METHOD AND SYSTEM FOR MONITORING STATIC PRESSURE PROBE MEASUREMENTS ON AN AIRCRAFT
The method enhances the precision of static pressure error detection in aircraft by calculating theoretical differentials using functions or neural networks, addressing the imprecision in existing systems and ensuring accurate error alerts.
Patent Information
- Application Number
- FR2023011322
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2023-10-19
- Publication Date
- 2025-11-28
- Estimated Expiration
- 2043-10-19
AI Technical Summary
Existing systems for detecting static pressure measurement errors in aircraft are not precise enough, necessitating a more refined method to identify potential errors in static pressure probes.
A method involving electronic circuitry to calculate a theoretical right-left static pressure differential using functions or trained neural networks, comparing it with actual measurements to generate alerts when differences exceed predetermined thresholds, thereby enhancing error detection precision.
Enables precise detection of static pressure measurement errors, improving the accuracy of aircraft systems by generating alerts for potential measurement discrepancies.
Smart Images
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Abstract
Description
Title of the invention: METHOD AND SYSTEM FOR MONITORING STATIC PRESSURE PROBE MEASUREMENTS ON AN AIRCRAFT technical field
[0001] The present invention relates to a method and a system for monitoring static pressure probe measurements of an aircraft, more particularly for detecting possible measurement errors of these static pressure probes. STATE OF PRIOR ART
[0002] On aircraft, static pressure is measured using a pair of probes installed symmetrically on either side of the aircraft fuselage. These are referred to as left-right static pressure probes.
[0003] Some ADIRU (Air Data Inertial Reference Unit) type systems monitor in real time the left-right differential between static pressure measurements. When this differential exceeds a predefined threshold, for example 30 millibars, the ADIRU type system in question considers that there are static pressure measurement errors.
[0004] However, although this approach allows for the correct detection of measurement errors, it would be desirable to provide a solution that allows for even more precise detection of possible static pressure measurement errors. Description of the invention
[0005] A method for detecting a measurement error in a pair of right-left static pressure sensors of an aircraft is thus proposed herein, the method being implemented by a system in the form of electronic circuitry, the method comprising the following steps: obtaining right / left static pressure measurements from the pair of right-left static pressure sensors which form a first set of aircraft equipment; calculating a right-left static pressure differential APsi from the measurements obtained; determining a theoretical right-left static pressure differential APsitheo, from a second set of aircraft equipment which is distinct from the first set of equipment; performing a comparison between the difference between the calculated right-left differential APsi and the theoretical right-left differential determined APsitheo with a predetermined threshold;and when the comparison shows that the difference between the calculated right-left differential APsi and the theoretical right-left differential determined APsitheo is greater than the predetermined threshold, generate a static pressure measurement error alert.
[0006] Thus, it is possible to detect with precision any possible errors in static pressure measurements.
[0007] In a particular embodiment, determining the theoretical right-left differential of static pressure APsitheo involves applying a function F for estimating the theoretical right-left differential of static pressure.
[0008] In a particular embodiment, the function F for estimating the theoretical right-left differential of static pressure is such that the theoretical right-left differential of static pressure APsitheo is calculated as follows: [°009] APsitheo = -kp- ny +Pdyn--^-Ôr j
[0010] where:
[0011] - kp represents a coefficient such that AKp^ = -kp . , where ^Kp^ represents a difference lateral sliding effect differential between the right and left sides of the aircraft fuselage;
[0012] - m represents the mass of the aircraft and * represents the gravitational acceleration;
[0013] - 5 represents the surface area of one wing of the aircraft;
[0014] - Pdyn represents the dynamic pressure;
[0015] - Cy represents the gradient of the aerodynamic coefficient of lateral lift which is due to the steering of the aircraft's rudder;
[0016] - Cy^ represents the gradient of the aerodynamic coefficient of lateral lift which is due to the aircraft skidding;
[0017] - n> represents the lateral load factor; and
[0018] - ôr represents the rudder deflection angle.
