Aircraft tail rotor failure early warning method and device and storage medium

Abstract

The invention provides an aircraft tail rotor failure early warning method and device and a storage medium, and relates to the technical field of aircraft data processing, and the method comprises the steps: determining a dynamic threshold value through the current flight parameters of an aircraft and the current tail rotor characteristic data in a wind tunnel test database, and carrying out the early warning of the failure of an aircraft tail rotor based on the dynamic threshold value and a preset risk division strategy; the dynamic threshold value is determined based on the relevant parameters of the current flight state of the aircraft, the flight state of the aircraft is better met, the reasonability of the dynamic threshold value can be improved, and the accuracy of aircraft tail rotor failure early warning is further improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft data processing, in particular to an aircraft tail rotor failure early warning method and device and a storage medium. BACKGROUND

[0002] The tail rotor of a helicopter is a core component for maintaining flight balance, and its failure can lead to loss of control and even crash. Traditional tail rotor failure early warning methods mainly rely on single parameter threshold alarms (such as foot pedal control amount exceeding limit) or fault detection based on fixed models, which have the following limitations: 1) Parameter isolation: Existing technologies mostly use single indicators for judgment, without considering the dynamic coupling relationship between flight attitude, control margin and power system. The currently disclosed tail rotor fault detection only monitors the foot pedal position, without considering the influence of flight attitude changes on tail rotor efficiency, which can easily lead to false positives in complex maneuvers.

[0003] 2) Static threshold defects: Traditional methods use fixed thresholds, without dynamically adjusting the judgment boundary according to real-time flight state and external environment. The currently fixed threshold has significant delay in early warning during low-altitude high-maneuver flight, and cannot adapt to the nonlinear decay characteristics of power margin.

[0004] 3) Insufficient data fusion: Existing early warning systems lack the ability to jointly analyze flight parameter data and wind tunnel test data, resulting in a large deviation between risk modeling and actual flight conditions. The current failure prediction model is only based on historical flight parameter statistics, without integrating tail rotor aerodynamic characteristic data obtained from wind tunnel tests, making it difficult to accurately simulate the failure boundary under extreme conditions. SUMMARY

[0005] The present application provides an aircraft tail rotor failure early warning method, device and storage medium, which can determine a dynamic threshold value based on the current flight parameters of the aircraft and the current tail rotor characteristic data in the wind tunnel test database, and determine the failure risk level of the tail rotor of the aircraft based on the dynamic threshold value and a preset risk division strategy. The dynamic threshold value is determined based on related parameters of the current flight state of the aircraft, which is more consistent with the flight state of the aircraft, can improve the rationality of the dynamic threshold value, and further improve the accuracy of the aircraft tail rotor failure early warning.

[0006] The aircraft tail rotor failure early warning method provided by the present application comprises: obtaining current flight parameters of an aircraft and a wind tunnel test database; the current flight parameters include total distance lever stroke, foot pedal stroke, current engine power, rotor speed, airspeed, altitude, crosswind speed, atmospheric temperature and turbulence intensity; the wind tunnel test database includes tail rotor characteristic data corresponding to different combinations of airspeed, altitude, crosswind speed, atmospheric temperature and rotor speed; determine current tail rotor characteristic data in a wind tunnel test database based on the current flight parameter; the current tail rotor characteristic data comprises a current maximum roll angle, a collective lever maximum allowable travel, a base threshold value, a brake maximum allowable displacement and a current maximum available power of the engine under a current working condition; determine a dynamic threshold value based on the current flight parameter and the current tail rotor characteristic data; determine a failure risk level and a corresponding risk prompt strategy based on the dynamic threshold value and a preset risk division strategy.

[0007] Optionally, the determining of the dynamic threshold value based on the current flight parameter and the current tail rotor characteristic data comprises: when the current flight state of the aircraft is a hovering state, determining a current power margin, a roll angle threshold value, a target brake margin and a collective lever margin based on the current flight parameter and the current tail rotor characteristic data, and obtaining the dynamic threshold value by weighted summation based on the current power margin, the roll angle threshold value, the target brake margin and the collective lever margin; when the current flight state of the aircraft is other states, determining a roll angle threshold value, a pitch angle change rate and a current power margin based on the current flight parameter and the current tail rotor characteristic data, and obtaining the dynamic threshold value by weighted summation based on the roll angle threshold value, the pitch angle change rate and the current power margin; the other states comprise a high-speed forward flight state, a climbing state and a descending state.

