Aircraft fuel distribution control method and system for aircraft manufacturing

Abstract

The invention relates to the technical field of aircraft manufacturing, in particular to an aircraft fuel distribution control method and system for aircraft manufacturing, and the method specifically comprises the steps: obtaining the temperature layering information of an aircraft source fuel tank, obtaining the cross-tank transfer plan data of an aircraft cross-tank transfer system, and carrying out the layering-target matching analysis; based on the aircraft source oil tank temperature layering information and the target oil tank heat state, undercooled fuel oil mistaken pumping risk analysis is conducted; performing pipeline blockage risk prediction based on the running state of the aircraft cross-tank transfer system, the transfer parameters and the matching condition of the target oil tank; performing cross-tank transfer anomaly prediction based on the supercooled fuel oil mis-pumping risk analysis result and the pipeline blockage risk prediction result; and dynamically adjusting an aircraft fuel transfer strategy based on a cross-box transfer anomaly prediction result. According to the method and the device, the problem of inaccurate fuel distribution control risk assessment caused by fuel temperature stratification in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft manufacturing, and is an aircraft fuel distribution control method and system for aircraft manufacturing. Background Art

[0002] During the operation of modern large civil aircraft, the fuel system needs to dynamically adjust the fuel distribution between fuel tanks to meet key requirements such as center of gravity control and anti-icing. Compared with the transfer of fuel from the fuel tank to the engine to obtain flight power, the cross-tank fuel transfer to counter non-steady airflow is a normal operation. However, the phenomenon of fuel temperature stratification leads to significant risks in this process. Since the aircraft skin is exposed to the low temperature environment at high altitude (usually below -40°C), the fuel at the bottom of the fuel tank is continuously cooled through the heat conduction of the skin, while the top of the fuel tank is significantly warmer due to the heat dissipation of electronic equipment and internal heat convection (the temperature difference can reach more than 30°C). Coupled with the low thermal conductivity of aviation fuel, a stable vertical temperature gradient is naturally formed. Due to the continuous action of the low skin temperature during the high-altitude cruise phase, "thermal stratification" is inevitable; due to the inevitable "thermal stratification" phenomenon, the following problems will occur: the risk of accidentally pumping supercooled fuel and the risk of dynamic blockage of pipelines. When pumping fuel from the bottom of the source fuel tank, the supercooled layer (close to the freezing point, such as -47°C) may be pumped into the transfer pipeline. If the target fuel tank is at a higher temperature (such as -20°C), the mixing of hot and cold fuel will generate a violent thermal shock: on the one hand, the supercooled fuel contacting the warm tank wall instantaneously may cause local icing; on the other hand, the viscosity of the cold fuel increases sharply (for example, the viscosity at -40°C increases by about 300% compared to 0°C), significantly reducing the fluidity. At the same time, when there are horizontal or low-inclination pipe sections in the transfer path, the highly viscous cold fuel is prone to stay and form wax deposits. When the target fuel tank has a small capacity (such as a trim fuel tank) and insufficient heat buffering capacity, the probability of pipeline blockage is further amplified. The existing control strategies mainly rely on preset transfer plans and static temperature monitoring, lacking a comprehensive risk assessment of the dynamic evolution of stratification (such as the change of the thermocline gradient), the real-time thermal state of the target fuel tank (temperature uniformity, heat capacity), and the pipeline operating conditions (gravity valve opening, inclination), resulting in the inability to avoid accidentally pumping supercooled fuel in a timely manner or predicting the blockage critical point, which may lead to system failures and even fuel supply interruptions. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to propose an aircraft fuel distribution control method and system for aircraft manufacturing to address the problem of inaccurate risk assessment of fuel distribution control caused by fuel temperature stratification in the prior art.

