CN116453377B - Method for carrying out flight phase division on airplane QAR data - Google Patents

Abstract

The invention provides a method for carrying out flight phase division on airplane QAR data, which comprises the following steps: calculating a corrected sea pressure reference and a corrected sea pressure height; searching a field height datum point when the aircraft takes off and lands; calculating the field height in the whole flight section of the aircraft; and dividing the flight phase in the whole flight segment data. The invention has the advantages that: (1) The radio height and the corrected sea pressure height are utilized to carry out comprehensive calculation, so that the field height of the aircraft in-field and out-of-field can be accurately calculated, and safety monitoring personnel can be helped to monitor the aircraft state under the aircraft landing profile; (2) Abnormal event data such as the fly-away after the ground can be accurately identified, and the business personnel can conveniently and rapidly locate related events.

Description

A method of flight phase division for aircraft QAR data

technical field

The invention relates to the field of aircraft QAR data flight phase division, in particular to a method for aircraft QAR data flight phase division.

Background technique

QAR (Quick Access Recorder), inherited and developed from the flight data recorder (commonly known as black box) system, is an important airborne electronic device for recording aircraft flight parameters. It records a large number of data generated by the aircraft during the flight, which is called QAR data.

The data generated on the aircraft is mainly summarized into the DFDR computer through the ARINC429 bus data format, and then the DFDR computer converts the ARINC429 data format data into the ARINC573/ARINC717/ARINC767 format, and then passes the WQAR module to download the data when the aircraft lands to the airline's server. Airline data analysts convert it into QAR data through decryption and decoding software for further analysis by data analysts.

In 2000, the Civil Aviation Administration of China promulgated the regulations on the management of flight quality monitoring by the Civil Aviation Administration of China. In the regulations, the Bureau requires that flight quality monitoring should become a routine work of airlines. The scope of monitoring should at least include crew handling quality and engine condition. Therefore, each airline has set up a flight quality monitoring department to analyze and judge QAR data.

Generally speaking, the QAR data downloaded is based on flight segments, and the QAR data of each flight segment includes one or more complete flights, from starting the engine (driving), taking off, cruising, approaching, and then landing. Car, each stage has corresponding data characteristics and event content that needs to be recognized and calculated. For example: in the take-off phase, QAR analysts need to identify whether the nose wheel is turned too fast; during the approach phase, QAR analysts need to identify whether the descent rate is too high, and so on. Therefore, the stage division of the downloaded QAR data is the basis of QAR data analysis and judgment.

The existing flight phase division and event detection methods use the finite state automaton of the flight phase to segment the flight segment, and there are a large number of boundary conditions involving the field height. 1,000 feet, transition from approach to final approach requires 1,000 feet field height, etc. The recording equipment on the aircraft does not directly record the field height data, and the radio height is often directly used as the field height data in data analysis, which is actually not accurate. On the one hand, the radio altitude is greatly affected by terrain fluctuations, on the other hand, the effective range of the radio altitude is generally limited, and the radio altimeter will become invalid after exceeding this value. However, the standard sea pressure and the corrected sea pressure altitude are affected by many aspects such as the ground temperature and the wake of the front aircraft, and data fluctuations often occur when the aircraft is close to the ground. Therefore, a new method is needed to integrate the radio altitude and the standard sea pressure altitude. To calculate the current field height of the aircraft.

Contents of the invention

The purpose of the present invention is to: aim at the problem existing in the prior art, provide a kind of method that aircraft QAR data is carried out flight stage division, to solve the standard sea pressure on the plane, correction sea pressure and radio altitude record are greatly affected by environmental factors, It is inaccurate to directly use it as the field height judgment standard, which leads to the problem of inaccurate state transition.

The purpose of the invention of the present invention is achieved through the following technical solutions:

A method for dividing aircraft QAR data into flight phases, the method comprising steps as follows:

(1) Calculate the corrected sea pressure datum and corrected sea pressure height;

(2) Find the field height reference point when the aircraft takes off and lands;

(3) Calculate the field height in the whole flight segment of the aircraft;

(4) Divide the flight stages in the entire flight segment data.

