Runway structure aircraft landing vertical dynamic load estimation method based on flight quality monitoring

Abstract

The invention relates to the technical field of structure intelligent monitoring, calculation and evaluation, in particular to a runway structure aircraft landing vertical dynamic load estimation method based on flight quality monitoring. Comprising the following steps: acquiring dynamic time history data of time, an undercarriage compression state, total mass, inertial vertical velocity and relative ground velocity from an aircraft quick access recorder, and performing alignment; determining an aircraft landing moment as an estimation starting point based on an undercarriage compression state, and taking a moment when the relative ground speed is lower than a preset value as an estimation ending point; based on the momentum theorem, calculating a runway structure airplane landing vertical load estimation value at each moment and a ratio of the runway structure airplane landing vertical load estimation value to airplane gravity by utilizing the mass, the vertical speed and the time difference at adjacent moments; and serially connecting results at all moments to form vertical dynamic load dynamic time history data. Compared with the prior art, the method has the advantages that standardized and automatic load estimation based on real flight data is realized, and a reliable basis is provided for runway structure design and safety evaluation.

Description

Technical Field

[0001] This invention relates to the field of intelligent structural monitoring, calculation and evaluation technology, and in particular to a method for estimating the vertical dynamic load of runway structures for aircraft landing based on flight quality monitoring. Background Technology

[0002] For airport runway structures, aircraft landing loads are among the most uncertain, complex, and risky types of loads throughout their service life. Aircraft generate significant vertical dynamic loads at the moment of touchdown and during the high-speed taxiing phase after touchdown. These loads are frequent, have strong instantaneous impact, and exhibit significant dynamic amplification effects, making them a crucial factor affecting the long-term service performance of runway structures. In recent years, China's air traffic volume has continued to grow, and there is a strong demand for new runway structures such as bridges and high-pile structures in special areas such as nearshore and mountainous regions. The performance of various new and old runway structures under high-frequency aircraft landing loads needs to be analyzed more clearly, and obtaining the actual vertical dynamic loads of aircraft landing quickly and accurately is a prerequisite for this work. Information technology such as flight quality monitoring provides great convenience for effectively obtaining the actual vertical dynamic loads of aircraft landing. Therefore, estimating and obtaining the vertical dynamic loads of aircraft landing under actual landing conditions based on flight quality monitoring has significant engineering application value for airport runway structure design, operation management, and maintenance decisions.

[0003] Currently, there are few methods for estimating the vertical dynamic load of aircraft landing based on flight quality monitoring data. The main ways to obtain the aircraft landing load are as follows: (1) Load model method, which directly adopts and draws on existing aircraft type data, test and experience to establish a standard landing load model. However, such models are usually based on ideal assumptions or specific test conditions, and it is difficult to reflect the real vertical dynamic load of aircraft landing under different aircraft types, different flight states and different weather conditions. (2) Direct fuselage measurement method, which directly records the fuselage force at the moment of aircraft touchdown by arranging calibrated strain gauges and other key structures on the aircraft landing gear, and converts it into wheel load under the corresponding working conditions using calibrated theoretical or empirical formulas. However, this method requires special testing, installation and calibration, and the implementation cost is high. (3) Ground measurement method based on the response inversion of runway structure such as pavement to deduce the aircraft landing load by inverting the runway structure response collected by sensors such as accelerometers and strain gauges. However, its deployment conditions are easily limited and it is extremely dependent on professional knowledge such as structural mechanics. Furthermore, these commonly used methods are difficult to implement in real-time processing for various operating conditions in actual flight operations and airport runway structures, which limits their adaptability and engineering application value.

[0004] The existing technology CN116167249A discloses a method for calculating dynamic loads during asymmetric aircraft landing. Although it improves the accuracy of load calculations for asymmetric landing through a seven-degree-of-freedom model, it still relies on a theoretical analytical framework. It requires inputting complex structural parameters (such as fuselage rotational inertia and landing gear stiffness coefficient), and the model solution requires solving multiple sets of equilibrium equations simultaneously, resulting in low computational efficiency and difficulty in adapting to real-time and multi-condition engineering requirements. This method is essentially still an idealized model and cannot directly utilize real-time data during flight, leading to insufficient adaptability in actual flight operations.

