An aircraft data acquisition system
By using boards based on the A429 and A825 bus protocols in the aircraft data acquisition system, the problem of difficulty in quickly and accurately reading aircraft sensor data in existing technologies has been solved. This enables the rapid and accurate acquisition of sensor data without disrupting the original bus layout, thereby improving maintenance efficiency and the accuracy of data acquisition.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SHANGHAI AIRCRAFT MFG
- Filing Date
- 2025-08-04
- Publication Date
- 2026-05-29
AI Technical Summary
Existing technologies make it difficult to quickly and accurately read internal sensor data during aircraft fuel tank testing, especially without disrupting the original bus layout and protocols. This results in long maintenance times, high costs, and a high risk of signal interference and protocol conflicts.
An aircraft data acquisition system comprising a first bus board and a second bus board is adopted. By simulating the original aircraft bus system, it uses the A429 and A825 bus protocols to collect sensor data of different protocol types. Protocol conversion is performed through a line interchangeable module to achieve fast and accurate data acquisition, avoiding disruption to the original bus layout.
It enables the rapid and accurate acquisition of sensor data without modifying the existing wiring, improving the speed and accuracy of data acquisition, reducing maintenance costs and time, and ensuring the compatibility and stability of the system.
Smart Images
Figure CN224304192U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of data acquisition, and in particular to an aircraft data acquisition system. Background Technology
[0002] When conducting fuel tank tests on aircraft, it is often necessary to read information from the fuel tank's sensors on the ground. For example, when using specific process equipment for fuel tank testing, data from sensors inside the aircraft, such as fuel level information, is required as the basis for the process equipment test. Therefore, there is an urgent need for a device that can accurately and quickly read data from sensors inside the aircraft. Utility Model Content
[0003] This invention provides an aircraft data acquisition system that can improve the efficiency and accuracy of reading data from internal aircraft sensors during the testing phase.
[0004] This utility model provides an aircraft data acquisition system, the system comprising: a first bus board and a second bus board; the aircraft includes a fuel remote data concentrator and a route interchangeable module;
[0005] The fuel remote data concentrator is connected to the second bus board, the second bus board is connected to the route changeable module, the route changeable module is connected to the first bus board, and the first bus board and the second bus board are also connected to the host computer.
[0006] The second bus board is used to receive the first sensor data and the second sensor data sent by the fuel remote data concentrator, and send the first sensor data and the second sensor data to the route interchangeable module;
[0007] The first bus board is used to receive third sensor data sent by the route interchangeable module;
[0008] The first bus board is used to receive the first acquisition command sent by the host computer and send the first raw sensor data to the host computer;
[0009] The second bus board is used to receive the second acquisition command sent by the host computer and send the second raw sensor data to the host computer;
[0010] Wherein, the first sensor data and the third sensor data are data of different protocol types corresponding to the first original sensor data; the second sensor data are data of different protocol types corresponding to the second original sensor data.
[0011] This utility model provides an aircraft data acquisition system, comprising: a first bus board and a second bus board; the aircraft includes a fuel remote data concentrator and a route-changing module; the fuel remote data concentrator is connected to the second bus board, the second bus board is connected to the route-changing module, the route-changing module is connected to the first bus board, and the first and second bus boards are also connected to a host computer; the second bus board is used to receive first sensor data and second sensor data sent by the fuel remote data concentrator, and send the first sensor data and second sensor data to the route-changing module; the first bus board is used to receive third sensor data sent by the route-changing module; the first bus board is used to receive a first acquisition command sent by the host computer, and send first raw sensor data to the host computer; the second bus board is used to receive a second acquisition command sent by the host computer, and send second raw sensor data to the host computer; wherein, the first sensor data and the third sensor data are data of different protocol types corresponding to the first raw sensor data; the second sensor data are data of different protocol types corresponding to the second raw sensor data. Specifically, the system can be externally connected to a specific part of the aircraft. Specifically, the fuel remote data concentrator is connected to a second bus board, the second bus board is connected to a route-changing module, and the route-changing module is connected to a first bus board. Through the first and second bus boards, first and second raw sensor data can be collected respectively. Therefore, this embodiment of the invention can quickly and accurately acquire the required sensor data. Attached Figure Description
[0012] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0013] Figure 1 This is a diagram of an aircraft data acquisition system provided in Embodiment 1 of this utility model;
[0014] Figure 2 A connection diagram of the aircraft data acquisition system provided in this embodiment of the utility model;
[0015] Figure 3 A schematic diagram of the structure of the aircraft data acquisition system provided in this embodiment of the utility model;
[0016] Figure 4 This is a flowchart of the testing process after the host computer acquires sensor data in an embodiment of this utility model. Detailed Implementation
[0017] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.
