Aircraft control surface oscillation alarm method and aircraft control surface oscillation alarm system based on airframe response

Abstract

The invention relates to an aircraft control surface oscillation alarm method and system based on airframe response, which have enough monitoring capability and can make corresponding identification and alarm in different oscillation fault scenes. The airplane control surface oscillation alarm method comprises the following steps: a database construction step: acquiring airplane body response data after various control surface oscillation faults occur, and constructing a database of a relationship between control surface oscillation and airplane body response; a data acquisition step: arranging an acceleration sensor and / or a strain sensor at a specific position of the airplane so as to acquire actual response data of an airplane body in the operation process of the airplane; a fault identification step: comparing the actual response data of the aircraft body with the response data of the aircraft body in the database, and identifying the oscillation fault of the control surface and the oscillation information of the control surface; and an alarm judgment step: judging whether the control plane oscillation alarm information is provided or not based on the control plane oscillation information and the allowable oscillation angle limit value.

Description

Technical Field

[0001] The present application relates to an aircraft control surface oscillation warning method and an aircraft control surface oscillation warning system based on body response, and more particularly to an aircraft control surface oscillation warning method and an aircraft control surface vibration warning system that can be used for monitoring and warning after a non-command oscillation fault occurs in an aircraft control surface. Background Art

[0002] Modern large civil aircraft generally adopt fly-by-wire systems to improve flight quality and reduce the burden on pilots. However, if a fly-by-wire flight control system fails, such as sensor failure, circuit failure, etc., it may cause non-command oscillation of the aircraft's control surfaces. The oscillation fault of the aircraft control surfaces may have a non-negligible impact on the structural strength and structural life of the whole aircraft. There are the following relevant clauses in the airworthiness regulation CS.25.

[0003] 25.305(f)

[0004] Except in cases proven to be extremely unlikely, an aircraft must be designed to withstand the structural forced vibrations caused by any fault, failure or adverse condition of the flight control system. The loads shall be handled in accordance with Article 25.302. 25.302

[0006] System-structure interaction: For an aircraft equipped with a system that affects structural safety, whether directly or as a result of a fault or malfunction, the system's effects and fault conditions must be considered when demonstrating compliance with Chapters C and D. Appendix K must be used to evaluate the system's impact on the structure.

[0007] In order to reduce the risk brought by the control surface oscillation fault to aircraft operation, it is necessary to monitor whether the control surface oscillates and the oscillation conditions. Limited by the monitoring capabilities of the systems provided by current suppliers, some oscillation faults that may constitute structural strength design scenarios cannot be monitored in time, and further strength checks must be carried out. If the monitoring capabilities of aircraft control surface oscillation faults can be improved, it will have a positive significance for improving aircraft safety and reducing structural strength design requirements.

[0008] In the prior art, for the monitoring problem of control surface oscillation, there are the following relevant patents.

[0009] In Chinese Patent Application for Invention CN202210092099.7, a method and device for controlling rudder surface fault alarm of an unmanned aerial vehicle based on machine learning are disclosed. Among them, the device includes a parameter acquisition module, a preprocessing module, a model construction module, and a fault diagnosis and alarm module. The specific implementation process includes the following steps: acquiring a flight parameter data set, preprocessing the flight parameter data set to obtain a prior data set of the control rudder surface; dividing the prior data set of the control rudder surface into a training set and a test set according to a preset ratio; using machine learning methods to learn the training set to obtain a trained control rudder surface fault diagnosis model; testing the diagnostic accuracy of the model through the test set and gradually iterating the model algorithm; acquiring a flight parameter data set to be diagnosed, inputting the flight parameter data set to be diagnosed into the trained control rudder surface fault diagnosis model for fault diagnosis to obtain an analysis result, and performing a control rudder surface oscillation alarm when the analysis result meets a preset condition.

[0010] In Chinese Patent Application for Invention CN202211714064.9, an oscillation monitoring method for monitoring the control rudder surface of an aircraft is disclosed. The implementation process of this method mainly includes the following steps: Identifying the oscillation frequency of the servo electro-hydraulic valve of the controlled object; selecting an actuator model monitoring threshold and monitoring time according to the oscillation frequency; and monitoring the control rudder surface according to the monitoring threshold and time.