[0004] To achieve the above object, the technical solution of an aircraft fuel distribution control method for aircraft manufacturing according to the present invention includes the following steps: S1: Obtain the fuel temperature stratification information of the aircraft source fuel tank, and at the same time obtain the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform stratification-target matching analysis; S2: Analyze the risk of accidentally pumping supercooled fuel based on the temperature stratification information of the aircraft's source fuel tank and the thermal state of the target fuel tank; S3: Predict the risk of pipeline blockage based on the operating status of the aircraft's cross-tank transfer system, the matching of transfer parameters with the target fuel tank; S4: Predict cross-tank transfer anomalies based on the results of the analysis of the risk of accidentally pumping supercooled fuel and the prediction results of the risk of pipeline blockage; S5: Dynamically adjust the aircraft's fuel transfer strategy based on the results of cross-tank transfer anomaly prediction.

[0005] Specifically, S11: Obtain the depth-temperature gradient information of the aircraft's source fuel tank through a distributed optical fiber temperature measurement system, focus on monitoring the temperature of the top area of the aircraft's source fuel tank and the temperature of the skin in contact with the bottom area, and at the same time obtain the height of the fuel pumping port of the source fuel tank, the capacity and current oil temperature of the target fuel tank, the planned transfer volume, and the gravity transfer flow rate in the cross-tank transfer plan data of the aircraft's cross-tank transfer system; S12: Conduct stratification-target matching analysis based on the depth-temperature gradient information of the aircraft's source fuel tank and the thermal state parameters of the target fuel tank to obtain the cross-tank matching degree ; S13: Obtain the transfer plan nodes with a cross-tank matching degree greater than or equal to the set threshold, and calculate the cross-tank thermal shock risk value caused by thermal stratification for each node ; S14: Extract the cross-tank thermal shock risk values caused by thermal stratification for each node. When the cross-tank thermal shock risk value of a node is less than or equal to 1, mark the node as a normal node and execute the basic gravity transfer in the original plan; When the cross-tank thermal shock risk value of a node is greater than 1, mark the node as a high-risk cross-tank transfer node, dynamically freeze the original transfer plan, and continue to execute step S2 to modify the transfer plan.

[0006] Specifically, step S2 includes: S21: Obtain the temperature stratification information of the aircraft's source fuel tank, including: the height of the source fuel tank , the thickness of the supercooled layer at the bottom of the source fuel tank , the thermocline gradient , the length of the fuel transfer path from the source fuel tank to the target fuel tank ; S22: Analyze the risk of accidentally pumping supercooled fuel based on the temperature stratification information of the aircraft's source fuel tank and the thermal state of the target fuel tank to obtain the cross-tank accidental pumping risk value .

[0007] Specifically, S3 includes the following steps: S31: Obtain the operating status and transfer parameters of the aircraft's cross-tank transfer system, including: the opening of the gravity valve , the pipeline inclination 、The metal wall temperature of the target fuel tank ; S32: Import the parameters obtained in S31 into the cross-tank transfer dynamic risk assessment strategy to obtain the cross-tank transfer dynamic risk coefficient .

[0008] S33: Extract the cross-tank transfer dynamic risk coefficient calculated in S32 , combine it with the matching situation of the target fuel tank to predict the risk of pipeline blockage, and obtain the predicted blockage probability value of the target fuel tank state , specifically: ; Among them, is the capacity of the target fuel tank; is the capacity of the aircraft source fuel tank.

[0009] Specifically, S4 includes: Obtain the cross-tank mis-drawing risk value calculated in step S₂ and the predicted blockage probability value of the target fuel tank state output in step S3 , and perform weighted synthesis to obtain the cross-tank transfer anomaly index , specifically: .

[0010] Specifically, in S5, the dynamic adjustment of the aircraft fuel transfer strategy includes: When ≥2.0, send a target fuel tank skin heating instruction to the fuel management system; When 1.4 ≤ <2.0, activate the source fuel tank vortex breaker and lower the height of the fuel pumping port above the thermocline; At the same time, mark all operation records with the cross-tank transfer - stratified risk fault code, store them in the flight data recorder, and send a stratified breaking status report to the on-board maintenance system in real time.

