CN109977517A - A kind of personal landing again and group's offline mode comparative analysis method based on QAR parameter curve - Google Patents
A kind of personal landing again and group's offline mode comparative analysis method based on QAR parameter curve Download PDFInfo
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Abstract
The present invention relates to a kind of personal landing again and group's offline mode comparative analysis method based on QAR parameter curve, belong to data analysis field.This method are as follows: for some important typical QAR parameters, the parameter curve of different segments is aligned by touchdown time first, then ground connection is taken first 30 seconds to 20 seconds after ground connection to each segment, totally 50 seconds data, and the value of the different segment parameters is ranked up, and 80%, 90%, 95% intermediate part is taken to represent population level respectively, draw out corresponding histogram.Then it is directed to some specific segment, compares the difference of its QAR parameter curve and group's curve, so that pilot be helped to find the difference between oneself operation and public operation, facilitates the occurrence cause for analyzing again landing event.
Description
Technical field
The invention belongs to data analysis fields, are related to a kind of personal landing again and group's flight based on QAR parameter curve
Mode comparative analysis method.
Background technique
Flight safety is always that Civil Aviation Industry pays close attention to object, is pacified according to Boeing's great flight in 1959~2016 years
Full casualty data show, is the mission phase for being easiest to generation serious accident into close and landing period, accident and dangerous
The incidence of event is apparently higher than other mission phases.Although landing period is average only to account for the 1% of the flight time, its accident hair
Raw rate is but up to 24%, and therefore, landing period is the critical stage that flight safety guarantees.
It lands again and is used as a kind of flight safety accident, refer to when aircraft landing moment, the impact of undercarriage and ground generation
Load (generally being indicated with normal acceleration) is more than the event of prescribed limit.In the security incident of landing period, landing again is
Frequent unsafe incidents occur for one type, and as a kind of risk case, bad fly can not only be brought to passenger by landing again
Row experience, damage airline image, again land take place frequently can accelerate wing, undercarriage, engine structure fatigue damage even
Fracture increases the occurrence probability of landing safety accident, brings huge economic losses to airline, can cause calamity when situation is serious
Difficulty damage sequence threatens to passenger's life security.
The method for visualizing of QAR parameter curve can help pilot to intuitively understand oneself flight dynamic, and can
The origin cause of formation that comprehensive multiple parameters curve counterweight lands is analyzed.However the one of this method the disadvantage is that be difficult multiple segments it
Between carry out lateral comparison, i.e., pilot can not know oneself operating curve in integrated operation curve in where, with
" average " horizontal difference is much, in order to make up this disadvantage, proposes the scheme based on individual with population differenceization analysis, Li et al.
People has carried out similar work, they are found from the flight QAR data of magnanimity using cluster and outlier detection method
The flight curve model of which abnormal parameters, but there is also some defects: firstly, their method is not applied to by Li et al. people
It is landed in analyzing again；Secondly, what they were analyzed is full row section curve, it cannot reflect the fine granularity curve model of segment part.
Summary of the invention
In view of this, the purpose of the present invention is to provide a kind of, personal land again based on QAR parameter curve flies with group
Row mode comparative analysis method.
In order to achieve the above objectives, the invention provides the following technical scheme:
A kind of personal landing again and group's offline mode comparative analysis method based on QAR parameter curve, this method are as follows:
For typical QAR parameter, the parameter curve of different segments is aligned by touchdown time first, then to each segment
It takes ground connection first 30 seconds to 20 seconds after ground connection, totally 50 seconds data, and the value of the different segment parameters is ranked up, and takes respectively
80%, 90%, 95% intermediate part represents population level, draws out corresponding histogram；
Then it is directed to some specific segment, on the group's curvilinear band figure for corresponding parameter that its QAR parameter curve is added to,
It compares and analyzes.
Further, typical case's QAR parameter is VRTG, IVV, PITCH, PITCH control command, ENGINE, WIND and nothing
Line electrical height.
