are used to evaluate potential risks such as hydraulic oil leakage and cable short circuit, and then trigger the sealing system of the aircraft to protect the internal equipment. The infrared sensor 1024 can capture the flight trajectory of birds and determine whether it is necessary to deploy protective measures such as buffer hatches to protect the key parts of the aircraft. In this embodiment, the infrared sensor 1024 can also be in the form of a radar. By setting multiple sensors and transmitting signals to the joint control module 101, the self-repairing system is more sensitive to collision damage, and can quickly and accurately locate the damaged area, so as to gain precious time for repairing the damaged area.

[0040] Preferably, the automatic repair module 104 includes a nano material repair unit 1041 and a dynamic isolation layer deployment module 1042, the nano material repair unit 1041 is arranged in a key area of ​​the aircraft body, and the dynamic isolation layer deployment module 1042 is composed of a high-strength airbag or a flexible isolation board.

[0041] Exemplarily, in an embodiment of the present invention, the nanomaterial repair unit 1041 refers to the pre-arrangement of nano-repair materials (such as microcapsule-type epoxy resin coatings) in key areas of the fuselage (such as hydraulic pipes, inner walls of landing gear covers, wing frames, etc.). When damage occurs, the microcapsules rupture and release the repair agent, completing basic sealing and structural recovery within ten seconds. The dynamic isolation layer deployment module 1042 is composed of high-strength airbags or flexible isolation panels. When the damaged area needs to be urgently isolated, the isolation layer is quickly deployed to prevent the spread of hydraulic leakage, short circuit and other problems.

[0042] Preferably, it also includes a material replenishment module 105, which includes a repair material storage submodule 1051 and a replenishment control submodule 1052. The joint control module 101 is signal-connected to the repair material storage submodule 1051 via the replenishment control submodule 1052. The repair material storage submodule 1051 is used to store the repair material that replenishes the nanomaterial repair unit 1041.

[0043] Exemplarily, in the embodiment of the present invention, the repair material storage sub-module 1051 stores the repair materials for replenishing the nano-material repair unit 1041, ensures that the storage environment of the materials is suitable, and prevents the materials from deteriorating or failing. The replenishment control sub-module 1052 is configured to automatically start the replenishment process and control the replenishment pipeline or device to accurately replenish the nano-material repair unit 1041 with materials when the repair agent in the nano-material repair unit 1041 is consumed to a set degree.

[0044] Preferably, it further includes a protection module 106. The protection module 106 is signal-connected to the joint control module 101. The protection module 106 includes a hatch driving module 1061 and a buffer protection mechanism 1062. The buffer protection mechanism 1062 is arranged at the air inlet of the aircraft engine. The hatch driving module 1061 is used to drive the buffer protection mechanism 1062 to deploy.

[0045] Exemplarily, in the embodiment of the present invention, a buffer hatch can also be provided in the landing gear compartment. The hatch driving module 1061 can drive the buffer hatch to deploy for protecting the landing gear compartment. When the infrared sensor 1024 captures that the flight trajectory of a bird is close to the flight trajectory of the aircraft, it transmits a signal to the joint control module 101. The joint control module 101 transmits a signal to the protection module 106 to activate the hatch driving module 1061. At this time, the hatch driving module 1061 drives the buffer protection mechanism 1062 to deploy at the air inlet of the aircraft engine to prevent the bird from entering the engine and causing an accident. By providing the protection module 106, the collision can be prevented in advance, the occurrence of collisions at key parts of the aircraft can be reduced, and thus the protection ability of the self-repair system for key parts of the aircraft is improved.