[0019] In a particular embodiment, the function F for estimating the theoretical right-left differential of static pressure is such that the theoretical right-left differential of static pressure APsi1heo is calculated as follows:
[0020] . (Cz.si)4+CySr-5r)
[0021] where:
[0022] - kp represents a coefficient such that AKp^ = -kp . fi , where AKp^ represents a dif lateral sliding effect differential between the right and left sides of the aircraft fuselage;
[0023] - Pciyn represents the dynamic pressure;
[0024] - Cy represents the gradient of the aerodynamic coefficient of lateral lift which is due to the steering of the aircraft's rudder;
[0025] - Cz represents the vertical lift coefficient; and
[0026] - represents the angle of inclination of the aircraft.
[0027] In a particular embodiment, determining a theoretical right-left differential of static pressure APsitheo involves using a trained neural network taking as inputs the following dataset:
[0028] - ny • m , where ny represents the lateral load factor and m represents the mass of the aircraft;
[0029] - the angle of attack of the aircraft;
[0030] - the deflection angle of the aircraft's rudder 5r;
[0031] - the engine speed differential zWl between an engine on the right side of the fuselage and a engine on the left side of the aircraft's fuselage; and
[0032] - the Mach number.
[0033] Also proposed here is a computer program product comprising instructions that cause an implementation of the process according to any one of the embodiments presented above, when the instructions are executed by a processor. Also proposed here is an information storage medium on which instructions are stored that cause an implementation of the process according to any one of the embodiments presented above, when the instructions are read from the information storage medium and executed by a processor.
[0034] Also proposed here is a monitoring system for right-left static pressure probe torque measurements of an aircraft, said system being in the form of an electronic circuit configured to: obtain right / left static pressure measurements from the right-left static pressure probe pair which forms a first set of aircraft equipment; calculate a right-left static pressure differential ^Psi from the measurements obtained; determine a theoretical right-left static pressure differential APsitheo, from a second set of aircraft equipment which is distinct from the first set of equipment; perform a comparison between the difference between the calculated right-left differential APsi and the theoretical right-left differential determined APsitheo with a predetermined threshold;and when the comparison shows that the difference between the calculated right-left differential APsi and the theoretical right-left differential determined APsitheo is greater than the predetermined threshold, generate a static pressure measurement error alert.
[0035] Also proposed here is an aircraft comprising at least one pair of right-left static pressure probes placed on either side of the fuselage, and at least one monitoring system for right-left static pressure probe pair measurements as shown above. Brief description of the drawings
[0036] The features of the invention mentioned above, as well as others, appear will become clearer upon reading the following description of at least one example of implementation, said description being made in relation to the attached drawings, among which:
[0037] [Fig.l] schematically illustrates an algorithm for monitoring static pressure probe measurements;
[0038] [Fig.2] schematically illustrates a first particular embodiment of a static pressure probe measurement monitoring system;
[0039] [Fig.3] schematically illustrates a second particular embodiment of the static pressure probe measurement monitoring system;
[0040] [Fig.4] schematically illustrates an example of a suitable hardware arrangement for implementing the algorithm of [Fig.1]; and
[0041] [Fig.5] schematically illustrates, in side view, an aircraft equipped with a static pressure probe measurement monitoring system.
[0042] DETAILED DESCRIPTION OF EMBODIMENT METHODS
[0043] Subsequently, various embodiments of a monitoring system for static pressure probe measurements of an aircraft are disclosed.
[0044] Such a static pressure probe measurement monitoring system is intended to be used to monitor measurements taken by the aircraft's right and left static pressure probes. Such an aircraft 500 is schematically illustrated, in side view, in [Fig. 5].
[0045] Such a static pressure probe measurement monitoring system is preferably integrated into an ADIRU (Air Data Inertial Reference Unit) type system connected to such static pressure probes on the right and left of the aircraft 500, i.e. placed symmetrically on the right and left of the fuselage of the aircraft 500. The ADIRU type system is a system providing speed and altitude information, as well as inertial references.
[0046] Detailed static pressure probe measurement monitoring is typically complemented by other static pressure probe measurement monitoring mechanisms.
[0047] Figure 1 schematically illustrates an algorithm for monitoring static pressure probe measurements. The algorithm in Figure 1 is implemented by the aforementioned static pressure probe measurement monitoring system.
[0048] In a step 102, the static pressure probe measurement monitoring system obtains left and right static pressure probe measurements. These measurements are thus obtained in real time from a first set of sensors formed by the static pressure probes on the left and right of the fuselage.
[0049] In step 104, the static pressure probe measurement monitoring system calculates a right-left static pressure differential ( / IPsi) from the measurements obtained in step 102.