[0008] Optionally, the determining of the current power margin based on the current flight parameter and the current tail rotor characteristic data comprises: determining the current power margin based on a current engine power of the current flight parameter and a current maximum available power of the current tail rotor characteristic data.

[0009] Optionally, the determining of the roll angle threshold value based on the current flight parameter and the current tail rotor characteristic data comprises: determining the roll angle threshold value based on a turbulence intensity, a height of the current flight parameter and a current maximum roll angle of the current tail rotor characteristic data.

[0010] Optionally, the determining of the target brake margin based on the current flight parameter and the current tail rotor characteristic data comprises: determining an initial brake margin based on a brake travel of the current flight parameter and a brake maximum allowable displacement of the current tail rotor characteristic data; determining the target brake margin based on the initial brake margin and a preset margin adjustment strategy.

[0011] Optionally, the determining of the collective lever margin based on the current flight parameter and the current tail rotor characteristic data comprises: determining the collective lever margin based on a collective lever travel of the current flight parameter and a collective lever maximum allowable travel of the current tail rotor characteristic data.

[0012] Optionally, determining the pitch angle change rate based on the current flight parameters and the current tail rotor characteristic data comprises: determining the pitch angle change rate based on a turbulence intensity of the current flight parameters and a base threshold of the current tail rotor characteristic data.

[0013] Optionally, determining the failure risk level and the corresponding risk prompt strategy based on the dynamic threshold and a preset risk classification strategy comprises: when the dynamic threshold is greater than or equal to the first threshold and less than the second threshold, the failure risk level is a first warning, and the risk prompt strategy comprises prompting to correct the attitude; when the dynamic threshold is greater than or equal to the second threshold and less than the third threshold, the failure risk level is a second warning, and the risk prompt strategy comprises limiting the total pitch lever over-limit operation; when the dynamic threshold is greater than or equal to the third threshold, the failure risk level is a third warning, and the risk prompt strategy comprises increasing the tail rotor pitch and / or starting the tail rotor de-icing system.

[0014] To achieve the above object and other related objects, the present application provides a tail rotor failure warning device for an aircraft, comprising: a data acquisition module configured to acquire current flight parameters of the aircraft and a wind tunnel test database; the current flight parameters comprise a total pitch lever stroke, a footrest stroke, a current engine power, a rotor speed, an airspeed, an altitude, a crosswind speed, an atmospheric temperature, and a turbulence intensity; the wind tunnel test database comprises tail rotor characteristic data corresponding to different combinations of airspeed, altitude, crosswind speed, atmospheric temperature, and rotor speed; a characteristic data determination module configured to determine current tail rotor characteristic data in the wind tunnel test database based on the current flight parameters; the current tail rotor characteristic data comprises a current maximum roll angle, a total pitch lever maximum allowable stroke, a base threshold, a footrest maximum allowable displacement, and a current maximum available power of the engine under the current working condition; a dynamic threshold determination module configured to determine a dynamic threshold based on the current flight parameters and the current tail rotor characteristic data; a strategy determination module configured to determine a failure risk level and a corresponding risk prompt strategy based on the dynamic threshold and a preset risk classification strategy.

[0015] To achieve the above object and other related objects, the present application further provides a computer readable storage medium having a computer program stored thereon, which, when executed by a processor of a computer, causes the computer to execute one or more of the above-mentioned tail rotor failure warning methods for an aircraft.

[0016] As described above, the tail rotor failure warning method, device and storage medium provided by the present application have the following beneficial effects: The aircraft tail rotor failure early warning method in the application determines a dynamic threshold value through current flight parameters of the aircraft and current tail rotor characteristic data in a wind tunnel test database, and determines a failure risk level of the tail rotor of the aircraft based on the dynamic threshold value and a preset risk division strategy. The dynamic threshold value is determined based on relevant parameters of the current flight state of the aircraft, is more in line with the flight state of the aircraft, can improve the rationality of the dynamic threshold value, and further improves the accuracy of the aircraft tail rotor failure early warning.

[0017] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory and are not restrictive of the application. BRIEF DESCRIPTION OF DRAWINGS

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and serve to explain the principles of the application. It is readily apparent to one skilled in the art that the following described embodiments are only exemplary and that other embodiments can be realized based on these drawings without incurring inventive effort. In the drawings: Figure 1 is a flow chart of the aircraft tail rotor failure early warning method according to an exemplary embodiment of the application; Figure 2 is a structural block diagram of the aircraft tail rotor failure early warning device according to an exemplary embodiment of the application. DETAILED DESCRIPTION

[0019] The embodiments of the application will be described hereinafter with reference to the drawings and preferred embodiments, and those skilled in the art can easily understand other advantages and effects of the application from the content disclosed in the specification. The application can also be implemented or applied by different specific embodiments, and the details in the specification can be modified or changed based on different views and applications without departing from the spirit of the application. It should be understood that the preferred embodiments are only for illustrating the application, and are not intended to limit the protection scope of the application.