Further, the specific comparative analysis of the change curve of the VRTG are as follows:
Select landing load larger, i.e. their VRTG curve and group are analyzed in the landing segment again VRTG peak value >=1.6g
The difference of body curve, the results showed that, the VRTG peak value of these segments all far beyond the 95% section upper bound, then observes these
Variation of the VRTG curve of segment before 50 feet illustrates these segments air-flow when into close land if curve fluctuation is smaller
It is relatively steady, to further illustrate that pilot operator causes a possibility that landing bigger again；
The specific comparative analysis of the change curve of the IVV are as follows:
At 50 feet to ground connection this period, the rate of descent IVV curve of this four segments show it is more apparent " under
It is convex " feature, and averaged curve is then in obvious " convex " feature, two different curve features represent two kinds of completely different behaviour
Operation mode, pilot can targetedly reinforce training accordingly, to control the rate of descent before landing；
The specific comparative analysis of the change curve of the PITCH are as follows:
The bigger landing segment again of landing load, PITCH curve often deviate considerably from group's curve, enter 50 fast
When feet, the PITCH of these heavy landing segments often will appear apparent decline；
The specific comparative analysis of PITCH control command curve are as follows:
The push-pull rod operation mode of pilot is divided into two classes, and one kind is that operation is compared " violent ", and another kind of is to compare
Compared with " soft "；If land only from the point of view of the amount of push-pull rod and non-heavy landing segment seem that there is no significant differences again；
However, if being primarily focused on 50 feets former seconds to being grounded this section, the again totality of landing segment pilot
Operation is that push rod amount is greater than pull rod amount, rather than the overall operation of landing segment pilot is that pull rod amount is greater than push rod amount again, by this
Kind feature extraction comes out, and facilitates the event prediction that landed again；
The specific comparative analysis of the change curve of the ENGINE are as follows:
With engine speed than being N11 and N12 respectively, they respectively correspond No. 1 and No. 2 there are two relevant QAR parameters
Engine speed ratio, rotating ratio is higher, and engine output power is stronger；
It lands again and the N11 value of non-heavy landing segment is begun to decline after entering 50 feets, N11 is from the beginning of
It is identical to drop to the time required for being reduced to minimum value, and segment of landing again is since 50 foot ground times are obviously heavier than non-
Land segment is short, has caused engine speed to drop to minimum point aircraft not yet and has just been grounded, the minimum point of N11 curve will appear
After ground connection, so that curve integrally moves to right；
The specific comparative analysis of the change curve of the WIND are as follows:
Wind speed is decomposed into diameter aweather and crosswind, diameter aweather indicate that crosswind is indicated with WIN_CRS with WIN_ALG；Analyze certain
Shear, the push-pull rod operation of pilot aweather all occur with crosswind at 50 feet to diameter during being grounded for a little segments of landing again, discovery
Compare fiercely, the pitch attitude variation of aircraft is more violent, illustrates that wind speed exerts a certain influence to the operation of pilot；
The specific comparative analysis of radio altitude curve are as follows:
It at the time of identical before 50 feet to ground connection this period, ground connection, that is, is grounded first 3 seconds, 2 seconds and 1 second, boat of landing again
The radio altitude of section is apparently higher than non-heavy landing segment, and the decrease speed for the segment that illustrates to land again is apparently higher than non-heavy landings and navigates
Section, and the curve of landing segment has deviated considerably from group's curve again；
Again the characteristics of the substantially linear decline of the radio altitude of landing segment, in contrast, non-heavy landing segment
The conic section of curve closer to " under convex " decline gentler that is, closer to touchdown time, and the variation of radio altitude curve is special
Point helps to portray the landing stationarity of aircraft.