[0005] Although the existing technology CN116923713A discloses an aircraft landing data monitoring method and system that can determine a hard landing through wing root load data and main landing gear load curve, it relies on the deployment of airborne sensors and focuses on post-event analysis rather than real-time load estimation, which cannot meet the continuous and automated load feedback required for runway structure design.

[0006] Therefore, in view of the problems of idealized models, high implementation difficulty and poor adaptability of existing methods, it is necessary to propose a method for estimating the vertical dynamic load of aircraft landing on runway structures based on flight quality monitoring, so as to realize the rapid, automated and intelligent estimation of the vertical dynamic load of aircraft landing on airport runway structures. Summary of the Invention

[0007] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a method for estimating the vertical dynamic load of aircraft landing on runway structures based on flight quality monitoring. This method can achieve rapid, automated and intelligent estimation of the vertical dynamic load of aircraft landing on airport runway structures, providing efficient and reliable data support for the safety design and assessment of airport runway structures.

[0008] The objective of this invention can be achieved through the following technical solutions: This invention provides a method for estimating the vertical dynamic load of runway structure for aircraft landing based on flight quality monitoring, comprising the following steps: S1. Acquire dynamic time history data of time, aircraft landing gear compression status, aircraft total mass, aircraft inertial vertical velocity, and aircraft relative to ground velocity from the flight quality monitoring of a single flight, and align the various data according to the corresponding time. S2. Based on the aircraft landing gear compression state data obtained in S1, determine the landing time of the aircraft as the starting point for estimating the vertical dynamic load of the aircraft landing, and based on the dynamic time history data of the aircraft relative to the ground speed, take the time after the starting point when the aircraft relative to the ground speed is less than the preset value as the estimation endpoint. S3. For each moment within the range from the estimated starting point to the estimated ending point determined by S2, based on the total mass of the aircraft at the current moment and the previous moment, the aircraft's inertial vertical velocity, and the time difference between the two moments, calculate the estimated value of the runway structure aircraft landing vertical load at the current moment according to the momentum theorem, and optionally calculate the ratio of the estimated value to the aircraft's weight. The estimated vertical load or ratio of the runway structure for aircraft landing at each moment is obtained from S4 and S3 in series, thus obtaining the dynamic time history data of the vertical dynamic load estimation parameters of a single aircraft landing from the estimated starting point to the estimated ending point.

[0009] Furthermore, in S1, the dynamic time history data of time, aircraft landing gear compression status, aircraft total mass, aircraft inertial vertical velocity, and aircraft relative to ground velocity in the single flight flight quality monitoring are obtained from the QAR installed on the aircraft.

[0010] Furthermore, S1 also includes converting the aligned dimensional data into metric units.

[0011] Furthermore, in S1, the aircraft landing gear compression state is state data indicating whether the landing gear is in contact with the ground and under pressure; The aircraft's inertial vertical velocity is the inertial measurement velocity data of the aircraft in the vertical direction; The aircraft's speed relative to the ground refers to the aircraft's horizontal speed relative to the ground.

[0012] Furthermore, in S2, the determination of the aircraft landing time is specifically based on the moment when the landing gear compression state data changes from an air state to a ground-pressurized state after the aircraft begins to descend. When multiple landing gears land at different times, the landing time of the first landing gear is used as the starting point for estimating the vertical dynamic load of the aircraft landing.

[0013] Furthermore, in S2, the preset value is a speed threshold set based on experience, and its range is less than 10 knots relative to the ground.