[0046] Furthermore, the buffer protection mechanism 1062 includes a bottom plate 1, a bracket 2, two side plates 3, and an elastic buffer net 4. The bottom plate 1 is arranged on the top of the engine. The bracket 2 is arranged on the bottom plate 1. The bracket 2 includes two bracket plates 21 arranged in parallel at intervals. The bracket plates 21 are arranged along the opening direction of the engine air inlet. A connecting block 5 is provided at one end of the bracket plate 21 close to the opening of the engine air inlet. The connecting block 5 is rotatably arranged between the two bracket plates 21. A protection shell 6 is fixedly connected to the side of the connecting block 5 away from the opening of the engine air inlet. A positive and negative thread screw 61 is arranged inside the protection shell 6. The positive and negative thread screw 61 is perpendicular to the bracket plate 21. Adjusting nuts 62 are respectively arranged at both ends of the positive and negative thread screw 61. The side plates 3 are arranged parallel to the bracket plates 21. The two side plates 3 are respectively fixedly connected to the two adjusting nuts 62. The elastic buffer net 4 is arranged between the two side plates 3.

[0047] Exemplarily, in an embodiment of the present invention, a first motor 91 is disposed outside a side bracket plate 21 of a connection block 5 for driving the connection block 5 to rotate; a second motor 92 is disposed at one end of a positive and negative thread screw 61 for driving the positive and negative thread screw 61 to rotate. When the buffer protection mechanism 1062 receives an unfolding signal, such as Figure 9 shown, the engine is located below the bottom plate 1, the engine air inlet is opened towards the right, the first motor 91 is started to rotate clockwise, so that the connection block 5 drives the protective shell 6 and the elastic buffer net 4 to rotate in front of the engine air inlet on the right, and then the second motor 92 is started to rotate, so that the two adjusting sleeve nuts 62 move in opposite directions on the positive and negative thread screw 61. Since the two side plates 3 are respectively fixedly connected to the two adjusting sleeve nuts 62, and the elastic buffer net 4 is disposed between the two side plates 3, the adjusting sleeve nuts 62 moving in opposite directions drive the elastic buffer net 4 to unfold and cover the engine air inlet, thereby protecting the engine and preventing birds from directly colliding with the engine. When the infrared sensor 1024 detects that there are no birds nearby, it transmits a signal to the joint control module 101, and the joint control module 101 transmits a signal to the hatch driving module 1061 of the protection module 106 to drive the second motor 92 and the first motor 91 to reverse, so that the buffer protection mechanism 1062 is received on top of the engine, reducing its own volume, thereby reducing air resistance and maintaining its own structural stability. By designing the buffer protection mechanism 1062 into this structure, when a danger warning is detected ahead, it can automatically and quickly respond, start a series of motor operations, without manual intervention, and timely protect the aero-engine. After the threat is lifted, it can conveniently control each motor in turn to drive the elastic buffer net 4 to reset, with simple operation and convenient for next use.

[0048] Further, a housing 7 is disposed on the bottom plate 1, a threaded rod 71 and a threaded sleeve 72 are disposed inside the housing 7, the threaded rod 71 is arranged along the length direction of the bracket plate 21, the threaded sleeve 72 is sleeved on the threaded rod 71, and the bracket 2 is fixedly arranged on the threaded sleeve 72.

[0049] Exemplarily, in an embodiment of the present invention, a third motor 93 is disposed at one end of the threaded rod 71 for driving the threaded rod 71 to rotate, so that the threaded sleeve 72 moves on the threaded rod 71. The threaded sleeve 72 and the threaded rod 71 are in threaded fit. By controlling the movement of the threaded sleeve 72 on the threaded rod 71, the elastic buffer net 4 and its unfolding device can move along the threaded rod 71, so as to adjust the distance between the elastic buffer net 4 and the engine air inlet after unfolding, so that the buffer protection mechanism 1062 can be compatible with engines of different sizes and models, thereby enabling the buffer protection mechanism 1062 to adjust the unfolding position according to the actual application scenario, improving the movement freedom of the elastic buffer net 4, and also improving the compatibility of the buffer protection mechanism 1062.

[0050] Furthermore, electric telescopic rods 8 arranged vertically are provided on both sides of the housing 7, and the housing 7 is connected to the bottom plate 1 through the electric telescopic rods 8.