[0020] It should be noted that the diagrams provided in the following embodiments only schematically illustrate the basic concept of the application, and the diagrams only show the components related to the application, not the number, shape and size of the components when actually implemented. The shape, number and proportion of each component in actual implementation can be arbitrarily changed, and the layout pattern of the components can be more complex.

[0021] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0022] Please see Figure 1 , Figure 1 This is a flowchart illustrating an exemplary embodiment of an aircraft tail rotor failure early warning method according to this application. (Reference) Figure 1 It can be seen that the tail rotor failure early warning method for this aircraft may include: Step S110: Obtain the current flight parameters of the aircraft and the wind tunnel test database.

[0023] The current flight parameters include collective pitch stick travel, pedal travel, current engine power, rotor speed, airspeed, altitude, crosswind speed, atmospheric temperature, and turbulence intensity; the wind tunnel test database includes tail rotor characteristic data corresponding to different combinations of airspeed, altitude, crosswind speed, atmospheric temperature, and rotor speed.

[0024] In one embodiment of this application, the current flight parameters of the aircraft and a wind tunnel test database can be obtained. The wind tunnel test database may include tail rotor characteristic data under different combinations of airspeed, altitude, crosswind speed, atmospheric temperature, and rotor speed. This wind tunnel test data can be determined by operators through pre-conducting experiments and other measures.

[0025] It should be noted that after obtaining the current flight parameters of the aircraft, Kalman filtering can be used to process the current flight parameters, eliminate noise, align timestamps, and normalize them to a uniform dimension.

[0026] Step S120: Determine the current tail rotor characteristic data in the wind tunnel test database based on the current flight parameters.

[0027] The current tail rotor characteristic data includes the current maximum roll angle, the maximum permissible collective pitch travel, the base threshold, the maximum permissible pedal displacement, and the current maximum available engine power under the current operating conditions.

[0028] In one embodiment of this application, the current tail rotor characteristic data can be determined based on the current flight parameters in a wind tunnel test database. The data in the wind tunnel test database includes the current tail rotor characteristic data corresponding to each parameter at a fixed value. However, the parameters of the current flight may not completely correspond to the parameters in the wind tunnel test database. In this case, the current tail rotor characteristic data can be determined based on the wind tunnel test database by interpolation.

[0029] Step S130: Determine the dynamic threshold based on the current flight parameters and current tail rotor characteristic data.

[0030] In one embodiment of this application, a dynamic threshold can be determined based on the current flight parameters and the current tail rotor characteristic data. Since different dynamic thresholds can be calculated when the current flight parameters of the aircraft are different, the dynamic threshold is closer to the current flight state of the aircraft, and is more accurate in subsequent steps when determining whether the aircraft's tail rotor has failed based on the dynamic threshold.

[0031] Step S140: Based on dynamic thresholds and preset risk classification strategies, determine the failure risk level and the corresponding risk warning strategy.

[0032] In one embodiment of this application, a failure risk level and a corresponding risk warning strategy can be determined based on a dynamic threshold and a preset risk classification strategy. Since the dynamic threshold is determined by comprehensively considering multiple current flight parameters and tail rotor characteristic data of the aircraft, it can adapt to different flight conditions, accurately reflect the actual capability limits of the tail rotor, and thus accurately determine the tail rotor failure risk.

[0033] It should be noted that during the flight of the aircraft, the tail rotor failure early warning method provided in this application embodiment can be executed at preset time intervals.

[0034] Optionally, step S130, which involves determining the dynamic threshold based on current flight parameters and current tail rotor characteristic data, may include: When the aircraft is in hovering state, the current power margin, roll angle threshold, target rudder margin and collective pitch margin are determined based on the current flight parameters and current tail rotor characteristic data. The dynamic threshold is obtained by weighted summation of the current power margin, roll angle threshold, target rudder margin and collective pitch margin. When the aircraft's current flight state is other states, the roll angle threshold, pitch angle change rate, and current power margin are determined based on the current flight parameters and current tail rotor characteristic data. The dynamic threshold is obtained by weighted summation of the roll angle threshold, pitch angle change rate, and current power margin. Other states may include high-speed forward flight state, climb state, and descent state.