[0050] In a step 106, the static pressure probe measurement monitoring system determines a theoretical right-left static pressure differential (APsithe(^) from measurements and data obtained from a second set of sensors or equipment of the aircraft 500 which is separate from the first set of sensors.
[0051] In a first embodiment, the static pressure probe measurement monitoring system incorporates a calculator to determine the theoretical right-left differential of static pressure (APsithe). This first embodiment is presented below in relation to [Fig.2].
[0052] In a second embodiment, the static pressure probe measurement monitoring system integrates a trained neural network to determine the theoretical right-left differential of static pressure (^shheo)- This second embodiment is presented below in relation to [Fig.3].
[0053] In a step 108, the static pressure probe measurement monitoring system compares the difference between the right-left differential calculated in step 104 (APsi) and that determined in step 106 (APsitheo) with a predetermined threshold TH.
[0054] In step 110, the static pressure probe measurement monitoring system checks whether the difference between the right-left differential calculated in step 104 and that determined in step 106 is greater than the predetermined threshold TH. If so, step 112 is performed; otherwise, step 102 is repeated for a new real-time cycle of static pressure probe measurement monitoring.
[0055] In step 112, the static pressure sensor measurement monitoring system generates a static pressure measurement error alert. For example, the alert is an avionics signal, audible and / or visual. In another example, the alert is a signal or message indicating that the measurements from the static pressure sensors are potentially erroneous.
[0056] Fig. 2 schematically illustrates the static pressure probe measurement monitoring system in a first embodiment.
[0057] In [Fig.2], the static pressure probe measurement monitoring system includes a first differential circuit DI 203 configured to provide at output a difference, in absolute value, between a first static pressure measurement supplied at input by a right static pressure probe SP_R 201 and a second static pressure measurement supplied at input by a left static pressure probe SP_L 202.
[0058] The static pressure probe measurement monitoring system further comprises a computer 210 which takes as input data (e.g., measurements) from
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[0075] Various sensors or equipment SI 221, S2 222 ... Sn 22n of aircraft 500. Computer 210 applies a function F to estimate the theoretical right-left differential of static pressure. The theoretical right-left differential of static pressure is thus provided as output by computer 210. In a particular embodiment, the function F is such that the theoretical right-left differential of static pressure APsitheo is calculated as follows: = Al ( + Pdyn--^-ôr ) Or : - kp represents a coefficient such that AKp^ = -kp. / 3 , where ^Kp^ represents a differential of side slip effect between the right and left sides of the fuselage; - m represents the mass of the aircraft 500 and & represents the gravitational acceleration; - 5 represents the surface area of one wing of the aircraft (note that this wing surface area serves as a common reference for determining aerodynamic coefficients); - Pdyn represents the dynamic pressure; - Cy represents the gradient of the aerodynamic coefficient of lateral lift which is due to the steering angle of the aircraft's rudder; - Cy' represents the gradient of the aerodynamic coefficient of lateral lift, which is P due to the skidding (also called lateral slippage) of the aircraft; - n> represents the lateral load factor; and - ôr represents the rudder deflection angle of the aircraft. For example, the coefficient is obtained by flight tests, or by wind tunnel tests, or by calculations, or by theoretical analysis. It is known that, in aircraft, the dynamic pressure (Pdyn) is calculated from the static pressure measurement and the total pressure measurement (Ptot). It is important to understand that here, the focus is on the difference in static pressure measurements between the right and left sides of the fuselage. Thus, even if one measurement contains an error, this results in a small error in the dynamic pressure, which does not compromise the ability to detect the difference between the two static pressure measurements. In another embodiment, the function F is such that the theoretical right-left differential of static pressure APsitheo is calculated as follows: ^theo^ ■ (Cz-sinÿ +Cyô / ôr) Or : - Cz represents the aerodynamic coefficient of vertical lift; and
[0076] - represents the angle of inclination of the aircraft.
[0077] The static pressure probe measurement monitoring system further includes a second differential circuit D2 230 configured to provide as output the difference, in absolute value, between the output of the first differential circuit DI 203 and the output of the computer 210 (i.e., the difference between the right-left differential calculated in step 104 and that determined in step 106).