The beneficial effects of the present invention are: the work of the present invention and Li et al. people are primarily present following difference:
(1) goal in research is different: the work of Li et al. people is primarily to find the abnormal patterns in QAR parameter curve, so
After be fed back to aviation expert and be further analysed, work is mainly used in the event detection that transfinites, abnormal flight operation mould
Formula discovery etc..And the main purpose that the present invention works be by the comparative analysis of individual QAR parameter curve and group's curve,
Pilot is helped to find the occurrence cause to land again, purpose is definitely.
(2) time range considered is different: the work of Li et al. people considers the entire mission phase that landing is flown to from, leads to
It crosses resampling (Re-Sampling) and each segment is normalized to the identical feature vector of length, then vector is clustered
Operation, thus the operation mode that notes abnormalities.And present invention work focuses on landing period, although the stage only accounts for entire segment
1% or so, but it is most important for landing safety, and the present invention is by providing fine-grained analysis to landing period, more
Facilitate the reason of finding landing safety accident.
The invention proposes the landing research methods again based on individual with population differenceization analysis, for some important
Typical QAR parameter, first by the parameter curve of different segments by touchdown time be aligned, then to each segment take ground connection preceding 30
Second arrives after ground connection 20 seconds, totally 50 seconds data, and is ranked up to the value of the different segment parameters, and takes centre respectively
80%, 90%, 95% part represents population level, draws out corresponding histogram.Then it is directed to some specific segment, compares it
The difference of QAR parameter curve and group's curve.The present invention gives VRTG, IVV, PITCH, PITCH control command, wind speed, nothings
Individual and the group's comparing result of the parameters such as line electrical height.Individual and the population differenceization analysis side proposed through the invention
Method can help pilot to find the difference between oneself operation and public operation, facilitate the hair for analyzing again landing event
Raw reason.
Detailed description of the invention
In order to keep the purpose of the present invention, technical scheme and beneficial effects clearer, the present invention provides following attached drawing and carries out
Illustrate:
Fig. 1 is the general frame based on individual with population differenceization analysis；
Fig. 2 is the VRTG curve of landing segment (VRTG >=1.6g)；
Fig. 3 is the VRTG curve of non-heavy landing segment (VRTG < 1.5g)；
Fig. 4 attaches most importance to the IVV curve of segment (VRTG >=1.6g) of landing；
Fig. 5 is the IVV curve of non-heavy landing segment (VRTG < 1.5g)；
Fig. 6 attaches most importance to PITCH the and IVV curve of segment (VRTG >=1.6g) of landing；
Fig. 7 is the PITCH curve of non-heavy landing segment (VRTG < 1.5g)；
Fig. 8 attaches most importance to the PITCH control command curve of segment (VRTG >=1.6g) of landing；
Fig. 9 is the PITCH control command curve of non-heavy landing segment (VRTG < 1.5g)；
Figure 10 is the area schematic diagram that curve surrounds；
Figure 11 attaches most importance to the N11 curve of segment (VRTG >=1.6g) of landing；
Figure 12 is the N11 curve of non-heavy landing segment (VRTG < 1.5g)；
Figure 13 attaches most importance to the WIND curve of segment (VRTG >=1.6g) of landing；
Figure 14 is the WIND curve of non-heavy landing segment (VRTG < 1.5g)；
Figure 15 attach most importance to land segment (VRTG >=1.6g) radio altitude it is bent；
Figure 16 is the radio altitude curve of non-heavy landing segment (VRTG < 1.5g).
Specific embodiment
Below in conjunction with attached drawing, a preferred embodiment of the present invention will be described in detail.
1 algorithm introduction
Method proposed by the invention is based primarily upon the individual QAR parameter curve of landing period and group compares, entirety
Frame is as shown in Figure 1.Specifically, first against some important typical QAR parameters, by the parameter curve of different segments
(shown in vertical dotted line as shown in figure 1) is aligned by touchdown time.Then ground connection is taken first 30 seconds to 20 seconds after ground connection to each segment,
Totally 50 seconds data, to guarantee that the data length of different segments is consistent.Then at each moment for some specific QAR ginseng
Number, is ranked up the value of the different segment parameters, and 80%, 90%, 95% intermediate part is taken to represent population level respectively,
Draw out corresponding histogram.Segment finally analyzed for some, by its QAR parameter curve (bottom in Fig. 1
Red curve) the corresponding parameter that is added to group's curvilinear band figure on, compare and analyze.