[0018] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, system, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, systems, products, or devices.
[0019] Example 1
[0020] Figure 1 This utility model provides an aircraft data acquisition system as described in Embodiment 1. This system can be externally connected to the aircraft. Specifically, the remote fuel data concentrator is connected to a second bus board, the second bus board is connected to a route-changing module, and the route-changing module is connected to a first bus board, thereby acquiring sensor data from inside the aircraft. Specifically, it can be applied to the acquisition phase of various sensor data before the aircraft is put into service, and the acquired sensor data can then be used to evaluate and test the aircraft's performance.
[0021] Specifically, the system includes: a first bus board 110 and a second bus board 120, a fuel remote data concentrator 130 connected to the second bus board 120, the second bus board 120 connected to the route interchangeable module 140, the route interchangeable module 140 connected to the first bus board 110, and the first bus board 110 and the second bus board 120 also connected to a host computer 150.
[0022] The second bus board is used to receive the first sensor data and the second sensor data sent by the fuel remote data concentrator, and send the first sensor data and the second sensor data to the route interchangeable module.
[0023] The first bus board is used to receive third sensor data sent by the route interchangeable module;
[0024] The first bus board is used to receive the first acquisition command sent by the host computer and send the first raw sensor data to the host computer.
[0025] The second bus board is used to receive the second acquisition command sent by the host computer and send the second raw sensor data to the host computer.
[0026] The host computer 150 serves as the system's control center and command issuing terminal, featuring a human-machine interface for issuing commands for data acquisition tasks and receiving final data. Optionally, the host computer includes an electronic display for configuring various parameters of the data acquisition task. Furthermore, after acquiring sensor data, data testing tasks can be performed on the host computer.
[0027] The first bus board 110 is a hardware interface card that integrates and supports the first bus protocol. It is responsible for converting received data into data under the first bus protocol and sending it out, or for converting received data under the first bus protocol into ordinary data and sending it out. Optionally, the first bus board can be an A429 board (ARINC429 bus interface card). The first bus protocol can be the A429 protocol.
[0028] The second bus board 120 is a hardware interface card that integrates and supports the second bus protocol. It is responsible for converting received data into data under the second bus protocol and sending it out, or for converting received data under the second bus protocol into ordinary binary data and sending it out. Optionally, the second bus board can be an A825 board (ARINC825 bus interface card). The second bus protocol can be the A825 protocol.
[0029] Wherein, the first sensor data and the third sensor data are data of different protocol types corresponding to the first original sensor data; the second sensor data are data of different protocol types corresponding to the second original sensor data.
[0030] Specifically, the protocol type of the first sensor data and the second sensor data is the second bus type (A825 protocol) corresponding to the second bus board; the first raw sensor data and the second raw sensor data are sensor signal data generated by the sensor; the protocol type of the third sensor data is the first bus type (A429 protocol) corresponding to the first bus board.
[0031] The fuel remote data concentrator (FRDC) is used to receive raw sensor data (first raw sensor data and second raw sensor data) from the sensors, convert the raw sensor data into first sensor data and second sensor data conforming to the second bus protocol type, and send them to the second bus board.
[0032] Optionally, the fuel remote data concentrator is connected to sensors, including a fuel level meter and a density meter, wherein the first raw sensor data is fuel level meter data and the second raw sensor data is density meter data.
[0033] Specifically, the fuel level gauge and density gauge can collect data on the fuel level in the aircraft fuel tank and the frequency status of the density gauge. The remote fuel data concentrator connects to the sensors and communicates with them via reserved sensor interfaces.
[0034] The Line Switchable Module (LRM) is an independent functional unit that integrates specific functional modules for implementing specific functions within the aircraft. Specifically, in this embodiment, the Line Switchable Module receives first and second sensor data forwarded by the second bus board, performs protocol conversion on the first and second sensor data, converting them into sensor data (third and fourth sensor data) under the first bus protocol, and then sends the third sensor data to the first bus board. It should be noted that, to avoid disrupting the original aircraft's data transmission, the third and fourth sensor data may also be transmitted to subsequent modules of the original aircraft, such as to the aircraft display screen; this is not limited here.
[0035] Optionally, the fuel remote data concentrator is connected to the second bus board via a second bus interface, and the route-changing module is connected to the first bus board via a first bus interface, and the route-changing module is connected to the second bus board via a second bus interface. Specifically, interface T1 is a reserved physical interface on the wiring harness connection separation surface, connecting the first and second bus boards via wires corresponding to the first and second bus interfaces, and connecting to the route-changing unit module; interface T2 is a reserved physical interface on the wiring harness connection separation surface, connecting the second bus board and the fuel remote data concentrator via wires corresponding to the second bus interface.