[0014] Furthermore, in S3, the estimated value of the runway structure's vertical load for aircraft landing at the current moment, calculated based on the momentum theorem, is specifically obtained through the following formula: (1) (2) In the formula, This represents the estimated vertical load for aircraft landing at each moment. This represents the estimated interaction force between the runway structure and the aircraft at each moment after offsetting gravity. Let the time difference between the current moment and the previous moment be denoted as . The total mass of the aircraft at the current moment. and These are the aircraft's inertial vertical velocities at the current moment and the moment before it, respectively. This is the acceleration due to gravity.

[0015] Furthermore, in S3, the ratio of this estimate to the aircraft's weight is calculated by dividing the estimated vertical load of the runway structure for aircraft landing at the current moment by the product of the total mass of the aircraft at the current moment and the gravitational acceleration.

[0016] Furthermore, in S4, the estimated value or ratio of the runway structure aircraft landing vertical load at each moment refers to the combination of the calculation results of the estimated value or ratio of the runway structure aircraft landing vertical load at each moment in chronological order to form a continuous dynamic time history data sequence.

[0017] Furthermore, in S4, the dynamic time history data fully covers the entire landing load process from the moment the aircraft touches the ground until the taxiing speed drops to a preset threshold.

[0018] Compared with the prior art, the present invention has the following beneficial effects: 1. This invention directly estimates the vertical dynamic load on the runway structure during aircraft landing based on the momentum theorem, avoiding the need for large computational models based on numerous assumptions. By utilizing real measurement data of the aircraft's total mass and inertial vertical velocity, the interaction force between the aircraft and the runway structure is directly calculated according to the momentum theorem. Compared with traditional methods that rely on empirical coefficients or idealized models, this method can obtain physically meaningful estimation results under real operational conditions. The method has clear logic and conforms to basic principles of mechanics.

[0019] 2. This invention constructs a complete vertical dynamic load time history of the entire aircraft landing process based on QAR (Quality Availability and Ranging) data from flight quality monitoring. It can reflect the temporal changes of vertical dynamic loads during aircraft landing under different aircraft types, landing attitudes, and environmental conditions based on real data. By identifying the contact point using the landing gear compression state, and rapidly reconstructing the characteristics of vertical dynamic load changes during aircraft landing using data such as the total mass and inertial vertical velocity of the actual aircraft, the estimation results can fully reflect the differences in actual operating conditions, improving the reliability and adaptability of the results. The method is relatively comprehensive, and the results obtained are more consistent with reality than traditional methods.

[0020] 3. This invention employs standardized data processing procedures and automated calculation steps, making it directly applicable to intelligent processing of QAR (Quality Assurance, Ranging, and Airline) data for large-scale flight quality monitoring. It exhibits excellent replicability and scalability. Through standardized processing steps such as data alignment, landing time identification, and data time-course calculation, this method can operate automatically in the central systems or cloud platforms of airports and airlines, providing long-term data support for the design and maintenance of airport runway structures. The method is highly replicable, has significant automation potential, and is easy to apply and promote. Attached Figure Description

[0021] Figure 1 This is a flowchart illustrating the method of the present invention; Figure 2 This is a schematic diagram illustrating the dynamic time history of four types of data—landing gear compression state, total mass, inertial vertical velocity, and relative ground velocity—of an aircraft in an embodiment of the present invention, as well as the selection of their estimated start and end points. Figure 3 This is a dynamic time history diagram illustrating the estimated vertical load of the runway structure for aircraft landing from the estimated starting point to the estimated ending point, and its ratio to the aircraft's weight, in an embodiment of the present invention. Detailed Implementation

[0022] Overall, the method for estimating the vertical dynamic load of an aircraft landing on a runway structure based on flight quality monitoring in this invention includes: acquiring and aligning flight quality monitoring data such as time, landing gear compression state, total mass, inertial vertical velocity, and relative ground velocity during the aircraft landing process; determining the touchdown moment based on the landing gear compression state data after descent, and using this as the estimation starting point, followed by the moment when the aircraft's relative ground velocity falls below a preset value as the estimation endpoint; and calculating the estimated vertical load of the runway structure during the aircraft landing process and its ratio to the aircraft's weight based on the aircraft's total mass and inertial vertical velocity data at each moment and the time difference between the two moments, according to the momentum theorem, thus obtaining the dynamic time history of the vertical dynamic load estimation parameters for a single aircraft landing. This invention achieves standardized and intelligent estimation of the vertical dynamic load of an aircraft landing on a runway structure based on real flight quality monitoring data.