As a further technical solution, the specific steps of the step (1) are as follows:

(1.1) Multiply the barometric reference value recorded in the QAR data by the modified sea pressure reference conversion factor n to obtain the corrected sea pressure reference;

(1.2) Calculate the difference between the standard air pressure reference and the corrected sea pressure reference;

(1.3) Multiply the aforementioned difference by the correction sea pressure altitude conversion coefficient k to obtain the sea pressure correction value;

(1.4) Subtract the aforementioned sea pressure correction value from the standard sea pressure altitude value recorded in the QAR data, and finally obtain the corrected sea pressure altitude of the aircraft.

As a further technical solution, the specific steps of the step (2) are as follows:

(2.1) When the radio altitude of the aircraft is less than the maximum value w of the radio altimeter, judge that it is currently in the take-off or approach phase, and then start to judge the data frame by frame;

(2.2) When the radio altimeter drops below the pre-specified field height record height h in a certain frame, record the corresponding position of this frame as the field height reference point, and subtract the radio altitude from the corrected sea pressure altitude at the corresponding position of this frame Get field height base height.

As a further technical solution, if the radio altimeter data of the aircraft has not passed the field height record height h, then traverse all the data in the entire stage, find the lowest point of the radio height from the ground, and record the position of this point as the field height reference point, And subtract the radio altitude from the corrected sea pressure altitude at this point to obtain the field height reference altitude.

As a further technical solution, the specific steps of the step (3) are as follows: traverse each frame, if the current radio altimeter height is less than the field height record height h, directly use the current radio altimeter height as the field height; if the current When the height of the radio altimeter is greater than the field height record height h, the field height reference point nearest to the frame is judged according to the frame index position, and the field height is obtained by subtracting the current corrected sea pressure altitude from the nearest field height reference height.

As a further technical solution, the specific steps of the step (4) are as follows: Substituting the QAR data into the finite state automaton, according to the field height, radio height, lift rate, and sea pressure height, and according to the state transition boundary conditions, judge the navigation of each frame. Segment status, split the flight segment.

As a further technical solution, the specific steps for judging the state of each frame flight segment according to the state transition boundary conditions are as follows:

(4.1) Set the flight state of the first frame to the pre-flight preparation stage;

(4.2) Run downward frame by frame, judge the flight state of the previous frame, and find the corresponding finite state automaton transition conditions;

(4.3) Judging whether the current frame meets the change condition of the finite state automaton, if it does, change to the corresponding stage, if not, keep the state of the previous frame.

Compared with the prior art, the present invention has the following advantages:

(1) Comprehensive calculation using radio altitude and corrected sea pressure altitude can accurately calculate the field height when the aircraft enters and departs, and helps safety monitoring personnel monitor the aircraft status under the aircraft landing profile;

(2) It can accurately identify abnormal event data such as go-around and go-around after touchdown, which is convenient for business personnel to quickly locate relevant events.

Description of drawings

Figure 1 is a flow chart of flight phase division;

Figure 2 is a state transition diagram;

Fig. 3 is the field height fitting result of the take-off point;

Fig. 4 is the fitting result of the landing point field height;

Figure 5 shows the results of the flight phase division.

Implementation

The present invention will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

Example

This embodiment provides a method for dividing aircraft QAR data into flight stages, which can be applied in the field of analysis of QAR data. The specific flow of this method is shown in FIG. 1 and FIG. 2 . Taking the decoding result of a certain type of aircraft as an example, the modified sea pressure reference conversion coefficient n is 33.86, the modified sea pressure altitude conversion coefficient k is 28.0, the maximum value w of the radio altimeter is 3200, and the pre-specified field height record height is 200. The specific embodiment process then includes:

Step 1: Calculate the corrected sea pressure datum and corrected sea pressure height, the specific steps are as follows:

Step 1.1: Multiply the barometric reference value recorded in the QAR data by 33.86 to obtain the corrected sea pressure reference.

Step 1.2: Use the standard barometric reference 1013.21 to subtract the corrected sea pressure reference to obtain the difference between the corrected sea pressure reference (that is, the current true barometric reference value) and the standard barometric reference.

Step 1.3: Multiply the difference obtained in step 1.2 by 28.0 to obtain the sea pressure correction value.