[0035] In one embodiment of this application, the formula for determining the dynamic threshold of the hovering state can be expressed as: ; in, The dynamic threshold for the hovering state. The first weight for the hovering state. The second weight for the hovering state. The third weight for the hovering state. As the fourth weight for the hovering state, Given the current power margin, The current roll angle, The roll angle threshold, For the target pedal clearance, This represents the total margin.

[0036] For example, the first weight of the hover state A value of 0.5 can be used as the second weight for the hovering state. A value of 0.3 can be used as the third weight for the hovering state. A value of 0.15 can be used, which is the fourth weight for the hovering state. You can take 0.05.

[0037] It should be noted that in hovering mode, the aircraft has no forward speed and relies on rotor power. Dynamic thresholds are primarily determined based on power margin. In hovering mode, engine power is approximately 85% of its maximum capacity. If this margin is exhausted, tail rotor drive will be lost directly. Changes in roll angle during hovering may cause the main rotor to touch down. There is a delay in rudder pedal and collective pitch response during hovering, requiring early warning. In hovering mode, the rate of pitch change has almost no impact on tail rotor failure; therefore, the rate of pitch change can be ignored.

[0038] In one embodiment of this application, the formula for determining the dynamic threshold for other states can be expressed as: ; in, For other states, dynamic thresholds, As the first weight for other states, As the second weight for other states, As the third weight for other states, This represents the current rate of change of pitch angle. This is the threshold for the rate of change of pitch angle.

[0039] For example, the first weight of other states It can be set to 0.4, the second weight for other states. It can be 0.3, the third weight for other states. 0.3 can be taken.

[0040] It should be noted that in high-speed forward flight, aerodynamic stability is strong, the weight of attitude control-related parameters is increased, and the aerodynamic characteristics of climb and descent are similar to those in high-speed forward flight. For the remaining states (including lateral flight, inverted flight, and ground taxiing) other than hovering, high-speed forward flight, climb, and descent, conventional judgment methods can be used. Excessive subdivision may lead to frequent weight jumps, interfering with pilot awareness. Therefore, the tail rotor failure early warning method provided in this application adopts two different dynamic threshold determination methods, which can cover more tail rotor failure scenarios while avoiding frequent weight jumps. In high-speed forward flight, the roll and yaw coupling effects are amplified during steep turns, the pitch oscillation frequency multiplies, easily resonating with tail rotor load, and the power demand for maintaining level flight may suddenly increase. Therefore, dynamic thresholds need to be calculated based on roll angle, pitch angle change rate, and power margin. In other states, the main rotor compensation efficiency is negligible, so the collective pitch margin can be ignored.

[0041] It should be noted that the current flight parameters may include the current roll angle and the current pitch angle. The current roll angle and the current pitch angle can be obtained through the inertial measurement unit.

[0042] Optionally, the current power margin is determined based on the current flight parameters and the current tail rotor characteristic data, including: determining the current power margin based on the current engine power of the current flight parameters and the current maximum available power of the current tail rotor characteristic data.

[0043] For example, the formula for determining the current power margin can be expressed as: ; in, Given the current power margin, This represents the current maximum available power under the current operating conditions. This represents the current actual output power.

[0044] It should be noted that the current power margin The current power margin represents the percentage of available engine power reserve under the current condition. Approaching 0% indicates that the power system is nearing its limits. The current maximum available power under current operating conditions. This represents the maximum power that the transmitter can safely output under current operating conditions, rather than a fixed theoretical maximum; the current maximum available power can be obtained based on the difference in wind dynamic data. Current actual output power The effective power output of the engine in real time can be measured by a combination of a torque sensor and a tachometer.

[0045] Optionally, a roll angle threshold is determined based on the current flight parameters and the current tail rotor characteristic data, including: determining the roll angle threshold based on the turbulence intensity and altitude of the current flight parameters and the current maximum roll angle of the current tail rotor characteristic data.

[0046] The formula for determining the roll angle threshold can be expressed as: ; ; in, The roll angle threshold, This is the current maximum roll angle. This is the difference in roll angle. For turbulence compensation weights, This is the turbulence compensation value. To compensate for the weight, For height compensation value, As a weight for system health, This represents the system's health value.