[0051] Exemplarily, in the embodiment of the present invention, by providing the electric telescopic rods 8, the housing 7 can move up and down together with the elastic buffer net 4, so as to adjust the height of the elastic buffer net 4, and thus adjust the distance between the elastic buffer net 4 and the engine air inlet after expansion, so that the buffer protection mechanism 1062 can be compatible with engines of different sizes and models, thereby enabling the buffer protection mechanism 1062 to adjust the deployment position according to the actual application scenario, further improving the movement freedom of the elastic buffer net 4 and also further improving the compatibility of the buffer protection mechanism 1062.

[0052] Preferably, it further includes a recording module 107, and the recording module 107 is signal-connected to the joint control module 101. The recording module 107 is used to record the position of the damaged area and the repair log.

[0053] Exemplarily, in the embodiment of the present invention, after the automatic repair module 104 finishes repairing the damaged area, the recording module 107 records the damage location and repair log, which can be used as a reference for subsequent maintenance and added to the data model. When a similar collision occurs next time, this data can be called as a reference to quickly take countermeasures, thereby improving the response speed of the system. Specifically, the recording module 107 is a system composed of a hardware part and a software part. The hardware part mainly includes a storage medium, a data acquisition interface, power management, an audio acquisition device, a fast access recorder, and auxiliary hardware, etc. In the storage medium, the main memory model is Micron 7400PRO series NVMe SSD (1TB capacity, 3D TLC NAND, supports a wide temperature range of -40°C to 85°C, vibration resistance level 20G), and the redundant backup storage model is: ATP AF7G industrial-grade SATA SSD (512GB, SLCNAND, MTBF 2 million hours, compliant with MIL-STD-810H standard). In the data acquisition interface, the multi-protocol acquisition chip model is ADI AD7616 (16-channel synchronous sampling ADC, 16-bit resolution, ±10V input, 1MSPS sampling rate), and the communication interface chip model is: Microchip LAN9252 (dual-port Ethernet controller, supports TSN time-sensitive network, SPI / I2C interface), protocol: ARINC 664 (aviation Ethernet), for real-time communication with the joint control module 101. In the power management, the power conversion chip model is TI TPS7A4700 (36V input, low-noise LDO, PSRR 75dB@1kHz, output current 1A), and the battery backup unit model is: Maxim MAX17710 (supercapacitor controller, supports 5V / 10A instantaneous power supply, used for power-off emergency data preservation). In the audio acquisition device, the microphone array model is Knowles SPH0641LU4H-1 (MEMS digital microphone, SNR 64dB, supports I2S output), and the audio codec model is Cirrus Logic CS47L15 (low-power Hi-Fi audio chip, supports 24-bit / 192kHz sampling, integrated DSP). The fast access recorder cache chip model is: Cypress CY15B104Q-LHXIT (4Mb FRAM, 150ns write time). In the auxiliary hardware, the time synchronization module model is Microsemi SA.45s CSAC (cesium atomic clock, time accuracy ±0.3ns), and the encryption accelerator model is: Intel C3XXX series (supports AES-256 / SHA-2 hardware acceleration, compliant with FIPS140-2 Level 3). The software part mainly includes data acquisition and preprocessing software, storage management software, fault detection and self-check software, ground analysis software, and security and compliance software, etc.In the data acquisition and preprocessing software, the real-time acquisition engine framework is NI LabVIEW RT (deterministic real-time kernel, latency < 1ms). The file system model of the storage management software is QNX Transactional File System (TFS, supporting atomic writes and power-off protection). The self-check algorithm of the fault detection and self-check software uses data integrity verification based on CRC32 and Hamming codes to detect bad blocks on the storage medium, integrates the core algorithm of MemTest86, and periodically scans for memory errors. The visualization platform framework of the ground analysis software is Tableau Embedded SDK + Python Dash (supporting 3D damage heat maps and timeline playback), integrates the MATLAB engine, and calls the FFT / wavelet analysis algorithm to parse high-frequency data. The encryption protocol algorithm of the security and compliance software is AES-256-GCM (data static encryption) + TLS1.3 (transmission encryption), and hardware-level key protection is achieved through HSM (YubiKey HSM). The data acquisition interface (AD7616) receives sensor data from the monitoring module 102 through ARINC 664 and stores it in the NVMe SSD. The time synchronization module (SA.45s CSAC) adds a unified timestamp to all logs to ensure data alignment among multiple modules. The storage management software (QNXTFS) shares the index table with the joint control module 101 to support fast retrieval of damage logs. The security software (AES-256 + TLS) collaborates with the communication interaction module 108 to ensure encrypted data transmission.