[0023] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. Component models, material names, connection structures, circuit structures, control methods, algorithms, and other features not explicitly described in this technical solution are considered common technical features disclosed in the prior art.

[0024] Example 1 like Figure 1 As shown in this embodiment, the method for estimating the vertical dynamic load of runway structure for aircraft landing based on flight quality monitoring mainly includes the following steps: Step 1: Obtain dynamic time-history data from the QAR installed on the aircraft, including time, landing gear compression status (left landing gear compression status, nose landing gear compression status, right landing gear compression status, etc.), total aircraft mass, aircraft inertial vertical velocity, and aircraft relative to ground velocity for a single flight. Align the various data types according to their corresponding times. Convert dimensional data to metric units. The Quick Access Recorder (QAR) is an airborne device used for flight data recording and is a core data acquisition component of the Flight Quality Assurance (FOQA) system.

[0025] Step 2: Based on the landing gear compression state data after the aircraft begins descent, from AIR to GROUND (or from NOT-COMPR to COMPR, indicating that the landing gear has contacted the ground and is under pressure), determine the aircraft's landing time and use this as the starting point for estimating the vertical dynamic load of the aircraft landing. When multiple landing gears land at different times, the landing time of the first landing gear is taken as the aircraft's landing time. The endpoint of the aircraft landing vertical dynamic load estimation is the moment after the starting point when the aircraft's relative speed to the ground is less than a certain empirically preset value.

[0026] Step 3: Based on the total mass of the aircraft, the aircraft's inertial vertical velocity, and the time difference between the current and previous moments, estimate the runway structure's vertical load for aircraft landing at the current moment using the momentum theorem. The calculation formula is as follows: (1) (2) In the formula, This represents the estimated vertical load for aircraft landing at each moment. This represents the estimated interaction force between the runway structure and the aircraft at each moment after offsetting gravity. Let the time difference between the current moment and the previous moment be denoted as . The total mass of the aircraft at the current moment. and These are the aircraft's inertial vertical velocities at the current moment and the moment before it, respectively. This is the acceleration due to gravity.

[0027] In practice, the estimated vertical load of the runway structure for aircraft landing at the current moment can be divided by the product of the total mass of the aircraft and the gravitational acceleration at the current moment to obtain the ratio of the vertical load of the runway structure for aircraft landing to the weight of the aircraft.

[0028] Step 4: Connect the estimated vertical load values ​​of the runway structure for aircraft landing at each moment or their ratio to the aircraft's weight to obtain the dynamic time history data of the estimated vertical dynamic load parameters of the runway structure for aircraft landing from the estimated starting point to the estimated ending point for a single aircraft landing.

[0029] As can be seen, the core technical principle lies in the real-time acquisition of key dynamic parameters during the aircraft landing process through a flight quality monitoring system, including time series, landing gear compression state, total aircraft mass, inertial vertical velocity, and relative ground velocity. These data are then timestamped to ensure synchronization, thus constructing a complete data foundation. Next, based on changes in the landing gear compression state, the starting point of the aircraft's touchdown is accurately identified as the starting point for load estimation. The estimated endpoint is determined by the moment when the relative ground velocity drops below a preset threshold, thereby defining the effective time window for the landing load. For each moment within this window, the momentum theorem is applied for real-time calculation. Based on the aircraft's total mass, inertial vertical velocity, and time interval between the current and previous moments, the estimated vertical dynamic load on the runway structure is derived. This calculation process directly utilizes physical laws, avoiding complex model assumptions, and can selectively output the load-to-aircraft weight ratio to enhance practicality. Finally, by concatenating the estimated values ​​or ratios of all moments, a complete vertical dynamic load dynamic time history curve from the starting point to the endpoint is generated, enabling visualization and quantitative analysis of the load throughout a single landing process.