[0078] The static pressure probe measurement monitoring system further includes a comparator C 240 configured to compare the output of the second differential circuit D2 230 with a predetermined threshold TH. In this first embodiment, the predetermined threshold TH is, for example, equal to a TH1 value of 10 millibars.
[0079] The static pressure probe measurement monitoring system further includes a WG (Warning Generator) 250 circuit configured to generate a static pressure measurement error alert, as described above, when the comparator output C 240 indicates that the output of the second differential circuit D2 230 is greater than the predetermined threshold TH.
[0080] Figure 3 schematically illustrates the probe measurement monitoring system. of static pressure, in a second embodiment.
[0081] In [Fig. 3], the static pressure probe measurement monitoring system includes the first differential circuit DI 203 and the static pressure probes SP_R 201 and SP_L 202, as described above in relation to [Fig.2].
[0082] The static pressure probe measurement monitoring system further includes a neural network NN 211 trained to provide as output an estimate of the theoretical left-right differential of static pressure as a function of a set of data from different sensors or equipment S'1 321, S'2 322 ... Sn 32n of aircraft 500.
[0083] The NN 211 neural network thus takes the following dataset as input:
[0084] - ny • m , where it is recalled that ny represents the lateral load factor etm re presents the mass of the aircraft 500;
[0085] - the angle of attack of the aircraft 500;
[0086] - 5r, the rudder deflection angle of the aircraft;
[0087] - H / V1, the engine speed differential between an engine on the right side of the fuselage and a engine on the left side of the fuselage; and
[0088] - the Mach number.
[0089] A learning phase can be carried out by collecting these different data, as well as consolidated static pressure measurements, in order to train the NN 211 neural network to evaluate the value of the theoretical right-left differential of static pressure APsithe() as a function of the parameters listed above.
[0090] Once the training of the NN 211 neural network is validated, the trained NN 211 neural network can be used in flight to determine the theoretical right-left differential of static pressure APsitheo as a function of the real-time values of the parameters listed above.
[0091] The static pressure probe measurement monitoring system also includes the second differential circuit D2 230, the comparator C 240 and the alert generator circuit WG 250, as described above in relation to [Fig.2]. Thus, the second differential circuit D2 230 is configured to provide as output the difference, in absolute value, between the output of the first differential circuit DI 203 and the output of the neural network NN 211 (ze, the difference between the right-left differential calculated in step 104 and that determined in step 106).
[0092] In this second embodiment, the predetermined threshold TH is for example equal to a TH2 value of 5 millibars.
[0093] In one embodiment example, the NN 211 neural network includes a hidden layer with 15 nodes.
[0094] The arrangements shown above in relation to Figs. 2 and 3 make it possible to implement, in the form of electronic circuits, a process according to the algorithm of [Fig. 2]. The algorithm of [Fig. 2] can also be implemented in software form for execution by a processor, as described below in relation to [Fig. 4].
[0095] Fig. 4 thus schematically illustrates an example of a hardware platform adapted to implement the static pressure probe measurement monitoring system (referenced SYS 400 on Fig. 4) in the form of electronic circuitry.
[0096] The hardware platform then comprises, connected by a communication bus 410: a processor or CPU (“Central Processing Unit”) 401; a RAM (“Random Access Memory”) 402; a read-only memory 403, for example of type ROM (“Read Only Memory”) or EEPROM (“Electrically-Erasable Programmable ROM”) or of type Flash; a storage unit, such as a hard disk drive (HDD) 404, or a storage media reader, such as an SD card reader (“Secure Digital”); and an interface manager 1 / 1' 405.
[0097] The I / f interface manager 405 allows the hardware platform to interact with sensors of the aircraft 500. In one embodiment, the I / f interface manager 405 allows the hardware platform to interact with peripherals, such as human-machine interface peripherals (cockpit screen...) of the aircraft 500.
[0098] The processor 401 is capable of executing instructions loaded into RAM 402 from ROM 403, external memory, storage media (such as an SD card), or a communication network. When the Once the hardware platform is powered on, the 401 processor is able to read instructions from RAM 402 and execute them. These instructions form a computer program, causing the 401 processor to implement all or part of the steps described here.