[0054] Preferably, it further includes a communication interaction module 108. The communication interaction module 108 is signal-connected to the joint control module 101. The communication interaction module 108 includes an internal communication sub-module 1081 of the aircraft and an external communication sub-module 1082. The internal communication sub-module 1081 of the aircraft is used to be signal-connected to other systems of the aircraft itself, and the external communication sub-module 1082 is signal-connected to external institutions such as the ground command center.

[0055] Exemplarily, in the embodiments of the present invention, the internal communication sub-module 1081 of the aircraft is responsible for data interaction with other systems of the aircraft itself, such as the flight control system, navigation system, etc., to transmit damage and repair information of key parts, realize in-aircraft information sharing. The external communication sub-module 1082 communicates with external organizations such as the ground command center, reports the relevant situation of the key parts of the aircraft to the ground, and at the same time receives instructions and feedback information from the ground. Specifically, the communication interaction module 108 is a system composed of hardware and software. The hardware part mainly includes radio communication equipment, in-aircraft communication equipment, data link and network equipment, emergency and positioning equipment, control and interface equipment, etc. The radio communication equipment includes a VHF / UHF transceiver chip, model Collins Aerospace GLU-2100 (supporting ACARS / VDL Mode 2, frequency range 118 - 137 MHz, compliant with ED-137B standard), and the satellite communication module model: Inmarsat Cobham SAT-300 (supporting SwiftBroadband, L-band, rate 432 kbps, integrated anti-jamming filter). The in-aircraft communication equipment includes an ARINC 429 interface chip, model HOLT HI-3585 (dual-channel transceiver, supporting 12.5 kbps / 100 kbps rates, ±10V differential input), and the Ethernet switch model Curtiss-Wright DEQ-100 (28 ports, supporting ARINC 664 / TSN, MIL-STD-704F power input). In the data link and network equipment, the data link processor model is Intel Atom E3900 series (4 cores, 2.0 GHz, integrated TSN engine, -40°C to 85°C wide temperature range), the protocol supports Link 16 (JREAP) and CryptoModernization Initiative (CMI) encryption, and the 5G module model is Quectel RG500Q (Sub-6GHz, 3GPP Release16, supporting NSA / SA dual mode). The emergency and positioning equipment includes a multi-mode GNSS receiver, model: u-blox ZED-F9P (supporting GPS / Galileo / GLONASS / Beidou, L1 / L2 frequency bands, positioning accuracy ±1 cm), and the emergency beacon model: ACRElectronics ARTEX 406 (406 MHz ELT, built-in GPS, compliant with TSO-C126 standard).The control and interface device includes a main control FPGA, model Xilinx Kintex UltraScale XCKU040 (1.6M logic cells, integrated PCIe Gen3, supports IP core encryption), an interface expansion chip, model TI SN65HVD3082E (RS-485 transceiver, ±16kV ESD protection, supports MIL-STD-1553B bus), and a dual power module, model Vicor DCM5614 (input 28VDC, outputs 5V / 12V). The software part mainly includes communication protocol and data processing software, voice processing and codec software, network management and security software, human-machine interface software, and fault diagnosis and self-check software, etc. In the communication protocol and data processing software, the protocol stacks are ARINC 618 (ACARS message processing), TCP / IPv6 (TSN extension), DLP (data link protocol), and the real-time operating system is Green Hills INTEGRITY-178tuMP (DO-178C DAL A certified, supports multi-core isolation). In the voice processing and codec software, the codec is Opus (dynamic bit rate 8 - 512kbps, latency <20ms, meets ED-137D voice quality standard), and the noise reduction algorithm is deployed using TensorFlow Lite. In the network management and security software, the firewall is Wind River Titanium Security (supports IPsec / VPN), the encryption engine is AES-256 (data encryption) + ECDH-384 (key exchange), and it is certified by FIPS140-3. In the human-machine interface software, the development framework is Qt for Embedded Linux (supports OpenGL ES 3.0, rendering latency <30ms), and the display driver model is NXP i.MX 8M Plus (integrated NPU, supports 4K resolution and multi-screen output). In the fault diagnosis and self-check software, the self-check logic includes heartbeat packet detection (period 1s), CRC32 check (data integrity), link quality analysis (BER <1e-9), and the log management storage format is W3C Extended Log Format, which is encrypted and synchronized to the recording module 107. The radio equipment (GLU-2100 / SAT-300) is connected to the main control FPGA (XCKU040) through a PCIe interface to achieve protocol conversion and encryption. The emergency beacon (ARTEX 406) is directly connected to the joint control module 101 through the RS-485 bus (SN65HVD3082E) to ensure independent power supply and triggering. The network management software is linked with the energy management module 109 to limit non-critical communications (such as cabin Wi-Fi) during low battery to save energy. The self-check results are pushed to the fault diagnosis module 110 through ARINC 664 to trigger in-depth fault analysis.