2 interpretations of result
2.1 VRTG curves
Selected the landing segment again of 4 landing loads larger (VRTG peak value >=1.6g) first, analysis VRTG curve with
The difference of group's curve, as a result as shown in Figure 2.The VRTG peak value of the row section is given above Fig. 2, so that analyst is heavy to this
, there is a visual impression in the case where land." [50ft- > 0ft] time " above Fig. 2 indicates the segment aircraft under 50 feets
Drop to the time used in touchdown time, it can be seen that the time of these heavy landing segments was all shorter, at 5 seconds or so.Fig. 2
In red solid line indicate the VRTG Parameters variation curve of the segment, blue solid lines are the curves being made of the average value of group,
The blue bands that three colors gradually become shallower as respectively correspond 80%, 90%, 95% section of group's VRTG curve.It can be seen that
The VRTG peak value of this four segments is all far beyond the 95% section upper bound.The meaning of three purple vertical lines in Fig. 2: past from a left side
The aircraft that the right side respectively represents analyzed segment is in 50 feets, ground connection moment, three moment of dead ground, in Fig. 2
Give corresponding label character.It should be noted that using touchdown time (intermediate vertical line) to different in population analysis
Segment is aligned, and different segments are often different into the time of 50 feets and the time of dead ground, therefore Fig. 2
In the vertical line of left and right two only corresponding analyzed segment, do not represent the 50 feet moment and dead ground moment of group.
Pass through variation of the observation VRTG curve before 50 feet, it can be seen that top right plot corresponds to the VRTG curve of segment more in Fig. 2
Steadily, and other three segments are then fluctuated and are become apparent from, illustrate that segment air-flow when into close land is steady, therefore pilot operator
Cause a possibility that landing again bigger.
As a comparison, the lesser non-heavy landing segment of 4 landing loads has been randomly selected, as a result as shown in Figure 3.It can see
It arrives, within 50 feet to dead ground of this period, the VRTG curve of these segments is all in envelope curve.Entering 50 feet
Before height, the VRTG curve of both the above segment is more steady, illustrates that landing air-flow is more steady, following two segment
VRTG curve then fluctuates larger, illustrates that airflow fluctuation is larger.Meanwhile comparison diagram 2, it can be seen that 50 of several segments in Fig. 3
Foot is to the ground connection time about at 8~10 seconds, hence it is evident that higher than segment of landing again.
2.2 IVV curves
It is analyzed by the IVV curve visibility of the 2nd chapter, 50 feets of discovery to ground connection pilot's this period are to IVV
Control it is most important, therefore also give individual and the IVV curve comparison result of group here.Choose four weights in Fig. 2
Landing segment, IVV Dependence Results as shown in figure 4, from Fig. 4 it can be clearly seen that 50 feet to ground connection this period,
The IVV value (IVV is negative, only considers order of magnitude here) of four segments is apparently higher than population level, both the above segment
IVV curve deviate farther, therefore its heavy landing load is also bigger.At 50 feet to ground connection this period, this four segments
IVV curve shows more apparent " under convex " feature, and averaged curve is then in obvious " convex " feature, two different curves
Feature represents two kinds of completely different operation modes, and pilot can targetedly reinforce training accordingly, to control
Rate of descent before land.In addition, it is also seen that in Fig. 4 top right plot segment, IVV when entering 50 feet is maximum, reaches
- 800ft/min, thus its to be grounded the time used also shorter, only crossed 4.75s and be just grounded.Although upper left corner segment into
IVV at 50 feet is not counting very high (about -700ft/min), but after entering 50 feet, the rate of descent of aircraft is not
Have and reduce at once, but of short duration rising occurs, so its ground connection time is also very short, only 4.75 seconds.Following two segment,
IVV when aircraft enters 50 feet is 700 or so, and IVV has begun decline after entering 50 feets, so being grounded
Time is slightly long, is 5.25 seconds.