[0011] In addition, an aircraft fuel distribution control system for aircraft manufacturing according to the present invention includes the following modules: A stratified monitoring module, a cross-tank analysis module, a blockage prediction module, a strategy arbitration module, and an execution decision module; The stratified monitoring module is used to obtain the temperature stratification information of the aircraft source fuel tank, and at the same time obtain the cross-tank transfer plan data of the aircraft cross-tank transfer system for stratified-target matching analysis; The cross-tank analysis module performs an analysis on the risk of mis-drawing supercooled fuel based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank; The clogging prediction module predicts the pipeline clogging risk based on the operating status of the aircraft cross-tank transfer system, the matching of transfer parameters with the target fuel tank; The strategy arbitration module predicts cross-tank transfer anomalies based on the results of the analysis of the risk of accidentally pumping supercooled fuel and the results of the pipeline clogging risk prediction; The execution decision-making module dynamically adjusts the aircraft fuel transfer strategy based on the results of the cross-tank transfer anomaly prediction.

[0012] A storage medium stores instructions. When a computer reads the instructions, the computer executes the described aircraft fuel distribution control method for aircraft manufacturing.

[0013] An electronic device includes a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, it implements the described aircraft fuel distribution control method for aircraft manufacturing.

[0014] Compared with the prior art, the present invention significantly improves the safety and reliability of aircraft fuel cross-tank transfer. The technical effects are as follows: 1. At the risk perception level, the present invention deeply integrates the dynamic characteristics of temperature stratification (thermocline gradient, thickness of the supercooled layer) with the operating parameters of the transfer system (pipeline inclination angle, gravity valve opening). A hierarchical-target matching degree model (S12) is constructed to quantify the thermal compatibility between the source fuel tank and the target fuel tank, and the accuracy of risk assessment is improved through two evaluation indicators, namely the accidental pumping risk value (S22) and the dynamic clogging probability (S33).

[0015] 2. At the fault prediction level, the present invention establishes a weighted synthesis mechanism (S4) for the cross-tank transfer anomaly index, incorporates the thermal buffering capacity of the target fuel tank into the clogging probability calculation, and reveals the exponential risk growth law when a small-capacity fuel tank receives a large flow of cold fuel. The hierarchical response strategy (S5) based on the anomaly index of the present invention realizes the leap from passive alarm to active intervention, reduces the pipeline clogging accident rate, and the accurate marking of fault codes (such as stratification risk codes) provides key diagnostic data for the maintenance system.

[0016] 3. At the energy efficiency optimization level, the present invention dynamically adjusts the strategy to avoid the energy waste caused by continuous heating in the prior art solutions. By precisely controlling the skin heating timing, the power consumption of the fuel system is reduced, the service life of key components is extended, and the collaborative management of aircraft center-of-gravity control and fuel consumption optimization is realized on the premise of ensuring fuel thermal safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings. Among them: Figure 1 It is a schematic flow chart of a method for controlling the fuel distribution of an aircraft for aircraft manufacturing according to the present invention; Figure 2 It is a schematic structural diagram of a fuel distribution control system for an aircraft for aircraft manufacturing according to the present invention. Specific embodiments

[0018] To make the above objects, features, and advantages of the present invention more apparent and understandable, the following will provide a detailed description of the specific embodiments of the present invention with reference to the accompanying drawings of the specification.

[0019] In the following description, many specific details are set forth to fully understand the present invention. However, the present invention can also be implemented in other ways different from those described herein. Those skilled in the art can make similar generalizations without departing from the connotation of the present invention. Therefore, the present invention is not limited by the specific embodiments disclosed below.

[0020] Secondly, the so-called "one embodiment" or "embodiment" herein refers to a specific feature, structure, or characteristic that can be included in at least one implementation manner of the present invention. The "in one embodiment" that appears in different places in this specification does not necessarily refer to the same embodiment, nor is it a separate or selectively exclusive embodiment from other embodiments.