[0030] The method of this invention completely eliminates the reliance on idealized load models or additional sensors. Through data-driven and automated processing, it significantly improves estimation efficiency and accuracy, and can adapt to different aircraft types and landing conditions, providing real-time and reliable load input for runway structure design and maintenance.

[0031] Application Example 1 The following example, using QAR data from a flight quality monitoring system on an Airbus A320 aircraft operated by a Chinese airline during a particular flight, illustrates the specific implementation process of this invention.

[0032] (1) Obtain dynamic time history data of time, landing gear compression status (left landing gear compression status, nose landing gear compression status, right landing gear compression status), total aircraft mass, aircraft inertial vertical velocity, and aircraft relative to ground velocity from the QAR installed on the aircraft for single-flight flight quality monitoring. The minimum time interval for the simultaneous effective recording of the five data categories is 1 second (the recording interval for some data categories is less than 1 second), and the QAR updates the data every 0.125 seconds. Align the data categories according to the corresponding time. Convert dimensional data to metric units (e.g., ...). Figure 2 (As shown).

[0033] (2) Based on the landing gear compression state data after the aircraft begins descent, the landing time is determined from AIR to GROUND. In this example, the left and right rear landing gears touch down first, and this is taken as the starting point for estimating the vertical dynamic load of the aircraft landing. The time when the aircraft's relative speed to the ground is less than 5.14 m / s (i.e., 10 knots) after the starting point is taken as the end point for estimating the vertical dynamic load of the aircraft landing (e.g., the time when the aircraft's relative speed to the ground is less than 5.14 m / s (i.e., 10 knots) as the empirically preset value (e.g., the time when the aircraft's speed relative to the ground is less than 5.14 m / s). Figure 2 (As shown).

[0034] (3) Based on the total mass of the aircraft at the current moment and the previous moment, the aircraft's inertial vertical velocity, and the time difference between the current moment and the previous moment (1 second in this example), estimate the vertical load of the runway structure aircraft landing at the current moment according to the momentum theorem. Furthermore, the estimated vertical load of the runway structure aircraft landing at the current moment can be divided by the product of the total mass of the aircraft at the current moment and the gravitational acceleration to obtain the ratio of the vertical load of the runway structure aircraft landing to the aircraft's weight.

[0035] (4) By concatenating the estimated vertical load of the runway structure for aircraft landing at each moment or its ratio to the aircraft's weight, the dynamic time history data of the estimated vertical dynamic load parameters of the runway structure for aircraft landing from the estimated starting point to the estimated ending point of a single aircraft landing are obtained (e.g., Figure 3 As shown in the figure, it can be observed that during the landing of this aircraft, the vertical load on the runway structure was the largest at the moment of landing, and then dynamically fluctuated around the aircraft's weight within the range of 0.8 to 1.4 times the aircraft's weight, which is consistent with objective laws.

[0036] The above description of the embodiments is provided to enable those skilled in the art to understand and use the invention. It will be apparent to those skilled in the art that various modifications can be made to these embodiments, and the general principles described herein can be applied to other embodiments without inventive effort. Therefore, the present invention is not limited to the above embodiments, and any improvements and modifications made by those skilled in the art based on the disclosure of the present invention without departing from the scope of the invention should be within the protection scope of the present invention.