As a comparison, the IVV change curve of 4 non-heavy landing segments is given, as shown in Figure 4.It can be seen that in 50 English
Ruler is to being grounded this period, and the IVV change curve of this four segments is substantially all in 80% section, in addition, with segment of landing again
The characteristics of IVV curve " under convex ", is compared, and the IVV curve of non-heavy landing segment has the characteristics that apparent " convex ", that is, enters 50 English
After ruler height, IVV is first reduced rapidly, so that the decrease speed of aircraft slows down as early as possible, then the reduction trend of IVV gradually tends to
Steadily, so that the instantaneous IVV before landing is controlled in 0~-200ft/min range.At the time of entering 50 feet, this
The IVV of four non-heavy landing segments is slightly less than segment of landing again about between -600~-700ft/min, but difference is not
It is very big.Since the IVV control strategy of non-heavy landing segment is " being tight first and loosen afterward ", in 50 feet to ground connection this period
Average IVV specific gravity landing segment it is smaller, so its 50 feet to ground connection the times it is also longer, about between 8~9 seconds.
2.3 PITCH curves
The IVV of aircraft is usually influenced by its pitch attitude (PITCH), therefore also gives the PITCH of individual with group
Curve comparison result.Four segments of landing again in Fig. 4 are chosen, PITCH Dependence Results are as shown in Figure 6.For the ease of carrying out
IVV curve in Fig. 4 has been also added in Fig. 6 by association analysis, and left side is IVV curve, and right side is that the segment is corresponding
PITCH curve.It can be seen that the segment that both the above load is bigger, PITCH curve has deviated considerably from group's curve, in addition,
Fastly enter 50 feet when, there is apparent decline in the PITCH of the two segments, this also explains why
The IVV curve on the left side can rise before entering 50 feets.In addition, before entering 50 feets, second segment
(VRTG=1.688) average pitch attitude is about 2.5 °, and the average pitch attitude of first segment (VRTG=1.695) is about
It is 3 °, therefore IVV of second segment before entering 50 feet is being apparently higher than first segment, this explanation, into the nearly stage
Suitable pitch angle need to be kept to realize the control to IVV.
Before entering 50 feets, pitch angle variation is more violent for third segment, when entering 50 feet,
Pitch angle has had reached 4 °, and pilot may be first to reduce pitch angle in order to avoid wiping tail and then drawing high, but at this time
Height is already below 50 feet, and the control effect to IVV will necessarily be lost by reducing pitch angle, it will be seen that left figure in Fig. 6
Middle IVV curve can deviate group's curve in midway.By observing PITCH curve of 50 feet of this four segments to ground connection section,
It was found that its there are following common features: curve rises later, and ascending curve substantially linearly or slightly " under convex " curve.
As a comparison, for the non-heavy landing segment of 4 in Fig. 5, the PITCH curve that its individual is compared with group is provided,
As shown in Figure 7.It is begun to ramp up it can be seen that the PITCH curve in Fig. 7 is substantially at 50 feet moment, if individually seeing
50 feet are examined to being grounded this section of curve, it can be found that its common feature be early period ascendant trend it is obvious, it is gradually steady later or slightly
Micro- decline.Comparison diagram 5 is it is not difficult to find that the benefit of this pitching changing pattern is can rapidly to reduce IVV early period, the later period
Gradually adjustment enables aircraft to be grounded with lesser IVV again, and 50 feet are unlikely to too long to the time is grounded again.