[0056] Exemplarily, in Specific Embodiment 1, when a certain model of civil airliner is performing a cross - country flight mission, it needs to maintain a stable flight state for a long time and has extremely high requirements for safety and reliability. Before the aircraft takes off, the system is deployed. At key parts such as the leading edge of the wing, landing gear bay, and engine air intake of the aircraft, strain sensors 1021, micro - piezoelectric sensors 1022, built - in environmental monitoring modules 1023, and infrared sensors 1024 are accurately installed according to the design requirements to comprehensively monitor the state of the key parts of the aircraft. In key areas such as the wing skeleton and hydraulic pipelines, nano - material repair units are pre - arranged, such as micro - capsule epoxy resin coatings. At the same time, in areas vulnerable to damage, a dynamic isolation layer deployment module is equipped, such as high - strength airbags. Inside the aircraft, a joint control module 101 is carried. This module is electrically connected to the monitoring module 102, automatic repair module 104, intelligent response control module 103, recording module 107, energy management module 109, communication interaction module 108, fault diagnosis module 110, material supply module 105, and module self - inspection module 111 to ensure smooth data transmission and command control between modules. During the flight, when the aircraft encounters a bird strike on the leading edge of the wing, the strain sensor 1021 quickly senses the structural damage and transmits the damage degree data to the joint control module 101. The micro - piezoelectric sensor 1022 captures the pressure distribution at the moment of impact, accurately locates the damage area, and provides detailed data for subsequent repair. After receiving the data, the joint control module 101 immediately transmits the information to the intelligent response control module 103. The intelligent response control module 103 quickly formulates a repair strategy according to the damage location and size and issues an instruction to the automatic repair module 104. The micro - capsules in the nano - material repair unit 1041 rupture, releasing the repair agent, and basically sealing and restoring the structure of the damage on the leading edge of the wing within ten seconds. At the same time, the dynamic isolation layer deployment module 1042 quickly unfolds to prevent the damage from further affecting the hydraulic system and cables inside the wing. The energy management module 109 monitors the energy consumption of each module of the repair system in real - time, intelligently allocates the power output of the battery and the standby energy unit to ensure the smooth progress of the repair work. The communication interaction module 108 timely transmits the damage and repair information to the flight control system of the aircraft and the ground command center to achieve information sharing. The fault diagnosis module 110 and the module self - inspection module 111 continuously monitor the system to ensure the normal operation of each module. After the repair is completed, the recording module 107 records the damage location and repair log to provide a basis for subsequent maintenance.