[0021] Embodiment 1: As Figure 1 shown, a method for controlling the fuel distribution of an aircraft for aircraft manufacturing according to an embodiment of the present invention, as Figure 1 shown, includes the following specific steps: S1: Obtain the temperature stratification information of the aircraft source fuel tank, and at the same time obtain the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform stratification-target matching analysis; S11: Obtain the depth-temperature gradient information of the aircraft source fuel tank through a distributed optical fiber temperature measurement system, focus on monitoring the temperature of the top area of the aircraft source fuel tank and the temperature of the skin in contact with the bottom area, and at the same time obtain the height of the fuel extraction port of the source fuel tank, the capacity and current oil temperature of the target fuel tank, the planned transfer volume, and the gravity transfer flow rate in the cross-tank transfer plan data of the aircraft cross-tank transfer system; It should be noted that the temperature of the top area of the aircraft source fuel tank will be affected by the heat dissipation of electronic equipment; S12: Perform hierarchical-goal matching analysis based on the depth-temperature gradient information of the aircraft source fuel tank and the thermal state parameters of the target fuel tank to obtain the cross-tank matching degree. ; S121: Construct the state feature matrix of the aircraft source fuel tank. ; S122: Construct the state feature matrix of the target fuel tank. ; It should be noted that considering that the aircraft source fuel tank (fuel supply side) needs to focus on the fuel output stability (temperature gradient, viscosity change), while the target fuel tank (fuel receiving side) needs to focus on the thermal shock resistance (temperature fluctuation, heating rate), so in this embodiment, a specific acquisition strategy for the state feature matrix of the aircraft source fuel tank and the state feature matrix of the target fuel tank is as follows: Exemplarily, in this embodiment, the state feature matrix of the aircraft source fuel tank is: ; Among them, the first row of is the temperature distribution feature, is the temperature at the top of the aircraft source fuel tank, is the thermocline gradient, is the temperature at the bottom of the source fuel tank; the second row of is the temperature field differential feature, is the first derivative of the temperature at the bottom of the fuel tank, reflecting the temperature change rate of the bottom boundary layer; is the second derivative of the temperature in the vertical direction, reflecting the stability of the temperature stratification; is the total capacity of the source fuel tank, determining the total amount of transferable fuel; the third row of is the physical feature, is the effective thermal conductivity of the fuel, reflecting the ability of the fuel to conduct heat; is the volumetric heat capacity of the fuel, reflecting the thermal inertia of the fuel per unit volume; is the dynamic viscosity of the fuel at the temperature at the bottom of the source fuel tank (unit: Pa·s). Reflecting the fluidity of cold fuel.

[0022] Exemplarily, in this embodiment, the state feature matrix of the target fuel tank is: ; Among them, the first row of is the thermal state feature; is the average temperature of the target fuel tank, is the internal temperature fluctuation range of the target fuel tank, reflecting the temperature uniformity; is the heat capacity of the target fuel tank, reflecting the ability to absorb heat; The second row of... is the kinetic characteristics of temperature change; is the first derivative of the average temperature of the target fuel tank with respect to time, reflecting the current temperature rise / fall rate; is the second derivative of the average temperature of the target fuel tank, reflecting the acceleration of temperature change; is the remaining volume of the target fuel tank, determining the amount of fuel that can be received; The third row of... is the physical characteristics; is the effective thermal conductivity of the wall of the target fuel tank, reflecting the heat exchange efficiency between the tank wall and the fuel; is the volumetric heat capacity of the fuel in the target fuel tank; is the dynamic viscosity of the fuel at the average temperature of the target fuel tank, reflecting the fluidity after injection; S123: Perform singular value decomposition on the state characteristic matrix of the aircraft source fuel tank and the state characteristic matrix of the target fuel tank, and take the eigenvector corresponding to the largest singular value to obtain the representative eigenvector of the aircraft source fuel tank and the representative eigenvector of the target fuel tank ; S124: The cross-tank matching degree is based on the representative eigenvector of the aircraft source fuel tank and the representative eigenvector of the target fuel tank, and perform hierarchical-target matching analysis to obtain the cross-tank matching degree , specifically: .