2.4 PITCH control command curves
The pitch attitude of aircraft be mainly pass through pilot pitch control order (PITCH_CPT in corresponding QAR and
PITCH_FO parameter) come what is controlled, it lands and non-heavy landing segment again for 4 in Fig. 6 and Fig. 7 respectively, provides it
Individual and the group's correlation curve of PITCH control command, as shown in Figure 8 and Figure 9.Since a usually only pilot is as master
Operation, therefore the operating curve of main operation pilot is only gived in Fig. 8 and Fig. 9, PITCH_CPT corresponds to captain, PITCH_FO
Corresponding slave is long.
In addition, also giving the corresponding PITCH control command curve in non-heavy landing segment, as shown in Figure 9.
As it can be seen in figure 9 that the push-pull rod operation mode of pilot substantially can two classes, it is " acute that one kind is that operation is compared
It is strong ", as shown in the column of the left side one in Fig. 8 and the lower-left figure in Fig. 9.Another kind of is relatively " soft ", such as Fig. 8 and figure
Shown in bottom right subgraph in 9.If land only from the point of view of the amount of push-pull rod and non-heavy landing segment seem that there is no significant again
Difference, such as lower-left subgraph in Fig. 9 push-pull rod operation also relatively acutely, but final landing load very little.However,
If be primarily focused on 50 feets former seconds to being grounded (i.e. 20~30s of abscissa corresponds to area in Fig. 9 in this section
Between), and consider the area that blue curve (average value) and red curve surround, red curve is higher than to the face of blue curve part
Product is defined as S+, the area that red curve is lower than blue curve part is defined as S?, as shown in Figure 10.It can be seen that scheming
This section 20~30s in 10, the again S of landing segment+It is apparently higher than S?, rather than the segment landed again is then just the opposite, S?
It is apparently higher than S+, illustrate that the overall operation of landing segment pilot is push rod amount greater than pull rod amount again in this section, and
The overall operation of non-heavy landing segment pilot is that pull rod amount is greater than push rod amount, and this feature extraction is come out, it will help into
The capable event prediction that lands again.
2.5 ENGINE curves
Aircraft in advance would generally draw aeroengine according to the height of antenna of aircraft report in ground connection former seconds, pilot
It is low, after aircraft lands completely, then it is counter push away engine, give aircraft provide reverse power, enable aircraft quick deceleration to safety speed
Degree.In QAR parameter, the working condition of engine can be reflected by the rotating ratio of aeroengine, and then reflect pilot couple
The operational circumstances of engine.With engine speed than being N11 and N12 respectively, they respectively correspond 1 there are two relevant QAR parameters
Number and No. 2 engine speed ratios, rotating ratio is higher, and engine output power is stronger.
Respectively for the landing again of Fig. 8 and Fig. 9 and non-heavy landing segment, the individual and group's correlation curve of N11 are given,
As is illustrated by figs. 11 and 12, since N11 and N22 curve is essentially identical, the curvilinear motion of N12 is not provided here.It can be with
See, the general morphologictrend of N11 curve is: entering after 50 feets, the value of N11 first reduces and is gradually lowered to minimum
It is worth (25% or so), is then further added by maximum value (engine is counter to push away assisted deceleration) and is kept for a period of time, is finally reduced again.
Comparison diagram 11 and Figure 12, it can be seen that apparent integral right occurs compared with average value curve in the N11 curve of landing segment again
It moves, rather than landing segment is then without occurring significantly moving to right again.In addition, the N11 cancellation minimum point of non-heavy landing segment is basic
All occur near touchdown time, and the minimum point for segment of landing again appeared at after touchdown time.It is sent out by analysis
It is existing the reason is as follows that: land again and the N11 value of non-heavy landing segment be substantially and begin to decline after entering 50 feets, and
It examines it can be found that substantially identical (engine subtracts N11 time required for minimum value from beginning to decline to being reduced to
Fast performance is identical, and wider " trough " of two on the right side of Figure 12 segment curve is because pilot delays engine and reversely accelerates
Time), and segment of landing again has led to engine speed also since 50 foot ground times are obviously shorter than non-heavy landing segment
Do not drop to minimum point aircraft to be just grounded, so after the minimum point of its N11 curve appears in ground connection, so that curve is whole
Body moves to right.If analyzing without individual and the curve comparison of group, it is difficult to find this rule, this also embodies this chapter institute
The individual and the advantage of population difference analysis method mentioned.