[0011] In Chinese Patent Application for Invention CN202311619867.0, a method and device for monitoring the force dispute oscillation of the control rudder surface for an aircraft are disclosed. The implementation of this method mainly includes the following steps: determining the difference between the control command of the control rudder surface and the actual actuator displacement; if the difference exceeds a first threshold, determining that the control rudder surface enters an oscillation period and continuously monitoring the oscillation amplitude of the difference in this oscillation period; accumulating the fatigue damage amount corresponding to the oscillation amplitude of each oscillation period; and when the accumulated fatigue damage amount exceeds a second threshold, it can be determined that the force dispute of the control rudder surface exceeds the limit, and it is indicated that there is a force dispute oscillation fault of the control rudder surface.

[0012] However, the above existing control rudder surface oscillation monitoring methods have the following problems.

[0013] The first is the insufficient monitoring ability. For the oscillation problem of the aircraft control rudder surface, the higher the monitoring ability, the better, but the actual monitoring ability is difficult to fully meet the design requirements.

[0014] The second is the lack of a control rudder surface oscillation monitoring method based on the airframe response. The existing control rudder surface oscillation monitoring methods all monitor the flight control system and actuators, lacking a monitoring method based on the airframe response.

[0015] The third is that the existing control rudder surface oscillation monitoring technology does not identify dangerous oscillation fault scenarios.

[0016] Therefore, there is an urgent need for an aircraft control surface oscillation warning method and an aircraft control surface vibration warning system whose monitoring capabilities can meet the design requirements (or have sufficient monitoring capabilities), which can monitor based on the aircraft body response and can identify different oscillation fault scenarios. Summary of the Invention

[0017] This application is made to solve the problems of the prior art, and its purpose is to provide an aircraft control surface oscillation warning method based on the aircraft body response, which has sufficient monitoring capabilities and can make corresponding identifications and warnings under different oscillation fault scenarios.

[0018] In addition, another purpose of this application is to provide an aircraft control surface vibration warning system that can execute the aforementioned aircraft control surface vibration warning method.

[0019] To achieve the above purpose, this application provides an aircraft control surface oscillation warning method based on the aircraft body response, which is characterized in that the aircraft control surface oscillation warning method includes: a database construction step, in which body response data after various control surface oscillation faults occur is obtained, and a database of the relationship between control surface oscillation and aircraft body response is constructed; a data acquisition step, in which acceleration sensors and / or strain sensors are arranged at specific positions on the aircraft to collect actual body response data of the aircraft during operation; a fault identification step, in which the actual body response data is compared with the body response data in the database to identify control surface oscillation faults and control surface oscillation information; and an alarm judgment step, in which based on the control surface oscillation information and the allowable oscillation angle limit value, it is judged whether to issue a control surface oscillation warning information.

[0020] To achieve another purpose of this application, this application provides an aircraft control surface oscillation warning system, including: a database that stores the relationship between control surface oscillation and aircraft body response constructed from body response data after various control surface oscillation faults obtained through experiments, flight tests, and simulation analyses; a data acquisition module that is arranged at specific positions on the aircraft to collect actual body response data of the aircraft during operation; a fault identification module that compares the actual body response data with the body response data in the database to identify control surface oscillation faults and control surface oscillation information; and an alarm judgment module that, based on the control surface oscillation information and the allowable oscillation angle limit value, judges whether to issue a control surface oscillation warning information.

[0021] As described above, by arranging acceleration sensors and / or strain sensors on the aircraft to collect the body response of the aircraft, the collection of the body response data in the control surface oscillation fault scenario can be achieved.

[0022] In addition, through simulation analysis, tests, and flight tests, the body response information after the occurrence of the control surface oscillation fault is collected, and the scenarios of the analysis and tests cover typical control surface oscillation fault scenarios that may occur during aircraft operation, so as to establish a database between the control surface oscillation and the aircraft body response. Thus, by constructing this database and integrating it into the flight control computer of the aircraft, it can provide a comparison and judgment basis for the oscillation fault judgment and warning during aircraft operation.

[0023] Furthermore, by comparing the actual body response data of the aircraft with the body response data stored in the database, the identification and warning of the control surface oscillation fault can be realized. In particular, during the operation of the aircraft, the actual body response information of the aircraft is collected through the arranged sensors, and combined with the state information of the aircraft, it is compared with the relevant data in the database between the control surface oscillation and the aircraft body response in the flight control computer, so as to identify whether the aircraft has a control surface oscillation fault and control surface oscillation information such as the oscillating control surface, the amplitude of oscillation, and the frequency of oscillation. Subsequently, by comparing with the dangerous control surface oscillation scenario information, a judgment on whether to issue a warning message is made.