[0023] S13: Obtain the transfer plan nodes with a cross-tank matching degree greater than or equal to the set threshold, and calculate the cross-tank thermal shock risk value caused by thermal stratification for each node ; In another embodiment, the calculation strategy for the thermal shock risk value of the i-th operation node when transferring from the source fuel tank to the d-th target fuel tank is: ; Among them, is the total capacity of the aircraft source fuel tank; is the remaining capacity of the target fuel tank; is the bottom temperature of the aircraft source fuel tank; is the average temperature of the target fuel tank; is the safety temperature difference threshold; is the gravity transfer height difference; is the safety height difference threshold; is the cross-tank matching degree between the aircraft source fuel tank and the target fuel tank; It should be noted that in this embodiment, the thermal shock risk value is used to quantify the thermal shock intensity of the transfer operation, and the thermal shock potential brought by the fuel tank temperature gradient is quantified through the temperature difference term; the pumping rate of cold fuel is quantified through the height difference term; S14: Extract the cross-tank thermal shock risk values caused by thermal stratification at each node. When the cross-tank thermal shock risk value of a node is less than or equal to 1, mark the node as a normal node and perform the basic gravity transfer in the original plan; When the cross-tank thermal shock risk value of a node is greater than 1, mark the node as a high-risk cross-tank transfer node, freeze the original transfer plan, and continue to execute step S2 to correct the transfer plan.

[0024] S2: Perform an analysis of the risk of accidentally pumping supercooled fuel based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank; S21: Obtain the temperature stratification information of the aircraft source fuel tank, including: the fuel tank height of the aircraft source fuel tank 、the thickness of the supercooled layer at the bottom of the aircraft source fuel tank 、the thermocline gradient 、the length of the fuel transfer path from the source fuel tank to the target fuel tank ; S22: Perform an analysis of the risk of accidentally pumping supercooled fuel based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank to obtain the cross-tank accidental pumping risk value .

[0025] In another embodiment, the calculation strategy of the cross-tank accidental pumping risk value is: ; wherein, is the freezing point temperature of the aircraft fuel; Exemplarily, it should be noted that in this embodiment, it should be noted that the cross-tank accidental pumping risk value The numerator term in is used to characterize the stratification hazard degree of the source fuel tank. The thicker the thickness of the supercooled layer at the bottom of the aircraft source fuel tank, the more cold fuel can be accidentally pumped. The larger the thermocline gradient , the more stable the stratification and the more difficult it is to mix the bottom oil; the exponential term is the amplification ratio factor of the fuel supercooling degree, where is the freezing point temperature of the aircraft fuel, and 5 is the unit amplification coefficient of the fuel supercooling degree, indicating that the fuel supercooling degree is amplified every 5 degrees Celsius; Exemplarily, it should be noted that in this embodiment, it should be noted that the cross-tank accidental pumping risk value The denominator term in is used to characterize the anti-shock ability of the target fuel tank, and the length The ratio to the fuel tank height of the aircraft source fuel tank characterizes the tortuosity of the fuel in the transfer path. When the fuel tank height is large (stratification is significant) and the transfer path is short, the fuel quickly passes through the supercooled layer, and the risk of misfueling is high. That is, the temperature margin of the target fuel tank (distance from the freezing point), and the smaller it is, the higher the risk.

[0026] It should also be noted that is used to quantify the thermal shock amplification effect when transferring from a large fuel tank to a small fuel tank.

[0027] S3: Predict the pipeline blockage risk based on the operating status of the aircraft cross-tank transfer system, the matching of transfer parameters and the target fuel tank; S31: Obtain the operating status and transfer parameters of the aircraft cross-tank transfer system, including: the opening degree of the gravity valve , the pipeline inclination angle , the metal wall temperature of the target fuel tank ; S32: Import the parameters obtained in S31 into the cross-tank transfer dynamic risk assessment strategy to obtain the cross-tank transfer dynamic risk coefficient .

[0028] In another embodiment, the calculation strategy of the cross-tank transfer dynamic risk coefficient is: ; It should be noted that the cross-tank transfer dynamic risk coefficient is used to quantify the real-time conditions of pipeline blockage. When the pipeline inclination angle is close to horizontal, the risk of fuel retention doubles; it should also be noted that the smaller the opening degree of the gravity valve, the lower the flow rate, the longer the fuel retention time, and the higher the risk; S33: Extract the cross-tank transfer dynamic risk coefficient calculated in S32, and combine it with the matching situation of the target fuel tank to predict the pipeline blockage risk, and obtain the predicted blockage probability value of the target fuel tank state , specifically: ; Among them, is the capacity of the target fuel tank; is the capacity of the aircraft source fuel tank.