2.6 WIND curves
One of due to landing event again weather and causing, respectively for the landing again of Figure 11 and Figure 12 and
Non- heavy landing segment, the individual and group for providing the variation of its wind speed compare, as a result as shown in Figs. 13 and 14.With previous section class
Seemingly, wind speed is decomposed into diameter aweather and crosswind, the left side of Figure 13 and Figure 14 are that diameter aweather (indicates) that right side is side with WIN_ALG
Wind (is indicated) with WIN_CRS.It can see from Figure 13 and Figure 14, maximum two segments of weight landing load, during landing
Wind speed it is all little, substantially all within 80% section, and be grounded before there is not wind shear, illustrating wind speed not is to cause this heavy
The main reason for landing.Third again landing segment (VRTG=1.676g) 50 feet to diameter during being grounded aweather with crosswind all
Shear has occurred, it will be seen that in Fig. 8 pilot push-pull rod operation it is more fierce, and in Fig. 6 aircraft pitch attitude
Variation also relatively acutely, illustrates that wind speed exerts a certain influence to the operation of pilot.Fig. 4 central diameter aweather changes more acute
It is strong, but crosswind is relatively stable.In contrast, the non-heavy landing segment wind speed in Figure 14 is relatively more more stable, wind does not occur
Shear.Since sample is less here, it is only also unable to get the conclusion that air speed influence lands again from Figure 13 and Figure 14, needs to more
More samples is for statistical analysis further to verify.
2.7 radio altitude curves
After aircraft enters runway, radio altitude can accurately reflect the height of plane distance runway, for Figure 13 and
Landing again and non-heavy landing segment in Figure 14 provide the individual and group's correlation curve of radio altitude (HEIGHT) respectively,
As shown in Figure 15 and Figure 16.Due to radio altitude reflection be plane distance ground height, and aircraft enter runway head
In the past, ground might have fluctuating, it is possible to see that the curve in Figure 15 and Figure 16 has apparent fluctuation in front half section.No
It crosses, after aircraft enters runway head (after being commonly referred to be 50 feet), it is believed that radio altitude is than calibrated
True, therefore 50 feet of concern is extremely grounded the radio altitude variation in this period emphatically.It can from Figure 15 and Figure 16
It arrives, (such as ground connection the first 3 seconds, 2 seconds, 1 second) at the time of identical before 50 feet to ground connection this period, ground connection, landing segment again
Radio altitude is apparently higher than non-heavy landing segment, and the decrease speed for the segment that illustrates to land again is apparently higher than non-heavy landing segment,
And the curve of landing segment has deviated considerably from group's curve again.In addition, the radio altitude of landing segment is substantially linear again
The characteristics of decline, in contrast, the curve of non-heavy landing segment convex conic section under, i.e., closer to touchdown time,
The characteristics of decline is gentler, this is also averaged curve.It can be seen that the change curve feature of radio altitude can be carved preferably
The landing for drawing aircraft is horizontal.
Finally, it is stated that preferred embodiment above is only used to illustrate the technical scheme of the present invention and not to limit it, although logical
It crosses above preferred embodiment the present invention is described in detail, however, those skilled in the art should understand that, can be
Various changes are made to it in form and in details, without departing from claims of the present invention limited range.