Claims

1. A method for estimating the vertical dynamic load of an aircraft landing on a runway structure based on flight quality monitoring, characterized in that, The method comprises the following steps: S1, acquiring time, aircraft landing gear compression state, aircraft total mass, aircraft inertial vertical speed, and aircraft relative ground speed dynamic time history data in single flight flight quality monitoring, and aligning each type of data at the time corresponding to the data; S2, determining the time of aircraft landing as the starting point of aircraft landing vertical dynamic load estimation based on the aircraft landing gear compression state data acquired in S1, and determining the time when the aircraft relative ground speed is less than a preset value after the starting point as the estimation endpoint based on the aircraft relative ground speed dynamic time history data; S3, for each time within the range from the estimation starting point to the estimation endpoint determined in S2, calculating the runway structure aircraft landing vertical load estimation value at the current time based on the aircraft total mass, aircraft inertial vertical speed at the current time and the previous time, and the time difference between the two times according to the momentum theorem, and optionally calculating the ratio of the estimation value to the aircraft gravity; S4, concatenating the runway structure aircraft landing vertical load estimation value or ratio value at each time calculated in S3 to obtain the dynamic time history data of the vertical dynamic load estimation parameter of single aircraft landing from the estimation starting point to the estimation endpoint.

2. A runway structure aircraft landing vertical dynamic load estimation method based on flight quality monitoring according to claim 1, characterized in that, In S1, the time, aircraft landing gear compression state, aircraft total mass, aircraft inertial vertical speed, and aircraft relative ground speed dynamic time history data in single flight flight quality monitoring are acquired from the QAR installed on the aircraft.

3. A runway structure aircraft landing vertical dynamic load estimation method based on flight quality monitoring according to claim 1, characterized in that, In S1, it also includes converting the aligned dimensional data into values in metric units.

4. The method of estimating the vertical dynamic load of a runway structure aircraft landing based on flight quality monitoring according to claim 1, characterized in that, In S1, the aircraft landing gear compression state is a state data indicating whether the landing gear contacts the ground and is compressed; The aircraft inertial vertical speed is the inertial measurement speed data of the aircraft in the vertical direction; The aircraft relative ground speed is the horizontal speed data of the aircraft relative to the ground.

5. A runway structure aircraft landing vertical dynamic load estimation method based on flight quality monitoring according to claim 1, characterized in that, In S2, the time of aircraft landing is specifically determined based on the time when the landing gear compression state data changes from the air state to the ground compression state after the aircraft begins to descend; When there are multiple landing gears landing at different times, the landing time of the first landing gear is taken as the starting point of the aircraft landing vertical dynamic load estimation.

6. A runway structure aircraft landing vertical dynamic load estimation method based on flight quality monitoring according to claim 1, characterized in that, In S2, the preset value is an experience-based speed threshold.

7. A runway structure aircraft landing vertical dynamic load estimation method based on flight quality monitoring according to claim 1, characterized in that, In S3, the runway structure aircraft landing vertical load estimation value at the current time is calculated according to the momentum theorem, which is calculated by the following formula: （1） （2） wherein is the current estimate of the vertical load of the aircraft landing at each time instant, is the current estimate of the interaction force between the runway structure and the aircraft after the counteraction of gravity at each time instant, is the time difference between the current and the previous time instant, is the total mass of the aircraft at the current time instant, and are the vertical inertial velocities of the aircraft at the current and the previous time instant, respectively, is the acceleration of gravity.

8. A runway configuration aircraft landing vertical dynamic load estimation method based on flight quality monitoring according to claim 1, characterized in that, In S3, the ratio of the estimation value to the aircraft gravity is obtained by dividing the runway structure aircraft landing vertical load estimation value at the current time by the product of the aircraft total mass and the acceleration of gravity at the current time.

9. A runway configuration aircraft landing vertical dynamic load estimation method based on flight quality monitoring according to claim 1, characterized in that, In S4, the runway structure aircraft landing vertical load estimation value or ratio value at each time is a continuous dynamic time history data sequence formed by combining the runway structure aircraft landing vertical load estimation value or ratio value calculation results at each time in chronological order.

10. A runway structure aircraft landing vertical dynamic load estimation method based on flight quality monitoring according to claim 1, characterized in that, In S4, the dynamic time history data completely covers the entire landing load action process from the moment the aircraft touches the ground to the time when the taxi speed drops to a preset threshold.

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