[0057] Exemplarily, in the second specific embodiment, a general aviation aircraft is mainly used for tasks such as agricultural and forestry operations, aerial photography, and short-distance passenger transportation. Its flight altitude is relatively low, and it often needs to shuttle through complex geographical environments such as mountainous areas and forest areas, facing the risk of collision with foreign objects such as birds and tree branches, and is also easily affected by bad weather such as heavy rain and strong winds. Therefore, there are relatively high requirements for the self-repair and rapid recovery capabilities of the key parts of the aircraft. Before the aircraft takes off, the system is deployed. Performance-reliable strain sensors 1021, micro piezoelectric sensors 1022, built-in environmental monitoring modules 1023, and infrared sensors 1024 adapted to the low-altitude environment are installed at key parts of the aircraft such as the wings, fuselage, engine inlets, and landing gears to comprehensively monitor the state of the aircraft. Nano material repair units 1041 are arranged in the key structural areas of the wings, hydraulic pipelines, and parts close to the engine, and microcapsule-type epoxy resin coatings are used as repair materials. And in areas where damage may spread, a dynamic isolation layer deployment module 1042 is equipped, such as a flexible isolation plate. A joint control module 101 is set inside the aircraft, and this module is electrically connected to the monitoring module 102, the automatic repair module 104, the intelligent response control module 103, the recording module 107, the energy management module 109, the communication interaction module 108, the fault diagnosis module 110, the material supply module 105, and the module self-check module 111 to ensure the coordinated operation of each module. During an agricultural spraying operation, when the aircraft was flying low and passing through the forest, the wing accidentally collided with a tree branch. The strain sensor 1021 immediately sensed the damage to the wing structure and transmitted the damage degree data to the joint control module 101. The micro piezoelectric sensor 1022 quickly captured the pressure distribution at the moment of impact and accurately located the damaged area. After receiving the data, the joint control module 101 quickly transmitted it to the intelligent response control module 103. The intelligent response control module 103 quickly activated the automatic repair module 104 according to the specific situation of the damage. The microcapsules in the nano material repair unit 1041 ruptured, releasing the repair agent, which sealed and preliminarily repaired the damage to the wing in a short time. At the same time, the dynamic isolation layer deployment module 1042 quickly deployed the flexible isolation plate to prevent the damage from affecting the hydraulic system and cable lines inside the wing. The energy management module 109 monitored the energy consumption of each module of the repair system in real time, reasonably allocated the power of the battery and the standby energy unit, and ensured the stable energy supply for the repair work. The communication interaction module 108 promptly conveyed the damage and repair information to the flight control system of the aircraft. If the aircraft is equipped with a relevant operation system, the information will also be synchronized to this system to adjust the operation plan. At the same time, contact with the ground base was made through the external communication sub-module 1082 to report the situation of the aircraft. The fault diagnosis module 110 and the module self-check module 111 monitored the system throughout the process and promptly discovered and handled possible faults.When the repair agent of the nanomaterial repair unit 1041 is consumed to a certain extent, the material supply module 105 automatically starts to replenish the repair material for it to ensure the continuity of the repair ability. After the repair is completed, the recording module 107 records the damage location and repair log in detail to provide reference for subsequent maintenance and flight missions.