[0036] Optionally, the aircraft data acquisition system further includes a harness connection separation surface, wherein the T1 interface and the T2 interface are configured in the harness connection separation surface.
[0037] The wire harness connection separation surface is an integrated physical interface panel, typically composed of multiple standardized electrical connectors, used to achieve quick connection and disconnection between various parts of the system. It also ensures the reliability of signal transmission between system components, ease of maintenance, and interchangeability of equipment. It should be noted that the wire harness connection separation surface can also be other types of electrical or physical separation surfaces that achieve the same function; this is not limited here.
[0038] Optionally, the system further includes a power distribution box, which includes at least one DC power supply and is connected to a first bus board, a second bus board, and a host computer.
[0039] Specifically, the distribution box provides energy support for the overall power supply of the system.
[0040] Optionally, the aircraft data acquisition system may also include at least one metering port connected to a DC power supply and an external performance testing device.
[0041] Specifically, to ensure the normal operation of each part of the system, equipment testing needs to be performed regularly. Therefore, an external performance testing device can be connected to the DC power supply through the metering port, thereby enabling communication between the external performance testing device and the DC power supply. In this way, the performance of the DC power supply can be adjusted through the external performance testing device.
[0042] Specifically, when the first bus board (A429) and the second bus board (A825) of the aircraft data acquisition system are connected to the Line Responsible Module (LRM) and the Fuel Remote Data Concentrator (FRDC) inside the aircraft through the first bus interface and the second bus interface respectively, the Fuel Remote Data Concentrator will send the first sensor data and the second sensor data to the second bus board. The second bus board will send the first sensor data and the second sensor data to the Line Responsible Module. The Line Responsible Module will send the third sensor data to the first bus board.
[0043] Furthermore, when the first bus board receives the first acquisition command from the host computer, the first bus board will send the parsed first raw sensor data to the host computer. When the second bus board receives the second acquisition command from the host computer, the second bus board will send the second raw sensor data to the host computer.
[0044] It should be noted that FRDC can convert raw sensor data into A825 bus type sensor data, and LRM will parse and process the A825 bus type sensor data and convert it into A429 bus type sensor data. The specific conversion method will not be detailed here. Simultaneously, the A429 board will parse the A429 bus type sensor data back into processed raw sensor data and send it to the host computer's electronic display for display.
[0045] Furthermore, traditional external equipment for aircraft data acquisition is prone to disrupting the closed bus layout, causing signal interference or protocol conflicts; the access of incompatible equipment may lead to parsing errors, affecting the operation of the airborne system; and it requires disassembly of components or rewiring, resulting in long maintenance times and high costs, especially in scenarios such as line maintenance where rapid response is difficult. This system integrates A825 and A429 bus interfaces through a wiring harness connection interface, enabling external devices to acquire sensor data without disrupting the original bus layout and protocols. This significantly improves maintenance efficiency, eliminates the need to modify existing wiring, reduces modification costs, and increases the speed and accuracy of data acquisition.
[0046] For example, Figure 2This is a connection diagram of the aircraft data acquisition system provided in this embodiment of the utility model. The aircraft data acquisition system on the left side of the system includes a working unit, an A429 bus board, an A825 bus board, a split surface, and a power distribution box. The working unit includes a host computer. When the first bus board (A429) and the second bus board (A825) of the aircraft data acquisition system are connected to the Line Replaceable Module (LRM) and the Fuel Remote Data Concentrator (FRDC) inside the aircraft through the first bus interface and the second bus interface respectively, the Fuel Remote Data Concentrator sends first sensor data and second sensor data to the second bus board. The second bus board then sends the first sensor data and second sensor data to the Line Replaceable Module, and the Line Replaceable Module sends third sensor data to the first bus board. Furthermore, when the first bus board receives a first acquisition command from the host computer, the first bus board sends the parsed first raw sensor data to the host computer. When the second bus board receives a second acquisition command from the host computer, the second bus board sends the second raw sensor data to the host computer. It should be noted that the first and second bus boards are connected to the LRM via the T1 interface on the separation surface, and the second bus board is connected to the fuel remote data concentrator via the T2 interface. It should also be noted that the power distribution box provides power to the entire system. Furthermore, during data transmission in each part, different data can be transmitted through corresponding bus lines based on the bus protocol. The specific transmission lines are defined by the bus protocol itself, which will not be elaborated here. This invention, by simulating the aircraft's original bus system, achieves rapid and accurate capture of sensor data without disrupting the original aircraft bus architecture. It should still be noted that this system can directly... Figure 1 The system connects to the aircraft's internal systems via various methods to acquire sensor data. It should be noted that in the aircraft's existing wiring architecture, there is a fixed cable between the route changeable module and the fuel remote data concentrator for existing functions and data transmission; this will not be elaborated upon here. Figure 3 This is a schematic diagram of the structure of the aircraft data acquisition system provided by this utility model, as shown below. Figure 3As shown, the display is located on the test unit and is used to present the raw sensor data collected and analyzed by the A429 bus board in real time; the main control box is responsible for coordinating the information flow between the various boards inside the test unit and the host computer; the DC power supply provides stable DC power to the test unit, A429 bus board, A825 bus board and power distribution box; the wiring harness connection separation surface is the mechanical-electrical boundary between the aircraft's internal and external test equipment, T1 and T2 integrate the "first bus interface" and "second bus interface" for connection and data communication between the aircraft and this system; the metering port is used to calibrate the functions of the components in the system; the power interface and network port provide external power supply and network maintenance channels for the power distribution box, respectively; the USB and DP interfaces are expandable adaptive interfaces, used to connect hardware facilities such as mice and keyboards.