Step 1.4: Subtract the sea pressure correction value obtained in step 1.3 from the standard sea pressure altitude value recorded in the QAR data, and finally obtain the corrected sea pressure altitude of the aircraft.

Step 2: Find the field height reference point when the aircraft takes off and lands, the specific steps are as follows:

Step 2.1: When the radio altitude of the aircraft is less than 3200 feet, it is judged that it is currently in the take-off or approach phase, and data judgment is started frame by frame.

Step 2.2: When the radio altimeter drops below 200 feet in a certain frame, record the corresponding position of this frame as the field height reference point, and subtract the radio altitude from the corrected sea pressure altitude corresponding to the frame to obtain the field height reference height.

Step 2.3: If the radio altimeter data of the aircraft does not pass the height of 200 feet due to special reasons (incomplete data or go-around), traverse all the data in the whole stage, find the lowest point of the radio height from the ground, and record The position of this point is used as the field height reference point, and the field height reference height is obtained by subtracting the radio altitude from the corrected sea pressure altitude of this point.

Step 3: Calculate the field height in the whole flight segment of the aircraft, the specific steps are as follows:

Step 3.1: Traversing each frame, if the current radio altimeter height is less than 200 feet, directly use the current radio altimeter height as the field height.

Step 3.2: If the current radio altimeter altitude is greater than 200 feet, judge the field height reference point closest to the frame according to the frame index position.

Step 3.3: Subtract the nearest field height reference altitude from the current corrected sea pressure altitude to obtain the field height. The calculation results of the field height at the take-off point and landing point are shown in Figure 3 and Figure 4.

Step 4: Divide the flight phases in the entire flight segment data: Substituting the QAR data into the finite state automaton, judging the flight phase of each frame according to the state transition boundary conditions according to the data such as field height, radio altitude, lift rate, sea pressure altitude, etc. Segment status, split the flight segment, the specific steps are as follows:

Step 4.1: Set the flight state of the first frame to the pre-flight preparation stage.

Step 4.2: Run down frame by frame, judge the flight state of the previous frame, and find the corresponding finite state automaton transition conditions. The conversion conditions of the finite state automata are shown in Table 1;

Table 1

Last frame state condition state of change flight preparation The speeds of N1 and N2 of the left and right engines are greater than 11% drive drive The ground speed is continuously greater than 10 knots and the N1 speed of the left and right engines is greater than 11% slide out slide out The N1 speed of the left and right engines is continuously greater than 60% and the ground speed is greater than 50 and keeps increasing take off take off Field height greater than 50 feet initial climb initial climb Field heights greater than 1500 feet to climb to climb The absolute value of the vertical velocity is less than 200 feet per minute continuously cruise to climb Vertical velocity consistently less than -300 ft/min decline cruise Vertical velocity consistently less than -300 ft/min decline cruise Vertical velocity continuously greater than 300 ft/min to climb decline The absolute value of the vertical velocity is less than 300 feet per minute continuously cruise decline Vertical velocity continuously greater than 300 ft/min to climb decline Vertical velocity continuously greater than 1000 ft/min and field height less than 3000 ft approach approach The field height continues to increase and the N1 speed of the left and right engines continues to exceed 70% for 5 seconds go-around go-around Field heights greater than 1500 feet to climb approach Field heights less than 1000 feet final approach final approach Landing gear wheel load signal is not null landing landing Vertical velocity consistently greater than 300 ft/min and left and right engine N1 speeds consistently greater than 70% go-around after touchdown go-around after touchdown Field heights greater than 1500 feet to climb landing Ground speed less than 50 knots slide in slide in The N2 speed of the left and right engines is less than 1% and the ground speed is less than 1 knot turn off the car

Step 4.3: Judging whether the current frame meets the change condition of the finite state automaton.

Step 4.4: If achieved, change to the corresponding stage.

Step 4.5: If not reached, keep the last frame state.

After converting the flight segment segmentation results into corresponding values according to Table 2, the final flight segment segmentation results are shown in Figure 5.

