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

Method for carrying out flight phase division on airplane QAR data

Technical Field

The invention relates to the field of airplane QAR data flight phase division work, in particular to a method for carrying out flight phase division on airplane QAR data.

Background

QAR (Quick Access Recorder) fast access recorder, inherited and developed in flight data recorder (commonly known as black box) system, is an important airborne electronic device for recording aircraft flight parameters. In which a large number of data generated by the aircraft during flight are recorded, known as QAR data.

The data generated on the aircraft are summarized into a DFDR computer mainly through an ARINC429 bus data format, the ARINC429 data format data are converted into an ARINC573/ARINC717/ARINC767 format by the DFDR computer, and then the downloaded data are downloaded to a server of an airline company when the aircraft lands through a WQAR module. The data analyst of the airline converts it into QAR data by decryption and decoding software for further analysis by the data analyst.

The national aviation bureau of China goes out in 2000 and has specified the work of monitoring and controlling the flight quality of the national aviation bureau of China. In the regulations, the office requires the flight quality monitoring work to be a daily work of the airlines. The monitoring range should include at least unit handling quality and engine condition. Therefore, each airline company establishes a flight quality monitoring department to analyze and judge the QAR data.

In general, the downloaded QAR data takes the voyage as a basic unit, and the QAR data of each voyage includes one or more complete flights, from starting the engine (driving), taking off, cruising, approaching, and stopping to landing, and each stage has corresponding data characteristics and event content to be identified and calculated. For example: in the take-off stage, QAR analysts need to identify whether the front wheel lifting speed is too high; in the near stage, the QAR analyst needs to identify whether an excessive rate of degradation is occurring, etc. Therefore, the step division of the downloaded QAR data is the basis for the analysis and judgment of the QAR data.

Existing flight phase segmentation and event detection methods use finite state automata of the flight phase to segment the flight phase, where there are a number of boundary conditions involving field height, such as: event monitoring for large aircraft descent rates requires 500 to 1000 feet high, state transition from approach to final approach requires 1000 feet high, etc. The recording devices on board the aircraft do not record the field height data directly, and radio heights are often used directly as the field height data in data analysis, which is not actually accurate. On the one hand, the radio altitude is greatly affected by terrain fluctuations, and on the other hand, the effective range of the radio altitude is generally limited, and beyond this value the radio altimeter fails. The standard sea pressure and the corrected sea pressure are affected by the ground temperature, the front aircraft wake flow and the like in many aspects, and data fluctuation often occurs when the aircraft approaches the ground, so 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.

Disclosure of Invention

The invention aims at: aiming at the problems in the prior art, a method for carrying out flight phase division on the QAR data of the airplane is provided to solve the problems that the standard sea pressure, the corrected sea pressure and the radio altitude record on the airplane are greatly influenced by environmental factors, and are directly used as inaccurate field altitude judgment standards, so that the state transition is inaccurate.

The invention aims at realizing the following technical scheme:

a method of flight phase classification of 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) And dividing the flight phase in the whole flight segment data.

As a further technical scheme, the specific steps of the step (1) are 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.

As a further technical scheme, 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 drops 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.

As a further technical solution, if the radio altimeter data of the aircraft does not pass through the field height record height h, traversing all the data in the whole stage, searching the lowest point of the radio altimeter from the ground, recording the point as a field height reference point, and subtracting the radio altitude from the corrected sea pressure height of the point to obtain the field height reference height.

As a further technical scheme, 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.

As a further technical scheme, 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.

As a further technical scheme, the specific steps for judging the state of each frame of navigation segment according to the state transition boundary condition are 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.

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

(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.

Drawings

FIG. 1 is a flight phase division flow chart;

FIG. 2 is a state transition diagram;

FIG. 3 is a takeoff point field height fitting result;

fig. 4 is a Liu Dianchang high fit result;

fig. 5 is a flight phase division result.

Description of the embodiments

The invention will now be described in detail with reference to the drawings and specific examples.

Examples

The embodiment provides a method for performing flight phase division on QAR data of an airplane, which can be applied to the field of analysis of the QAR data, and the specific flow of the method is shown in fig. 1 and 2. Taking a decoding result of a certain type of aircraft as an example, the corrected sea pressure reference conversion coefficient n is 33.86, the corrected sea pressure altitude conversion coefficient k is 28.0, the maximum value w of a radio altimeter is 3200, and the predefined field height record height is 200, and the specific embodiment process comprises the following steps:

step 1: calculating a corrected sea pressure reference and a corrected sea pressure height, wherein the specific steps are as follows:

step 1.1: the corrected sea pressure reference is obtained by multiplying the air pressure reference value recorded in the QAR data by 33.86.

Step 1.2: the corrected sea pressure reference is subtracted using the standard air pressure reference 1013.21 to obtain the difference between the corrected sea pressure reference (i.e., the current true air pressure reference value) and the standard air pressure reference.

Step 1.3: and (3) multiplying the difference value obtained in the step (1.2) by 28.0 to obtain the sea pressure correction value.

Step 1.4: subtracting the sea pressure correction value obtained in the step 1.3 from the standard sea pressure height value recorded in the QAR data to finally obtain the corrected sea pressure height of the aircraft.

Step 2: the method for searching the field height datum point during the take-off and landing of the aircraft comprises the following specific steps:

step 2.1: when the radio altitude of the aircraft is smaller than 3200 feet, the aircraft is judged to be in a take-off or approach stage currently, and data judgment is started frame by frame.