[0029] It should be noted that for the exponential term , considering that the small fuel tank cannot buffer the cold oil shock, the exponential term characterizes that when the capacity of the target fuel tank is much smaller than the aircraft source fuel tank , the exponential term approaches 0, significantly increases the pipeline blockage risk of the small fuel tank receiving a large flow of cold oil; S4: Perform cross-tank transfer anomaly prediction based on the results of the analysis of the risk of accidentally pumping supercooled fuel and the prediction results of the pipeline blockage risk; Obtain the cross-tank accidental pumping risk value calculated in step S2 And the predicted blockage probability value of the target fuel tank state output in step S3 , and perform weighted synthesis to obtain the cross-tank transfer anomaly index , specifically: .

[0030] S5: Dynamically adjust the aircraft fuel transfer strategy based on the cross-tank transfer anomaly prediction results.

[0031] Dynamically adjusting the aircraft fuel transfer strategy includes: When ≥2.0, send a target fuel tank skin heating command to the fuel management system; When 1.4 ≤ <2.0, activate the source fuel tank vortex breaker and lower the height of the fuel pumping port above the thermocline; At the same time, mark all operation records with the cross-tank transfer - stratified risk fault code, store them in the flight data recorder, and send a stratified breaking status report to the on-board maintenance system in real time.

[0032] Embodiment 2: As Figure 2 shown, an aircraft fuel distribution control system for aircraft manufacturing according to an embodiment of the present invention, as Figure 2 shown, includes the following modules: A stratification monitoring module, a cross-tank analysis module, a blockage prediction module, a strategy arbitration module, and an execution decision module; The stratification monitoring module is used to obtain the aircraft source fuel tank temperature stratification information, and at the same time obtain the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform stratification - target matching analysis; The cross-tank analysis module performs an analysis of the risk of accidentally pumping supercooled fuel based on the aircraft source fuel tank temperature stratification information and the thermal state of the target fuel tank; The blockage prediction module predicts the pipeline blockage risk based on the operating state of the aircraft cross-tank transfer system, the transfer parameters, and the matching situation of the target fuel tank; The strategy arbitration module performs cross-tank transfer anomaly prediction based on the results of the analysis of the risk of accidentally pumping supercooled fuel and the prediction results of the pipeline blockage risk; The execution decision module dynamically adjusts the aircraft fuel transfer strategy based on the cross-tank transfer anomaly prediction results.

[0033] Embodiment 3: This embodiment provides an electronic device, including: a processor and a memory, wherein a computer program that can be called by the processor is stored in the memory; The processor executes the above-mentioned method for controlling aircraft fuel distribution in aircraft manufacturing by calling the computer program stored in the memory.

[0034] This electronic device may have relatively large differences due to different configurations or performances, and can include one or more processors (Central Processing Units, CPU) and one or more memories. Among them, at least one computer program is stored in the memory, and this computer program is loaded and executed by the processor to implement the method for controlling aircraft fuel distribution in aircraft manufacturing provided by the above method embodiment. This electronic device can also include other components for implementing the functions of the device. For example, this electronic device can also have components such as wired or wireless network interfaces and input / output interfaces for data input and output. This embodiment will not be elaborated here.

[0035] Embodiment 4: This embodiment provides a computer-readable storage medium, on which a rewritable computer program is stored; When the computer program runs on a computer device, the computer device is caused to execute the above-mentioned method for controlling aircraft fuel distribution in aircraft manufacturing.

[0036] For example, the computer-readable storage medium can be a read-only memory (Read-Only Memory, abbreviated as: ROM), a random access memory (Random Access Memory, abbreviated as: RAM), a compact disc read-only memory (Compact Disc Read-Only Memory, abbreviated as: CD-ROM), magnetic tape, floppy disk, and optical data storage devices, etc.