[0058] In the implementation of the present invention, during the monitoring stage, the infrared sensor 1024 captures the flight trajectory of the bird, provides auxiliary information for judging whether to deploy the buffer hatch cover, and transmits signals to the hatch cover driving module 1061 through the joint control module 101. The strain sensor 1021, the micro piezoelectric sensor 1022, and the temperature and humidity sensors in the built-in environment monitoring module 1023 synchronously monitor the body state, and the collected data is transmitted to the intelligent response control module 103. At the same time, the module self-check module 111 regularly detects each module; during the response stage, after receiving the data, the intelligent response control module 103 selects a repair strategy according to the damage situation. If it is necessary to start protection measures, an instruction is sent to the hatch cover driving module, and the protection module 106 deploys the hatch cover or activates the buffer protection mechanism 1062. If an impact has occurred, the automatic closing system is activated, the automatic repair module 104 performs repair and isolation, the energy management module 109 allocates energy, and the fault diagnosis module 110 monitors the system state; during the repair and reset stage, after the automatic repair module 104 completes the repair, the material supply module 105 replenishes the repair materials as needed, the protection module 106 resets the hatch cover or the buffer protection mechanism 1062, the recording module 107 records the damage and repair information, and the communication interaction module 108 timely transmits the damage and repair information to the flight control system of the aircraft and the ground command center to achieve information sharing. When the buffer protection mechanism 1062 is activated, anti-loosening bolts and anti-loosening nuts are penetrated through both sides of the top of the bottom plate 1. The anti-loosening bolts cooperate with the anti-loosening nuts to install the buffer protection mechanism 1062 on the top of the engine of the aircraft. Anti-slip pads are penetrated through both sides of the bottom of the bottom plate 1, which can ensure the stability after installation. Start the electric telescopic rod 8, and the electric telescopic rod 8 drives the shell 7 to move up and down to adjust the use height of the buffer protection mechanism 1062. When a danger warning is detected ahead, the third motor 93 is automatically started. The third motor 93 drives the threaded rod 71 to rotate. The threaded rod 71 drives the threaded sleeve 72 to move towards the engine air inlet. The threaded sleeve 72 drives the bracket 2 to move towards the engine air inlet direction. Then start the first motor 91. The first motor 91 drives the connecting block 5 to flip. The connecting block 5 drives the side plate 3 and the elastic buffer net 4 to flip. At this time, the elastic buffer net 4 is placed in front of the engine of the aircraft. Finally, start the second motor 92. The second motor 92 drives the left and right threaded rod 61 to rotate. The left and right threaded rod 61 drives the two adjusting sleeves 62 to move towards the opposite sides. The adjusting sleeves 62 drive the side plate 3 to move towards the opposite sides. The side plate 3 moves to stretch and unfold the elastic buffer net 4. The engine of the aircraft is protected by the unfolded elastic buffer net 4. After the threat is contacted, the second motor 92, the first motor 91, and the third motor 93 are controlled in sequence to drive the elastic buffer net 4 to reset.

[0059] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the various technical features in the above embodiments are described. Only the preferred embodiments of the present invention are expressed. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the present invention. As long as there is no contradiction in the combination of these technical features, it should be considered as within the scope described in this specification.

[0060] It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. A self-repair system for key parts of an aircraft, characterized in that, Including: A joint control module (101), a monitoring module (102), an intelligent response control module (103), and an automatic repair module (104). The monitoring module (102), the intelligent response control module (103), and the automatic repair module (104) are all signal-connected to the joint control module (101). The monitoring module (102) is used to monitor the position and size of the damaged area of the aircraft and transmit signals to the joint control module (101). The intelligent response control module (103) is used to formulate a repair strategy based on the position and size of the damaged area and transmit signals to the joint control module (101). The automatic repair module (104) is used to repair or isolate the damaged area according to the repair strategy.

2. The self - repair system for key parts of an aircraft according to claim 1, characterized in that, The monitoring module (102) includes a strain sensor (1021), a micro piezoelectric sensor (1022), a built-in environment monitoring module (1023), and an infrared sensor (1024). The strain sensor (1021) and the micro piezoelectric sensor (1022) are arranged inside the aircraft body shell. The strain sensor (1021) is used to monitor the damaged area in real time and determine the damage degree of the damaged area. The micro piezoelectric sensor (1022) is used to capture the pressure distribution at the moment of impact and locate the damaged area. The built-in environment monitoring module (1023) includes a temperature sensor and a humidity sensor, and is used to evaluate potential risks such as hydraulic oil leakage and cable short circuit. The infrared sensor (1024) is used to capture the flight trajectories of birds around the aircraft.