Step 2.2: when the radio altimeter descends below 200 feet in a certain frame, the corresponding position of the frame is recorded as a field height reference point, and the corrected sea pressure height of the corresponding position of the frame is subtracted from the radio altitude to obtain a field height reference height.

Step 2.3: if the radio altimeter data of the aircraft does not pass through the altitude of 200 feet due to special reasons (incomplete data or flying, the data in the whole stage is traversed, the lowest point of the radio altimeter data from the ground is searched, the point is recorded as a field height datum point, and the corrected sea pressure height of the point is subtracted from the radio altimeter data to obtain the field height datum height.

Step 3: the method for calculating the field height in the whole flight section of the airplane comprises the following specific steps:

step 3.1: each frame is traversed and if the current radio altimeter height is less than 200 feet, the current radio altimeter height is directly taken as the field height.

Step 3.2: if the current radio altimeter height is greater than 200 feet, a field height datum point nearest to the frame is determined according to the frame index position.

Step 3.3: the current corrected sea pressure altitude is subtracted by the nearest field height reference altitude to obtain the field height, and the calculated results of the field heights at the departure point and the landing point are shown in fig. 3 and 4.

Step 4: dividing flight phases in the whole leg data: namely, substituting QAR data into a finite state automaton, judging the state of each frame of the navigation segment according to state transition boundary conditions according to data such as field height, radio height, lifting rate, sea pressure height and the like, and carrying out navigation segment segmentation, wherein the specific steps are as follows:

step 4.1: the flight status of the first frame is set to the pre-flight preparation phase.

Step 4.2: and (3) running downwards frame by frame, judging the flight state of the previous frame, and searching for a corresponding finite state automaton conversion condition. The conversion conditions of the finite state automaton are shown in table 1;

TABLE 1

Last frame status	Conditions (conditions)	Changing state
			Flight preparation	The rotation speed of the left and right engines N1 and N2 is more than 11 percent	Driving car
Driving car	The ground speed is continuously greater than 10 knots, and the rotating speed of the left and right engine N1 is greater than 11 percent	Slide out
			Slide out	The rotation speed of the left and right engine N1 is continuously more than 60 percent, the ground speed is more than 50 percent and the rotation speed is continuously increased	Take-off
Take-off	A field height of greater than 50 feet	Initial climbing
			Initial climbing	A field height greater than 1500 feet	Climbing up
Climbing up	Vertical velocity absolute value is continuously less than 200 feet/minute	Cruising device
			Climbing up	Vertical velocity continuously less than-300 feet/minute	Descent down
Cruising device	Vertical velocity continuously less than-300 feet/minute	Descent down
			Cruising device	Vertical velocity continues to be greater than 300 feet/minute	Climbing up
Descent down	Vertical velocity absolute value is continuously less than 300 feet/minute	Cruising device
			Descent down	Vertical velocity continues to be greater than 300 feet/minute	Climbing up
Descent down	Vertical velocity continues to be greater than 1000 feet per minute and field height is less than 3000 feet	Approach to
			Approach to	The field height is continuously increased and is left and rightThe rotation speed of the engine N1 lasts for 5 seconds and is more than 70 percent	Flying around
Flying around	A field height greater than 1500 feet	Climbing up
			Approach to	A field height of less than 1000 feet	Final approach
Final approach	Landing gear wheel load signal is not null	Landing
			Landing	The vertical rate is continuously greater than 300 feet/minute and the engine N1 speed is continuously greater than 70 percent	Ground and fly away
Ground and fly away	A field height greater than 1500 feet	Climbing up
			Landing	The ground speed is less than 50 knots	Slide in
Slide in	The rotation speed of the left and right engine N2 is less than 1 percent and the ground speed is less than 1 section	Closing vehicle

Step 4.3: and judging whether the current frame reaches the change condition of the finite state automaton.

Step 4.4: if so, changing to the corresponding stage.

Step 4.5: if not, the last frame state is maintained.

After the segment segmentation results are converted into corresponding values according to table 2, the final segment segmentation results are shown in fig. 5.

TABLE 2

Flight phase	English name	Corresponding numerical value
			Flight preparation	PREFLIGHT	0
Driving car	ENGINE START	1
			Slide out	TAXI OUT	2
Take-off	TAKE OFF	3
			Initial climbing	INITIAL CLIMB	4
Climbing up	CLIMB	5
			Cruising device	CRUISE	6
Descent down	DESCENT	7
			Approach to	APPROACH	8
Final approach	FINAL APPROACH	9
			Landing	LANDING	10
Slide in	TAXI IN	11
			Closing vehicle	ENGINE Stop	12
Flying around	GO AROUND	13
			Ground and fly away	TOUCH AND GO	14
Unknown	NOT KNOWN/UNKNOWN	20

The field height data directly affects the flight phase division. In traditional data analysis, the radio altitude is often directly used as a basis for calculating the field altitude in the whole flight section of the aircraft, the radio effective range is within 2600 feet, and the influence of terrain fluctuation is large to cause altitude data jitter. However, in the airport range, the terrain and ground are flat, the aircraft height is also in the radio effective range, and the radio height record data is more accurate. The corrected barometric pressure has wider effective range for correction calculation according to the atmospheric pressure, is not influenced by the terrain, but can be influenced by the gas flow rate, the ambient temperature and the like, and particularly has more prominent influence when approaching a runway in the take-off and landing phases of flight. The method combines the radio altitude and the corrected sea pressure altitude to calculate the accurate field height, and can perform more accurate flight phase division according to the finite state automaton traversal decoding data frame.

The foregoing description of the preferred embodiment of the invention is not intended to be limiting, but rather to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the 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.