[0037] It should be understood that in various embodiments of the present application, the magnitudes of the serial numbers of the above processes do not mean the order of execution. The order of execution of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0038] It should be understood that determining B according to A does not mean determining B only according to A, and B can also be determined according to A and / or other information.

[0039] The above embodiments can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, the processes or functions according to the embodiments of the present invention are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired network or / and a wireless network. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or a data center that includes one or more collections of available media. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a DVD), or a semiconductor medium. The semiconductor medium can be a solid-state drive.

[0040] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed in the present invention can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0041] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein.

[0042] In several embodiments provided by the present invention, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of units is only one way, and there can be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings, direct couplings, or communication connections to each other can be through some interfaces, and the indirect couplings or communication connections of devices or units can be in an electrical, mechanical, or other form.

[0043] The unit described as a separation component may or may not be physically separated. The component displayed as a unit may or may not be a physical unit, that is, it may be located in one place or may be distributed across multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0044] In addition, each functional unit in various embodiments of the present invention may be integrated in a processing unit, may exist physically separately for each unit, or two or more units may be integrated in one unit.

[0045] In the description of this specification, the description with reference to terms such as "one embodiment", "example", "specific example", etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0046] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. What is described in the above embodiments and the specification only illustrates the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements fall within the scope of the present invention claimed. The scope of protection claimed by the present invention is defined by the appended claims and their equivalents.

Claims

1. An aircraft fuel distribution control method for aircraft manufacturing, characterized in that, The method includes: S1: Obtain the temperature stratification information of the aircraft's source fuel tank, and at the same time obtain the cross-tank transfer plan data of the aircraft's cross-tank transfer system, and conduct stratification-target matching analysis; S2: Conduct risk analysis of accidentally pumping supercooled fuel based on the temperature stratification information of the aircraft's source fuel tank and the thermal state of the target fuel tank; S3: Predict the risk of pipeline blockage based on the operating state of the aircraft's cross-tank transfer system, the matching of transfer parameters with the target fuel tank; S4: Predict cross-tank transfer anomalies based on the results of the risk analysis of accidentally pumping supercooled fuel and the prediction results of pipeline blockage risk; S5: Dynamically adjust the aircraft fuel transfer strategy based on the results of cross-tank transfer anomaly prediction.

2. The aircraft fuel distribution control method for aircraft manufacturing according to claim 1, wherein Step S1 includes: S11: Obtain the depth-temperature gradient information of the aircraft's source fuel tank through a distributed optical fiber temperature measurement system, focus on monitoring the temperature of the top area and the temperature of the skin in contact with the bottom area of the aircraft's source fuel tank, and at the same time obtain the height of the fuel extraction port of the source fuel tank, the capacity and current oil temperature of the target fuel tank, the planned transfer volume and the gravity transfer flow rate in the cross-tank transfer plan data of the aircraft's cross-tank transfer system; S12: Perform hierarchical-target matching analysis based on the depth-temperature gradient information of the aircraft source fuel tank and the thermal state parameters of the target fuel tank to obtain the cross-tank matching degree ; S13: Obtain transfer plan nodes with a cross-container matching degree greater than or equal to the set threshold, and calculate the cross-container thermal shock risk value caused by thermal stratification for each node ; S14: Extract the cross-tank thermal shock risk values caused by thermal stratification at each node. When the cross-tank thermal shock risk value of a node is less than or equal to 1, mark the node as a normal node and execute the basic gravity transfer in the original plan; When the cross-tank thermal shock risk value of a node is greater than 1, mark the node as a high-risk cross-tank transfer node, dynamically freeze the original transfer plan, and continue to execute step S2 to correct the transfer plan.

3. A method for controlling aircraft fuel distribution for aircraft manufacturing according to claim 2, wherein, Step S2 includes: S21: Obtain the temperature stratification information of the aircraft source fuel tank, including: the fuel tank height of the aircraft source fuel tank , the thickness of the subcooled layer at the bottom of the aircraft source fuel tank , the thermocline gradient , the length of the fuel transfer path from the source fuel tank to the target fuel tank ; S22: Based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank, conduct an analysis of the risk of accidentally pumping supercooled fuel to obtain the cross-tank accidental pumping risk value .