[0024] Therefore, through the technical solution of this application, the identification and warning of the control surface oscillation fault can be achieved. Moreover, since the acceleration and strain responses of the aircraft in the control surface oscillation fault scenario are usually more obvious, compared with the prior art, the technical solution of this application can greatly improve the accuracy of oscillation fault identification. In addition, the technical solution of this application can also identify and warn against dangerous oscillation fault scenarios based on the control surface oscillation information and the allowable oscillation angle limit value.

[0025] As an example of this application, in the database construction step, the database also includes the control surface position, the amplitude and frequency information of oscillation when oscillation occurs.

[0026] As another example of this application, in the data collection step, the acceleration sensor is arranged at the position where the acceleration response is obvious after the occurrence of the control surface oscillation fault, and / or the strain sensor is arranged at the position where the strain response is obvious after the occurrence of the control surface oscillation fault.

[0027] In addition, as another example of the present application, in the fault identification step, identifying the control surface oscillation information includes identifying the response amplitude, frequency, and phase of the control surface oscillation. Because in different control surface oscillation fault scenarios, there will be a relatively significant amplitude ratio relationship between various sensors and a stable phase difference exists. Therefore, through the identification of the phase difference, the control surface oscillation fault can be more accurately identified. Preferably, the fault identification step further includes: setting a similarity judgment model and setting a discrimination threshold; and inputting the actual response data of the aircraft body and using the similarity judgment model to perform a similarity judgment on it and the aircraft body response data stored in the database. If the output value of the similarity judgment model, that is, the similarity, is greater than or equal to the discrimination threshold, it can be determined that the corresponding control surface oscillation fault is occurring at this time.

[0028] In addition, as another example of the present application, in the database construction step, the database further includes information on dangerous control surface oscillation scenarios. In the alarm determination step, the corresponding amplitude and frequency of the control surface oscillation in the control surface oscillation information are compared with the information on dangerous control surface oscillation scenarios. If the identified oscillation scenario is a dangerous control surface oscillation scenario that poses a threat to the aircraft's control, structural safety, and fatigue life, an alarm message is issued. At this time, preferably, using the allowable oscillation angle limit value, the counting of the abnormal oscillation cycle times determined by the number of times the collected oscillation angle exceeds the allowable oscillation angle limit value is started, and an alarm message is issued after reaching the set threshold. Thereby, it is possible to reduce the misjudgment of an accidental single abnormal control surface oscillation as a dangerous control surface oscillation scenario, improving the reliability of identification. Specifically, as a judgment method, it is listed that in the alarm determination step, first, it is judged whether the oscillation angle collected this time exceeds the allowable oscillation angle limit value. When it is judged that the oscillation angle did not exceed the oscillation angle limit value in the previous judgment but exceeds the oscillation angle limit value in this judgment, the count of the abnormal oscillation cycle times is incremented by 1. Then, it is judged whether the oscillation angle collected next time still exceeds the allowable oscillation angle limit value. If it still exceeds the allowable oscillation angle limit value, the count is not incremented but continues to judge whether the oscillation angle collected in the next time still exceeds the allowable oscillation angle limit value until the oscillation angle collected in a certain time is less than the allowable oscillation angle limit value and the oscillation angle collected subsequently exceeds the allowable oscillation angle limit value again, at which time the count of the abnormal oscillation cycle times is incremented by 1 again. When the abnormal oscillation cycle times exceed the threshold, an alarm message is immediately issued. As another judgment method, it is listed that in the alarm determination step, when it is judged that the oscillation angle collected this time exceeds the allowable oscillation angle limit value, the count of the abnormal oscillation cumulative times is incremented by 1. Then, it is judged whether the oscillation angle collected next time still exceeds the allowable oscillation angle limit value. If it still exceeds the allowable oscillation angle limit value, the count of the abnormal oscillation cumulative times is incremented by 1 again. When the abnormal oscillation cumulative times exceed the threshold, an alarm message is immediately issued. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is an alarm flowchart for explaining the aircraft control surface oscillation alarm method based on the airframe response of the present application.

[0030] Figure 2 is shown in the execution Figure 1 Schematic diagram of the installation position of the sensor based on the airframe response (hereinafter referred to as "airframe response sensor") in the aircraft control surface oscillation alarm system for implementing the aircraft control surface oscillation alarm method based on the airframe response shown.