[0047] For example, turbulence compensation weights The value can range from 0.8 to 1.5, for example, the turbulence compensation weight. The initial value can be 1, and the turbulence compensation weight will be adjusted in severe weather modes such as thunderstorms. Adjusted to 1.2-1.5, and further adjusted to 1.2 during the landing phase. Altitude compensation weight. The value can range from 0.5 to 1.2. For example, the altitude compensation weight for high-altitude configuration helicopters (aircraft) can be used. It can be set to 1.0~1.2 for the altitude compensation weight of helicopters in plain configurations. It can be set to 0.5~0.8. System health weight. The value can range from 1 to 2, and the system health weight is used when the aircraft is a new aircraft. It can be set to 1, which sets the system health weight to 80% of the servo's initial lifespan. The system health weight is adjusted linearly from 1 to 1.5 in dual-redundancy mode if a single control system fails. Adjusted to 2.

[0048] For example, turbulence compensation value , For turbulence intensity, This is the root mean square of the wind speed within the preset time window. This represents the average wind speed within a preset time window. Height compensation value. A height compensation value is determined only when the altitude is greater than 2000 meters; when the altitude is less than or equal to 2000 meters, no height compensation value is determined, meaning the height compensation value is 0. System health value. , This is the wear coefficient of the servo motor, when the servo motor is a new component. When the servo motor is in an over-limit repair state .

[0049] Optionally, based on the current flight parameters and current tail rotor characteristic data, the target rudder margin is determined, including: determining the initial rudder margin based on the rudder travel of the current flight parameters and the maximum allowable displacement of the rudder based on the current tail rotor characteristic data; and determining the target rudder margin based on the initial rudder margin and a preset margin adjustment strategy.

[0050] For example, the formula for determining the initial pedal margin can be expressed as: ; in, This represents the initial pedal clearance. This represents the maximum permissible displacement of the pedal. This refers to the pedal travel. The maximum permissible displacement of the pedal is... The linear distance of the pedal from the neutral position to the extreme position on one side represents the maximum permissible displacement of the pedal. The pedal travel can be predetermined by the user based on the characteristics of the aircraft. The displacement of the pedal from the neutral position to the current position can be represented by a displacement sensor to collect the pedal travel. This indicates the remaining distance the pedal can move from its current position to its limit position on the same side. Preset margin adjustment strategies may include: For every 10 m / s increase in crosswind speed, the initial pedal margin is reduced by 15% to obtain the target pedal margin; When the altitude is greater than 3000m, the initial pedal margin is reduced by 8% for every 1000m increase in altitude, thus obtaining the target pedal margin; When the airspeed is greater than 100kt, the initial pedal margin is increased by 10% to obtain the target pedal margin; when the airspeed is less than 30kt, the initial pedal margin is decreased by 15% to obtain the target pedal margin. When a single engine fails, the initial pedal margin is reduced by 30% to obtain the target pedal margin. When the turbulence intensity is moderate, the initial pedal margin is reduced by 10% to obtain the target pedal margin; when the turbulence intensity is severe, the initial pedal margin is reduced by 25% to obtain the target pedal margin. When the flight phase is the landing phase, the initial pedal margin is reduced by 20% to obtain the target pedal margin; when the flight phase is the climb phase, the initial pedal margin is increased by 10% to obtain the target pedal margin. If the pedal travel exceeds 85% of the maximum travel for 10 consecutive seconds, the initial pedal travel margin is reduced by 5% to obtain the target pedal travel margin. When the ice exploration system is activated, the initial pedal margin is reduced by 40% to obtain the target pedal margin; If the above conditions are not met, the initial pedal margin will be determined as the target pedal margin.

[0051] Optionally, collective pitch margin is determined based on current flight parameters and current tail rotor characteristic data, including: determining collective pitch margin based on collective pitch stick travel based on current flight parameters and maximum permissible collective pitch stick travel based on current tail rotor characteristic data.

[0052] For example, the formula for determining the total clearance margin can be expressed as: ; in, This is the total distance margin. This is the maximum permissible travel of the collective pitch lever. This refers to the collective pitch lever travel. The maximum permissible travel of the collective pitch lever. The collective pitch control device, also known as the collective pitch lever, represents the physical displacement limit of the collective pitch lever from its neutral position to its maximum upward movement; the maximum permissible stroke of the collective pitch lever. The maximum permissible travel of the collective pitch lever can be predetermined by the user based on the characteristics of the aircraft. This can be a preset value. Collective pitch rod travel. The collective pitch stick can be used by the aircraft pilot to measure the displacement of its current position relative to the neutral position, and the current travel of the collective pitch stick. It can reflect the aircraft's current demand for main rotor lift, and can be collected by collective pitch rod displacement sensors.