4. A method for controlling aircraft fuel distribution for aircraft manufacturing according to claim 3, characterized in that S3 includes the following steps: S31: Obtain the operating status and transfer parameters of the aircraft cross-tank transfer system, including: gravity valve opening , pipeline inclination , metal wall temperature of the target fuel tank ; S32: Import the parameters obtained in S31 into the dynamic risk assessment strategy for cross-container transfer to obtain the dynamic risk coefficient for cross-container transfer ; S33: Extract the cross-tank transfer dynamic risk coefficient calculated in S32 , combine it with the matching situation of the target fuel tank to predict the risk of pipeline blockage, and obtain the predicted blockage probability value of the target fuel tank state , specifically as follows: ； Among them, is the target fuel tank capacity; is the fuel tank capacity of the aircraft's source fuel tank.

5. A method for controlling the fuel distribution of an aircraft used in aircraft manufacturing according to claim 4, characterized in that S4 Includes: Obtain the cross-tank misdrawing risk value calculated in step S2 and the predicted blockage probability value of the target fuel tank state output in step S3 , and perform weighted synthesis to obtain the cross-tank transfer anomaly index , specifically: 。 6. The aircraft fuel distribution control method for aircraft manufacturing according to claim 5, characterized in that, In S5, dynamically adjusting the aircraft fuel transfer strategy includes: When ≥ 2.0, send a target fuel tank skin heating command to the fuel management system; When 1.4 ≤ <2.0, activate the vortex breaker of the source fuel tank and lower the height of the pumping port above the thermocline; [[ID=I4]]At the same time, mark all operation records with cross-tank transfer-stratification risk fault codes, store them in the flight data recorder, and send a stratification-breaking status report to the on-board maintenance system in real time.

7. A method for controlling aircraft fuel distribution for aircraft manufacturing according to claim 2, characterized in that, Step S12 includes: S121: Construct the state feature matrix of the aircraft source fuel tank ; S122: Construct the state feature matrix of the target fuel tank ; S123: Perform singular value decomposition on the state feature matrix of the aircraft source fuel tank and the state feature matrix of the target fuel tank, and take the eigenvector corresponding to the largest singular value to obtain the representative eigenvector of the aircraft source fuel tank and the representative eigenvector of the target fuel tank ; S124: The cross-tank matching degree is based on the representative feature vectors of the source fuel tank of the aircraft and the representative feature vectors of the target fuel tank , and hierarchical-goal matching analysis is performed to obtain the cross-tank matching degree , specifically: 。 8. An aircraft fuel distribution control system for aircraft manufacturing, which is used to implement an aircraft fuel distribution control method for aircraft manufacturing as described in any one of claims 1-7, characterized in that, The system includes the following modules: Stratification monitoring module, cross-tank analysis module, blockage prediction module, strategy arbitration module and execution decision module; The stratification monitoring module is used to obtain the temperature stratification information of the aircraft's source fuel tank, and at the same time obtain the cross-tank transfer plan data of the aircraft's cross-tank transfer system, and conduct stratification-target matching analysis; The cross-tank analysis module conducts risk analysis of accidentally pumping supercooled fuel based on the temperature stratification information of the aircraft's source fuel tank and the thermal state of the target fuel tank; The blockage prediction module predicts the risk of pipeline blockage based on the operating state of the aircraft's cross-tank transfer system, the matching of transfer parameters with the target fuel tank; The strategy arbitration module predicts cross-tank transfer anomalies based on the results of the risk analysis of accidentally pumping supercooled fuel and the prediction results of pipeline blockage risk; The execution decision module dynamically adjusts the aircraft fuel transfer strategy based on the results of cross-tank transfer anomaly prediction.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements an aircraft fuel distribution control method and system for aircraft manufacturing as described in any one of claims 1-7.

10. An electronic device, characterized in that, Includes: A memory for storing instructions; A processor for executing the instructions, so that the device executes the operations of implementing an aircraft fuel distribution control method and system for aircraft manufacturing as described in any one of claims 1-7.

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