[0099] All or part of the steps described herein can thus be implemented in software form by the execution of a set of instructions by a programmable machine, for example a DSP (Digital Signal Processor) or a microcontroller, or be implemented in hardware form by a dedicated machine or electronic component (chip) or a dedicated set of electronic components (chipset). Generally speaking, the SYS 400 system includes electronic circuitry adapted and configured to implement the steps described herein.
Claims
Demands
1. A method for detecting a measurement error in a pair of right-left static pressure sensors of an aircraft (500), the method being implemented by a system in the form of electronic circuitry, the method comprising: - obtaining (102) right / left static pressure measurements from the pair of right-left static pressure sensors which form a first set of equipment of the aircraft (500); - calculating (104) a right-left static pressure differential APsi from the measurements obtained; - determining (106) a theoretical right-left static pressure differential APsithem from a second set of equipment of the aircraft (500) which is distinct from the first set of equipment; - performing (108) a comparison between the difference between the calculated right-left differential APsi and the theoretical right-left differential determined APsi^^ with a predetermined threshold;- when the comparison shows that the difference between the calculated right-left differential APsi and the theoretical right-left differential determined APsitheo is greater than the predetermined threshold, generate (112) a static pressure measurement error alert.;
2. Method according to claim 1, wherein determining a theoretical right-left differential of static pressure APsithea comprises applying a function F for estimating the theoretical right-left differential of static pressure.
3. A method according to claim 2, wherein the function F for estimating the theoretical right-left differential of static pressure is such that the theoretical right-left differential of static pressure APsithe(> is calculated as follows: = "V +Pdyn--~-Ôr j where: - kp represents a coefficient such that AKpp = -kg.fi, where AKp represents a lateral sliding effect differential between the right and left sides of the aircraft fuselage; - m represents the mass of the aircraft and θ represents the gravitational acceleration; - θ represents the area of a wing of the aircraft; - Pdyn represents the dynamic pressure; - Cy represents the gradient of the aerodynamic coefficient of lateral lift which is due to the deflection of the aircraft's rudder; - Cy^ represents the gradient of the aerodynamic coefficient of lateral lift which is due to the sideslip of the aircraft; - represents the lateral load factor; and - ôr represents the deflection angle of the aircraft's rudder.
4. A method according to claim 2, wherein the function F for estimating the theoretical right-left static pressure differential is such that the theoretical right-left static pressure differential APsitheo is calculated as follows: where: - kp represents a coefficient such that AK = -kp . 0, where AKPp represents a lateral sliding effect differential between the right and left sides of the aircraft fuselage; - Pdyn represents the dynamic pressure; - Cy represents the gradient of the aerodynamic coefficient of lateral lift which is due to the deflection of the aircraft's rudder; - represents the aerodynamic coefficient of vertical lift; and - 0 represents the aircraft's bank angle.
5. Method according to claim 2, wherein determining a theoretical right-left static pressure differential APsitheo comprises using a trained neural network (211) taking as inputs the following data set: - ny . m , where ny represents the lateral load factor and m represents the mass of the aircraft; - the angle of attack α of the aircraft; - the rudder deflection angle θ of the aircraft; - the engine speed differential zWl between an engine on the right side of the fuselage and an engine on the left side of the aircraft fuselage; and - the Mach number.
6. Product computer program comprising instructions causing an implementation of the method according to any one of claims 1 to 5, when the instructions are executed by a processor.
7. Information storage medium on which instructions are stored causing an implementation of the method according to any one of claims 1 to 5, when the instructions are read from the information storage medium and executed by a processor.
8. A system for monitoring the torque measurements of static pressure probes of an aircraft (500), said system being in the form of electronic circuitry configured to: - obtain (102) static pressure measurements from the pair of static pressure probes that form a first set of aircraft equipment; - calculate (104) a static pressure differential APsi from the measurements obtained; - determine (106) a theoretical static pressure differential APsirheo, from a second set of aircraft equipment that is distinct from the first set of equipment; - perform (108) a comparison between the difference between the calculated static pressure differential APsi and the theoretical static pressure differential determined APsi^) with a predetermined threshold;- when the comparison shows that the difference between the calculated right-left differential APsi and the determined theoretical right-left differential APsithe is greater than the predetermined threshold, generate (112) a static pressure measurement error alert.;
9. Aircraft (500) comprising at least one pair of right-left static pressure probes placed on either side of the fuselage, and at least one monitoring system for right-left static pressure probe pair measurements according to claim 8.