[0053] Optionally, the pitch angle change rate is determined based on the current flight parameters and the current tail rotor characteristic data, including: determining the pitch angle change rate threshold based on the turbulence intensity of the current flight parameters and the basic threshold of the current tail rotor characteristic data.

[0054] For example, the formula for determining the pitch angle change rate threshold can be expressed as: ; in, The threshold for the rate of change of pitch angle; Basic threshold, basic threshold at airspeed ≤15kt Take 8° / s as the base threshold for airspeed > 100kt. Take 15° / s as the base threshold for airspeed 15 < airspeed ≤ 100. Take 11° / s; Environmental coefficient and turbulence intensity In turbulence intensity At that time, the environmental factor is taken as 1; the stage factor... Take 0.7 during the landing phase, 1.2 during the climb phase, and 1 during the cruise phase.

[0055] It should be noted that the basic threshold Characterizing the physical capacity to withstand changes, the stage coefficient. The product of the two parameters represents how strict the current task needs to be; it can cover all states.

[0056] In one embodiment of this application, step S140, based on a dynamic threshold and a preset risk classification strategy, determines the failure risk level and the corresponding risk warning strategy, including: When the dynamic threshold is greater than or equal to the first threshold and less than the second threshold, the failure risk level is a level one warning, and the risk warning strategy includes prompting for corrective posture. When the dynamic threshold is greater than or equal to the second threshold and less than the third threshold, the failure risk level is a level two warning, and the risk warning strategy includes restricting the total pitch rod from exceeding the limit. When the dynamic threshold is greater than or equal to the third threshold, the failure risk level is a level three warning, and the risk warning strategies include increasing the tail rotor pitch and / or activating the tail rotor de-icing system.

[0057] For example, the first threshold can be 0.6, the second threshold can be 0.8, and the third threshold can be 1.

[0058] Optionally, the attitude correction prompt includes generating a prompt message to prompt the pilot to correct the aircraft's flight attitude.

[0059] For example, during a Level 1 warning, the risk alert strategy includes: the head-up display (HUD) showing an amber flashing box indicating "Tail rotor efficiency decline" and "Check rudder pedal clearance"; a list of abnormal parameters popping up on the instrument panel, such as highlighting rudder pedal clearance and roll angle deviation; a synthesized voice prompt broadcasting non-urgent instructions, such as "Attention: Tail rotor clearance is tight, it is recommended to reduce roll angle," at a volume 10dB lower than engine noise; the flight control system responding with mild tactile feedback: the collective pitch stick applies low-frequency vibrations to indicate the pilot's operational trend; control inputs are not restricted, but out-of-limit parameters are recorded.

[0060] Optionally, limiting collective pitch stick over-limit operations includes reducing the collective pitch stick's pull-up sensitivity and setting a maximum permissible pitch angle threshold. Reducing the collective pitch stick's pull-up sensitivity: When the pilot attempts to quickly push the collective pitch stick upwards, the system automatically slows down the servo response, resulting in a slower increase in pitch angle; for example, the actual pitch angle increase is only 50% of the control input. Setting a maximum permissible pitch angle threshold: Even if the pilot pulls the collective pitch stick up with full force, the system will forcibly lock the angle beyond the safe range, such as limiting the pitch angle to no more than 85% of the design value.

[0061] For example, during a Level 2 warning, risk alert strategies include: forcing the visual warning HUD to switch to a flashing red alert, displaying "Tail rotor critical state" and an estimated time window for loss of control, such as "Safety margin: 12 seconds"; the flight control system intervening in collective pitch stick travel limitation: locking the collective pitch increase to 110% of the current value via the fly-by-wire system, allowing minor corrections but prohibiting large maneuvers; enhanced pedal assist: automatically increasing the force feedback coefficient of the tail rotor control servos to resist excessive pilot input; and activation of the emergency plan, automatically retrieving navigation data from the nearest alternate landing site and calculating the optimal trajectory for the pilot to determine.

[0062] Optionally, reducing flight load includes reducing the overall pitch and limiting the engine's maximum power. Reducing the overall pitch: Lowering the tilt angle of all main rotor blades, for example, by forcibly reducing it by 1.1°, reduces lift generation, thereby directly reducing the rotor's aerodynamic load. Limiting the engine's maximum power: Dynamically limiting the upper limit of power output through the engine control unit, such as reducing it to 90% of the rated power, to avoid power overload.