[0031] Figure 3 It is a schematic diagram showing the warning process in the aircraft control surface oscillation warning method based on the aircraft body response of the present application.

[0032] Figure 4 It is a block diagram schematically showing the structure of the aircraft control surface oscillation warning system of the present application. (Symbol Explanation)

[0033] 100 Aircraft control surface oscillation warning system; 110 Data acquisition module; 120 Fault identification module; 130 Warning judgment module; DB Database; ROF Rudder surface oscillation fault; BRD_ROF Aircraft body response data; RO Rudder surface oscillation; BR Aircraft body response; BRD_real Actual aircraft body response data; S1 Acceleration sensor; S2 Strain sensor; a1 Discrimination threshold; a2 Threshold. Detailed Implementation Manner

[0034] Next, with reference to Figure 1 、 Figure 3 、 Figure 4 and appropriately combined with Figure 2 the aircraft control surface oscillation warning method based on the aircraft body response and the aircraft control surface oscillation warning system 100 of the present application will be described.

[0035] The aircraft control surface oscillation warning method based on the aircraft body response of the present application is a method executed by the aircraft control surface oscillation warning system of the present application. In addition, in the following description, the control surface (Control Surface) that oscillates is described by taking the rudder surface (Rudder) as an example, but in the present application, the control surface that oscillates is not limited to the rudder surface, and may also be an aileron, an elevator, a spoiler and other control surfaces.

[0036] Such as Figure 1As shown in the figure, it includes: a database construction step S110. In this database construction step S110, through tests, flight tests, and simulation analyses, body response data (Body Response Data) after various control surface oscillation failures (for example, rudder surface oscillation failure ROF (ROF1, ROF2,...): Rudder Oscillation Failure) occur are obtained. BRD_ROF (BRD_ROF1, BRD_ROF2,...), a database DB for constructing the relationship between control surface oscillation (for example, rudder surface oscillation RO: Rudder Oscillation) and the body response (Body Response) BR of the aircraft; a data acquisition step S120. In this data acquisition step S120, an acceleration sensor S1 and / or a strain sensor S2 are arranged at specific positions on the aircraft to collect the actual body response data BRD_real of the aircraft during operation; a fault identification step S130. In this fault identification step S130, the actual body response data BRD_real is compared with the body response data BRD_ROF (BRD_ROF1, BRD_ROF2,...) in the database DB of the relationship between the control surface oscillation RO and the body response BR of the aircraft, and the control surface oscillation fault and information such as the position, frequency, and amplitude of the control surface oscillation (hereinafter referred to as "control surface oscillation information") are identified; and an alarm judgment step S140. In this alarm judgment step S140, based on the control surface oscillation information and the allowable oscillation angle limit value, it is judged whether to issue a control surface oscillation alarm message.

[0037] In the database construction step S110, the database DB not only contains the relationship data between the control surface oscillation (for example, surface oscillation RO) and the body response BR of the aircraft, but also contains dangerous control surface oscillation scenario information. In addition, the database DB further includes the control surface position at the time of oscillation, the amplitude and frequency information of the oscillation.

[0038] In the data acquisition step S120, the arrangement positions of the acceleration sensor S1 and / or the strain sensor S2 are as Figure 2As shown. Preferably, the acceleration sensor S1 is arranged at a position where the acceleration response is relatively obvious after the occurrence of the control rudder surface oscillation failure (rudder surface oscillation failure ROF), including but not limited to the tips of the wings, horizontal tails, vertical tails, etc. In addition, preferably, the strain sensor S2 is arranged at a position where the strain response is relatively obvious after the occurrence of the control rudder surface oscillation failure (rudder surface oscillation failure ROF), including but not limited to the middle of the wings, the roots of the horizontal tails, the roots of the vertical tails, etc. In addition, the sensors of various types and the above-mentioned various positions can be arranged separately or in combination. For example, only the acceleration sensor S1 or only the strain sensor S2 is arranged on the aircraft, or different types of sensors are selectively arranged at different positions of the aircraft according to needs.