Table 2

flight stage English name corresponding value flight preparation PREFLIGHT 0 drive ENGINE START 1 slide out TAXI OUT 2 take off TAKE OFF 3 initial climb INITIAL CLIMB 4 to climb CLIMB 5 cruise CRUISE 6 decline DESCENT 7 approach APPROACH 8 final approach FINAL APPROACH 9 landing LANDING 10 slide in TAXI IN 11 turn off the car ENGINE STOP 12 go-around GO AROUND 13 go-around after touchdown TOUCH AND GO 14 unknown NOT KNOWN/UNKNOWN 20

Field height data directly affects the division of flight phases. In traditional data analysis, the calculation of the field height in the entire flight segment of the aircraft is often directly based on the radio altitude, and the effective range of the radio is within 2,600 feet, and is greatly affected by terrain fluctuations, causing altitude data to jitter. But within the scope of the airport, the terrain and the ground are relatively flat, and the altitude of the aircraft is also within the effective range of the radio. At this time, the radio altitude record data is more accurate. The corrected sea pressure altitude is corrected according to the atmospheric pressure and has a wider effective range. It is not affected by the terrain, but it will be affected by the gas flow rate and ambient temperature, especially when the takeoff and landing phase of the flight is close to the runway. This method combines the radio altitude and the corrected sea pressure altitude to calculate the accurate field height, and according to the finite state automaton to traverse the decoded data frame, it can carry out more accurate flight stage division.

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. It should be noted that any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should include Within the protection scope of the present invention.

Claims (4)

1. A method of performing flight phase classification on aircraft QAR data, the method comprising the steps of:

(1) Calculating a corrected sea pressure reference and a corrected sea pressure height;

(2) Searching a field height datum point when the aircraft takes off and lands;

(3) Calculating the field height in the whole flight section of the aircraft;

(4) Dividing flight phases in the whole flight segment data;

the specific steps of the step (2) are as follows:

(2.1) when the radio altitude of the aircraft is smaller than the maximum value w of the radio altimeter, judging that the aircraft is currently in a take-off or approach stage, and then starting to perform data judgment frame by frame;

(2.2) when the radio altimeter descends below a predetermined field height recording height h in a certain frame, recording the corresponding position of the frame as a field height reference point, and subtracting the radio altitude from the corrected sea pressure height of the corresponding position of the frame to obtain a field height reference height;

the specific steps of the step (3) are as follows: traversing each frame, and directly taking the current radio altimeter height as the field height if the current radio altimeter height is smaller than the field height record height h; if the current radio altimeter height is larger than the field height recording height h, judging a field height datum point nearest to the frame according to the frame index position, and subtracting the nearest field height datum height from the current corrected sea pressure height to obtain the field height;

the specific steps of the step (4) are as follows: and substituting the QAR data into a finite state automaton, judging the state of each frame of the navigation segment according to the field height, the radio height, the lifting rate and the sea pressure height and the state transition boundary condition, and carrying out navigation segment segmentation.

2. The method of aircraft QAR data of claim 1, wherein said step (1) is performed as follows:

(1.1) multiplying the air pressure reference value recorded in the QAR data by a corrected sea pressure reference conversion coefficient n to obtain a corrected sea pressure reference;

(1.2) calculating the difference between the standard air pressure reference and the corrected sea pressure reference;

(1.3) multiplying the difference value by a corrected sea pressure altitude conversion coefficient k to obtain a sea pressure correction value;

and (1.4) subtracting the sea pressure correction value from the standard sea pressure height value recorded in the QAR data to finally obtain the corrected sea pressure height of the aircraft.

3. A method of flight phase division of aircraft QAR data as claimed in claim 1 wherein if the aircraft radio altimeter data does not pass the field height record height h, all data throughout the phase is traversed, the lowest point of the radio altitude from ground is found, the point is recorded as the field height reference point, and the corrected sea pressure altitude of the point is subtracted from the radio altitude to obtain the field height reference height.

4. The method for performing flight phase segmentation on aircraft QAR data according to claim 1, wherein said step of determining the status of each frame of leg according to the state transition boundary conditions is as follows:

(4.1) setting the flight status of the first frame to a pre-voyage preparation phase;

(4.2) running downwards frame by frame, judging the flight state of the previous frame, and searching for a corresponding finite state automaton conversion condition;

and (4.3) judging whether the current frame reaches the change condition of the finite state automaton, if so, changing to a corresponding stage, and if not, maintaining the state of the previous frame.