[0047] Figure 4 This is a flowchart illustrating the testing process after the host computer acquires sensor data in this embodiment of the invention. The overall process revolves around oil quantity and densitometer testing. The specific steps are as follows: First, the system selects the "Oil Quantity / Densitometer Test" mode, and then proceeds to the corresponding branch based on the test type (oil quantity or densitometer). If it is an oil quantity test, the system first determines whether to select the default duration: if the default duration is selected, the system directly proceeds to the "Start Test" stage; if not, the system manually "Enter Test Time" before starting the test. After the test starts, the system monitors in real time whether a "Terminate Test" command is triggered: if a termination command is received, the system executes "Interrupt Test"; if it is not terminated, the system "Waits for Test Completion". If it is a densitometer test, after starting, the system first "Start Densitometer Test Timing" and continuously "Monitor Densitometer Status" during the test to ensure the stability and effectiveness of data acquisition. After the test is completed, the system automatically "Stop Densitometer Test Timing" and proceeds to the next step. The entire process enables flexible management of test duration configuration, process monitoring, interruption control, and result output through conditional branching. It supports both rapid testing with default parameters and precise measurement needs with custom durations. Finally, the report generation function provides users with visualized test results, ensuring the integrity and ease of use of the testing process.
[0048] This invention simulates the bus data transmission logic inside an aircraft, enabling the successful retrieval of aircraft sensor data without disrupting the aircraft's original bus architecture, thereby achieving rapid and effective acquisition of sensor data.
[0049] The specific embodiments described above do not constitute a limitation on the scope of protection of this utility model. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.
Claims
1. An aircraft data acquisition system, characterized in that, The system includes: a first bus board and a second bus board; the aircraft includes a fuel remote data concentrator and a route-changeable module. The fuel remote data concentrator is connected to the second bus board, the second bus board is connected to the route changeable module, the route changeable module is connected to the first bus board, and the first bus board and the second bus board are also connected to the host computer. The second bus board is used to receive the first sensor data and the second sensor data sent by the fuel remote data concentrator, and to send the first sensor data and the second sensor data to the route changeable module; The first bus board is used to receive third sensor data sent by the route interchangeable module; The first bus board is used to receive the first acquisition command sent by the host computer and send the first raw sensor data to the host computer; The second bus board is used to receive the second acquisition command sent by the host computer and send the second raw sensor data to the host computer; Wherein, the first sensor data and the third sensor data are data of different protocol types corresponding to the first original sensor data; the second sensor data are data of different protocol types corresponding to the second original sensor data.
2. The system according to claim 1, characterized in that, include: The protocol type of the first sensor data and the second sensor data is the second bus type corresponding to the second bus board; The first raw sensor data and the second raw sensor data are sensor signal data generated by the sensors; The protocol type of the third sensor data is the first bus type corresponding to the first bus board.
3. The system according to claim 2, characterized in that, include: A fuel remote data concentrator is connected to sensors, including a fuel level meter and a density meter. The first raw sensor data is fuel level meter data, and the second raw sensor data is density meter data.
4. The system according to claim 1, characterized in that, The first bus board is an A429 board.
5. The system according to claim 1, characterized in that, The second bus board is an A825 board.
6. The system according to claim 1, characterized in that, The fuel remote data concentrator is connected to the second bus board via the second bus interface, and the route changeable module is connected to the first bus board via the first bus interface.
7. The system according to claim 6, characterized in that, The aircraft data acquisition system also includes a harness connection separation surface, in which the first bus interface and the second bus interface are configured.
8. The system according to claim 1, characterized in that, The host computer includes an electronic display.
9. The system according to claim 1, characterized in that, The system also includes a power distribution box, which includes at least one DC power supply and is connected to a first bus board, a second bus board, and a host computer.
10. The system according to claim 9, characterized in that, It also includes at least one metering port, which is connected to a DC power supply and is also connected to an external performance testing device.