[0039] In the fault identification step 130, for the comparison between the actual body response data BRD_real of the aircraft and the body response data BRD_ROF (BRD_ROF1, BRD_ROF2,...) in the database DB, it is necessary to compare not only the response amplitudes and frequencies collected by each sensor, but also the phases, etc. Because in different control rudder surface oscillation failure scenarios, there will be a relatively significant amplitude ratio relationship between each sensor, and there is a stable phase difference. At this time, preferably, a similarity judgment model is set, and a discrimination threshold a1 is set. The actual body response data BRD_real is input, and the similarity judgment model is used to judge the similarity between it and the data stored in the database. If the output value of the similarity judgment model, that is, the similarity, is greater than or equal to the aforementioned preset discrimination threshold a1, it can be determined that the corresponding control rudder surface oscillation failure (rudder surface oscillation failure ROF) is occurring at this time.

[0040] In the alarm judgment step 140, the amplitude and frequency of the control rudder surface oscillation are compared with the information of the dangerous control rudder surface oscillation scenario. If the identified oscillation scenario is a normal oscillation that does not pose a threat to the structural safety and fatigue life of the aircraft, no control rudder surface oscillation alarm is issued. On the contrary, if the identified oscillation scenario is a dangerous control rudder surface oscillation scenario that poses a threat to the structural safety and fatigue life of the aircraft, then as Figure 3 shown, using the allowable oscillation angle limit value, start counting the abnormal oscillation cycle times determined by the number of times the collected oscillation angle exceeds the allowable oscillation angle limit value, and issue an alarm message after reaching the set threshold a2.

[0041] More specifically, as a judgment method, first, it is judged whether the oscillation angle collected this time exceeds the limit value of the allowable oscillation angle. When it is judged that the oscillation angle does not exceed the limit value in the previous judgment but exceeds the limit value in this judgment, the count of the abnormal oscillation cycle times is incremented by 1. Then, it is judged whether the oscillation angle collected next time still exceeds the limit value of the allowable oscillation angle. If it still exceeds the limit value of the allowable oscillation angle, the count is not incremented, but instead, it is continuously judged whether the oscillation angle collected in the next time still exceeds the limit value of the allowable oscillation angle until the oscillation angle collected in a certain time is less than the limit value of the allowable oscillation angle and the oscillation angle collected subsequently exceeds the limit value of the allowable oscillation angle again, at which time the count of the abnormal oscillation cycle times is incremented by 1 again. When the number of abnormal oscillation cycles exceeds the threshold a2, it is judged that the continuous oscillation at this time may pose a threat to the structural safety and fatigue life of the aircraft, and an alarm message should be immediately issued. In addition, the judgment method is not limited to this. As another judgment method, in the alarm judgment step, when it is judged that the oscillation angle collected this time exceeds the limit value of the allowable oscillation angle, the count of the cumulative number of abnormal oscillations is incremented by 1. Then, it is judged whether the oscillation angle collected next time still exceeds the limit value of the allowable oscillation angle. If it still exceeds the limit value of the allowable oscillation angle, the count of the cumulative number of abnormal oscillations is incremented by 1 again. When the cumulative number of abnormal oscillations exceeds the threshold, an alarm message is immediately issued.

[0042] As Figure 4 shown, the aircraft control surface oscillation alarm system 100 of the present invention includes: A database DB that stores the relationship between the control surface oscillation (such as rudder surface oscillation RO: Rudder Oscillation) and the aircraft body response BR constructed from the body response data BRD_ROF (BRD_ROF1, BRD_ROF2,...) after various control surface oscillation faults (such as rudder surface oscillation fault ROF (ROF1, ROF2,...): Rudder Oscillation Failure) obtained through tests, flight tests, and simulation analyses; a data acquisition module 110 arranged at a specific position of the aircraft to acquire the actual body response data BRD_real of the aircraft during operation; a fault identification module 120 that compares the actual body response data BRD_real and the body response data BRD_ROF (BRD_ROF1, BRD_ROF2,...) in the database DB to identify the control surface oscillation fault and the control surface oscillation information; and an alarm judgment module 130 that judges whether to issue a control surface oscillation alarm message based on the control surface oscillation information and the limit value of the allowable oscillation angle.

[0043] Although the embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present application. The scope of the present application is defined by the appended claims and their equivalents.

Claims

1. An aircraft control surface oscillation warning method based on body response, characterized in that, The aircraft control surface oscillation warning method includes: A database construction step, in which body response data after various control surface oscillation failures occur is obtained, and a database of the relationship between control surface oscillation and aircraft body response is constructed; A data acquisition step, in which acceleration sensors and / or strain sensors are arranged at specific positions of the aircraft to collect actual body response data of the aircraft during operation; A fault identification step, in which the actual body response data is compared with the body response data in the database to identify control surface oscillation faults and control surface oscillation information; and An alarm judgment step, in which based on the control surface oscillation information and the allowable oscillation angle limit value, it is judged whether to issue a control surface oscillation alarm message.