[0063] For example, during a Level 3 warning, the risk alert strategy includes: immediately alerting the head-up display to show "Tail rotor failure! Automatic compensation in progress" in full red on the head-up display screen, along with a continuous buzzer (covering noise above 85dB); automatically controlling tail rotor compensation by injecting preset yaw damping commands through the flight control system, such as increasing the tail rotor pitch by 5°; forcibly reducing collective pitch: if the power margin is <3%, automatically reducing the collective pitch to 80% of the hovering power; triggering the icing removal system for system-level protection, such as tail rotor electric heating de-icing; and sending an emergency code to the ground station and broadcasting the location.

[0064] It should be noted that flight data can also be fed back and reinforcement learning can be used to update dynamic thresholds and weight parameters to optimize early warning sensitivity under different environments.

[0065] By collaboratively calculating three dynamic criteria—manipulation margin, attitude angle, and power margin—this approach overcomes the limitations of traditional single-parameter judgments, comprehensively characterizing the complex risks of tail rotor performance degradation. For example, under crosswind disturbances, even if the rudder pedal margin does not reach a fixed threshold, an early warning can still be triggered by fusing roll angle deviation with the power margin degradation trend, reducing the false alarm rate compared to traditional methods. Based on real-time data such as flight altitude, airspeed, and crosswind speed, combined with wind tunnel test envelopes, the judgment thresholds for roll angle and power margin are dynamically adjusted. For example, the roll angle threshold is reduced during low-altitude hovering and expanded during high-speed forward flight, matching the warning boundary with actual aerodynamic characteristics and reducing the false alarm rate. A three-level risk response strategy is adopted to avoid the reckless intervention of traditional "all-or-nothing" protection. For example, Level 1 warning only provides an alert, Level 2 warning restricts collective pitch overruns, and Level 3 warning triggers automatic compensation, ensuring safety while preserving pilot decision-making space and shortening response time in emergency situations.

[0066] Figure 2 This is a block diagram illustrating an aircraft tail rotor failure early warning device, as shown in an exemplary embodiment of this application. Figure 2 As shown, the exemplary aircraft tail rotor failure early warning device 200 includes: The data acquisition module 210 is used to acquire the current flight parameters of the aircraft and the wind tunnel test database. The current flight parameters include collective pitch stick travel, pedal travel, current engine power, rotor speed, airspeed, altitude, crosswind speed, atmospheric temperature, and turbulence intensity. The wind tunnel test database includes tail rotor characteristic data corresponding to different combinations of airspeed, altitude, crosswind speed, atmospheric temperature, and rotor speed.

[0067] The characteristic data determination module 220 is used to determine the current tail rotor characteristic data in the wind tunnel test database based on the current flight parameters. The current tail rotor characteristic data includes the current maximum roll angle, the maximum permissible collective pitch travel, the base threshold, the maximum permissible rudder displacement, and the current maximum available power of the engine under the current operating conditions.

[0068] The dynamic threshold determination module 230 is used to determine the dynamic threshold based on the current flight parameters and the current tail rotor characteristic data.

[0069] The strategy determination module 240 is used to determine the failure risk level and the corresponding risk warning strategy based on dynamic thresholds and preset risk classification strategies.

[0070] It should be noted that the tail rotor failure early warning device and the tail rotor failure early warning method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the tail rotor failure early warning device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0071] Embodiments of this application also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by one or more processors, enable the electronic device to implement the aircraft tail rotor failure early warning method provided in the above embodiments.

[0072] Another aspect of this application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer's processor, causes the computer to perform the aircraft tail rotor failure early warning method provided in the above embodiments. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not assembled into the electronic device.

[0073] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the aircraft tail rotor failure early warning method provided in the various embodiments described above.

[0074] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "comprising" and "including" as used throughout the specification and claims are open-ended terms and should therefore be interpreted as "comprising but not limited to".

[0075] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A method for early warning of tail rotor failure in an aircraft, characterized in that, include: The system acquires the aircraft's current flight parameters and wind tunnel test database. The current flight parameters include collective pitch stick travel, pedal travel, current engine power, rotor speed, airspeed, altitude, crosswind speed, atmospheric temperature, and turbulence intensity. The wind tunnel test database includes tail rotor characteristic data corresponding to different combinations of airspeed, altitude, crosswind speed, atmospheric temperature, and rotor speed. Based on the current flight parameters, the current tail rotor characteristic data is determined in the wind tunnel test database; the current tail rotor characteristic data includes the current maximum roll angle, the maximum permissible collective pitch stick travel, the basic threshold, the maximum permissible rudder displacement, and the current maximum available engine power under the current operating conditions; Determine dynamic thresholds based on current flight parameters and current tail rotor characteristics data; Based on dynamic thresholds and preset risk classification strategies, the failure risk level and corresponding risk warning strategies are determined.