3. The self-repair system for key parts of an aircraft according to claim 1, characterized in that, The automatic repair module (104) includes a nano material repair unit (1041) and a dynamic isolation layer deployment module (1042). The nano material repair unit (1041) is arranged in the key areas of the aircraft body. The dynamic isolation layer deployment module (1042) is composed of a high-strength airbag or a flexible isolation plate.

4. The self-repair system for key parts of an aircraft according to claim 3, characterized in that, It further includes a material supply module (105). The material supply module (105) includes a repair material storage sub-module (1051) and a supply control sub-module (1052). The joint control module (101) is signal-connected to the repair material storage sub-module (1051) through the supply control sub-module (1052). The repair material storage sub-module (1051) is used to store the repair materials for replenishing the nano material repair unit (1041).

5. The self-repair system for key parts of an aircraft as claimed in claim 1, wherein, It further includes a protection module (106). The protection module (106) is signal-connected to the joint control module (101). The protection module (106) includes a hatch driving module (1061) and a buffer protection mechanism (1062). The buffer protection mechanism (1062) is arranged at the air inlet of the aircraft engine. The hatch driving module (1061) is used to drive the buffer protection mechanism (1062) to deploy.

6. The self-repair system for key parts of an aircraft according to claim 5, characterized in that The buffer protection mechanism (1062) includes a bottom plate (1), a bracket (2), two side plates (3), and an elastic buffer net (4). The bottom plate (1) is disposed on the top of the engine. The bracket (2) is disposed on the bottom plate (1). The bracket (2) includes two bracket plates (21) arranged in parallel at intervals. The bracket plates (21) are arranged along the opening direction of the engine air inlet. A connecting block (5) is provided at one end of the bracket plate (21) close to the opening of the engine air inlet. The connecting block (5) is rotatably disposed between the two bracket plates (21). A protective shell (6) is fixedly connected to the side of the connecting block (5) away from the opening of the engine air inlet. A positive and negative thread screw (61) is disposed inside the protective shell (6). The positive and negative thread screw (61) is perpendicularly arranged with respect to the bracket plate (21). Adjusting sleeves (62) are respectively provided at both ends of the positive and negative thread screw (61). The side plates (3) are arranged in parallel with the bracket plates (21). The two side plates (3) are respectively fixedly connected to the two adjusting sleeves (62). The elastic buffer net (4) is disposed between the two side plates (3).

7. The self-repair system for key parts of an aircraft according to claim 6, characterized in that, A shell (7) is provided on the bottom plate (1). A threaded rod (71) and a threaded sleeve (72) are disposed inside the shell (7). The threaded rod (71) is arranged along the length direction of the bracket plate (21). The threaded sleeve (72) is sleeved on the threaded rod (71). The bracket (2) is fixedly disposed on the threaded sleeve (72).

8. The self - repair system for key parts of an aircraft according to claim 7, characterized in that, Vertical electric telescopic rods (8) are provided on both sides of the shell (7). The shell (7) is connected to the bottom plate (1) through the electric telescopic rods (8).

9. The self - repair system for key parts of an aircraft according to claim 1, characterized in that, It further includes a recording module (107). The recording module (107) is in signal connection with the joint control module (101). The recording module (107) is used to record the position of the damaged area and the repair log.

10. A self-repair system for key parts of an aircraft, as described in claim 1, characterized in that, It further includes a communication interaction module (108). The communication interaction module (108) is in signal connection with the joint control module (101). The communication interaction module (108) includes an internal communication sub-module (1081) of the aircraft and an external communication sub-module (1082). The internal communication sub-module (1081) of the aircraft is used to be in signal connection with other systems of the aircraft itself. The external communication sub-module (1082) is in signal connection with external institutions such as the ground command center.

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