2. The aircraft control surface oscillation warning method based on body response according to claim 1, characterized in that In the database construction step, the database further includes the control surface position during oscillation, the amplitude and frequency information of the oscillation.

3. The aircraft control surface oscillation warning method based on body response according to claim 1, characterized in that In the data acquisition step, The acceleration sensor is arranged at a position where the acceleration response is obvious after the control surface oscillation failure occurs, and / or The strain sensor is arranged at a position where the strain response is obvious after the control surface oscillation failure occurs.

4. The aircraft control surface oscillation warning method based on body response according to claim 1, characterized in that In the fault identification step, identifying the control surface oscillation information includes identifying the response amplitude, frequency and phase of the control surface oscillation.

5. The aircraft control surface oscillation warning method based on body response according to claim 4, characterized in that The fault identification step further includes: Setting a similarity judgment model and setting a discrimination threshold; and Inputting the actual body response data and using the similarity judgment model to perform a similarity judgment on it and the body response data stored in the database, If the output value of the similarity judgment model, that is, the similarity, is greater than or equal to the discrimination threshold, it can be determined that the corresponding control surface oscillation fault is occurring at this time.

6. The aircraft control surface oscillation warning method based on body response according to claim 4 or 5, characterized in that In the database construction step, the database further includes dangerous control surface oscillation scenario information, In the alarm judgment step, the corresponding amplitude and frequency of the control surface oscillation in the control surface oscillation information are compared with the dangerous control surface oscillation scenario information, If the identified oscillation scenario is a dangerous control surface oscillation scenario that poses a threat to the aircraft's control, structural safety, and fatigue life, an alarm message is issued.

7. The aircraft control surface oscillation warning method based on body response according to claim 6, characterized in that Using the allowable oscillation angle limit value, start counting the number of abnormal oscillation cycles determined by the number of times the collected oscillation angle exceeds the allowable oscillation angle limit value, and issue an alarm message after reaching the set threshold value.

8. The aircraft control surface oscillation warning method based on the body response according to claim 7, characterized in that In the warning judgment step, first judge whether the oscillation angle collected this time exceeds the allowable oscillation angle limit value. When it is judged that the oscillation angle does not exceed the oscillation angle limit value in the previous judgment but exceeds the oscillation angle limit value in this judgment, add 1 to the count of the number of abnormal oscillation cycles. Then judge whether the oscillation angle collected next time still exceeds the allowable oscillation angle limit value. If it still exceeds the allowable oscillation angle limit value, the count is not increased but continue to judge whether the oscillation angle collected next time still exceeds the allowable oscillation angle limit value until the oscillation angle collected at a certain time is less than the allowable oscillation angle limit value and the oscillation angle collected subsequently exceeds the allowable oscillation angle limit value again, add 1 to the count of the number of abnormal oscillation cycles. When the number of abnormal oscillation cycles exceeds the threshold value, immediately issue an alarm message.

9. The aircraft control surface oscillation warning method based on the body response according to claim 7, characterized in that In the warning judgment step, when it is judged that the oscillation angle collected this time exceeds the allowable oscillation angle limit value, add 1 to the count of the cumulative number of abnormal oscillations. Then judge whether the oscillation angle collected next time still exceeds the allowable oscillation angle limit value. If it still exceeds the allowable oscillation angle limit value, add 1 to the count of the cumulative number of abnormal oscillations. When the cumulative number of abnormal oscillations exceeds the threshold value, immediately issue an alarm message.

10. An aircraft control surface oscillation warning system, characterized in that, Including: A database that stores the relationship between the control surface oscillation and the aircraft body response constructed from the body response data obtained through tests, flight tests, and simulation analyses after various control surface oscillation failures occur; A data acquisition module arranged at a specific position of the aircraft to acquire the actual body response data of the aircraft during operation; A fault identification module that compares the actual body response data and the body response data in the database to identify the control surface oscillation fault and the control surface oscillation information; And An alarm judgment module that, based on the control surface oscillation information and the allowable oscillation angle limit value, judges whether to issue a control surface oscillation alarm message.

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