2. The aircraft tail rotor failure early warning method according to claim 1, characterized in that, Dynamic thresholds are determined based on current flight parameters and current tail rotor characteristic data, including: When the aircraft is in hovering state, the current power margin, roll angle threshold, target rudder margin and collective pitch margin are determined based on the current flight parameters and current tail rotor characteristic data. The dynamic threshold is obtained by weighted summation of the current power margin, roll angle threshold, target rudder margin and collective pitch margin. When the aircraft's current flight state is other states, based on the current flight parameters and current tail rotor characteristic data, the roll angle threshold, pitch angle change rate threshold, and current power margin are determined, and the dynamic threshold is obtained by weighted summation based on the roll angle threshold, pitch angle change rate, and current power margin; the other states include high-speed forward flight state, climb state, and descent state.

3. The aircraft tail rotor failure early warning method according to claim 2, characterized in that, Based on current flight parameters and current tail rotor characteristic data, determine the current power margin, including: The current power margin is determined based on the current engine power and the current maximum available power of the current tail rotor characteristics data, based on the current flight parameters.

4. The aircraft tail rotor failure early warning method according to claim 2, characterized in that, Based on current flight parameters and current tail rotor characteristic data, determine the roll angle threshold, including: The roll angle threshold is determined based on the current maximum roll angle of the current flight parameters, including turbulence intensity, altitude, and current tail rotor characteristic data.

5. The aircraft tail rotor failure early warning method according to claim 2, characterized in that, Based on current flight parameters and current tail rotor characteristics data, determine the target rudder clearance, including: Determine the initial pedal margin based on the pedal travel of the current flight parameters and the maximum allowable pedal displacement of the current tail rotor characteristic data; The target pedal margin is determined based on the initial pedal margin and the preset margin adjustment strategy.

6. The aircraft tail rotor failure early warning method according to claim 2, characterized in that, Based on current flight parameters and current tail rotor characteristics data, determine the collective pitch margin, including: Based on the collective pitch stick travel of the current flight parameters and the maximum permissible collective pitch stick travel of the current tail rotor characteristic data, determine the collective pitch margin.

7. The aircraft tail rotor failure early warning method according to claim 2, characterized in that, Based on current flight parameters and current tail rotor characteristic data, determine the pitch angle change rate threshold, including: Based on the turbulence intensity of the current flight parameters and the baseline threshold of the current tail rotor characteristic data, the pitch angle change rate threshold is determined.

8. The aircraft tail rotor failure early warning method according to claim 1, characterized in that, Based on dynamic thresholds and preset risk classification strategies, the failure risk level and corresponding risk warning strategies are determined, including: When the dynamic threshold is greater than or equal to the first threshold and less than the second threshold, the failure risk level is a level one warning, and the risk warning strategy includes prompting for corrective posture. When the dynamic threshold is greater than or equal to the second threshold and less than the third threshold, the failure risk level is a level two warning, and the risk warning strategy includes restricting the total pitch rod from exceeding the limit. When the dynamic threshold is greater than or equal to the third threshold, the failure risk level is a level three warning, and the risk warning strategies include increasing the tail rotor pitch and / or activating the tail rotor de-icing system.

9. A tail rotor failure early warning device for aircraft, characterized in that, include: The data acquisition module is used to acquire the current flight parameters of the aircraft and the wind tunnel test database. The current flight parameters include collective pitch stick travel, pedal travel, current engine power, rotor speed, airspeed, altitude, crosswind speed, atmospheric temperature, and turbulence intensity. The wind tunnel test database includes tail rotor characteristic data corresponding to different combinations of airspeed, altitude, crosswind speed, atmospheric temperature, and rotor speed. The characteristic data determination module is used to determine the current tail rotor characteristic data in the wind tunnel test database based on the current flight parameters; the current tail rotor characteristic data includes the current maximum roll angle, the maximum permissible collective pitch stick travel, the basic threshold, the maximum permissible rudder displacement, and the current maximum available engine power under the current operating conditions; The dynamic threshold determination module is used to determine the dynamic threshold based on the current flight parameters and the current tail rotor characteristic data; The strategy determination module is used to determine the failure risk level and the corresponding risk warning strategy based on dynamic thresholds and preset risk classification strategies.

10. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by the computer's processor, causes the computer to perform the aircraft tail rotor failure early warning method according to any one of claims 1 to 8.

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