Claims (3)
1. a kind of personal landing again and group's offline mode comparative analysis method based on QAR parameter curve, it is characterised in that: should
Method are as follows:
For typical QAR parameter, the parameter curve of different segments is aligned by touchdown time first, then each segment is taken and is connect
It arrives after ground connection 20 seconds within 30 seconds before ground, totally 50 seconds data, and the value of the different segment parameters is ranked up, and take centre respectively
80%, 90%, 95% part represent population level, draw out corresponding histogram；
Then it is directed to some specific segment, on the group's curvilinear band figure for corresponding parameter that its QAR parameter curve is added to, is carried out
Comparative analysis.
2. a kind of personal landing again based on QAR parameter curve according to claim 1 is with group's offline mode to score
Analysis method, it is characterised in that:
Typical case's QAR parameter is VRTG, IVV, PITCH, PITCH control command, ENGINE, WIND and radio altitude.
3. a kind of personal landing again based on QAR parameter curve according to claim 2 is with group's offline mode to score
Analysis method, it is characterised in that:
The specific comparative analysis of the change curve of the VRTG are as follows:
Select landing load larger, i.e. their VRTG curve and group's song are analyzed in the landing segment again VRTG peak value >=1.6g
The difference of line, the results showed that, the VRTG peak value of these segments all far beyond the 95% section upper bound, then observes these segments
Variation of the VRTG curve before 50 feet illustrate that these segments air-flow when into close land is opposite if curve fluctuation is smaller
Steadily, to further illustrate that pilot operator causes a possibility that landing bigger again；
The specific comparative analysis of the change curve of the IVV are as follows:
At 50 feet to ground connection this period, it is special that the rate of descent IVV curve of this four segments shows more apparent " under convex "
Point, and averaged curve is then in obvious " convex " feature, two different curve features represent two kinds of completely different operation moulds
Formula, pilot can targetedly reinforce training accordingly, to control the rate of descent before landing；
The specific comparative analysis of the change curve of the PITCH are as follows:
The bigger landing segment again of landing load, PITCH curve often deviate considerably from group's curve, enter 50 feet fast
When height, the PITCH of these heavy landing segments often will appear apparent decline；
The specific comparative analysis of PITCH control command curve are as follows:
The push-pull rod operation mode of pilot is divided into two classes, and one kind is that operation is compared " violent ", and another kind of is relatively " soft
With "；If land only from the point of view of the amount of push-pull rod and non-heavy landing segment seem that there is no significant differences again；However,
If being primarily focused on 50 feets former seconds to this section is grounded, the overall operation of landing segment pilot is again
Push rod amount is greater than pull rod amount, rather than the overall operation of landing segment pilot is that pull rod amount is greater than push rod amount again, by this feature
It extracts, facilitates the event prediction that landed again；
The specific comparative analysis of the change curve of the ENGINE are as follows:
With engine speed than being N11 and N12 respectively, they respectively correspond No. 1 and No. 2 and start there are two relevant QAR parameters
Machine rotating ratio, rotating ratio is higher, and engine output power is stronger；
It lands again and the N11 value of non-heavy landing segment is begun to decline after entering 50 feets, N11 is from beginning to decline
To being reduced to, the time required for minimum value is identical, and segment of landing again is since 50 foot ground times obviously navigated than non-heavy landing
Section is short, has caused engine speed to drop to minimum point aircraft not yet and has just been grounded, the minimum point of N11 curve, which appears in, to be connect
After ground, so that curve integrally moves to right；
The specific comparative analysis of the change curve of the WIND are as follows:
Wind speed is decomposed into diameter aweather and crosswind, diameter aweather indicate that crosswind is indicated with WIN_CRS with WIN_ALG；It analyzes certain heavy
Shear aweather all occurs with crosswind at 50 feet to diameter during being grounded for landing segment, discovery, and the push-pull rod operation of pilot is compared
Fiercely, the pitch attitude variation of aircraft is more violent, illustrates that wind speed exerts a certain influence to the operation of pilot；
The specific comparative analysis of radio altitude curve are as follows:
At the time of identical before 50 feet to ground connection this period, ground connection, that is, it is grounded the first 3 seconds, 2 seconds and 1 second, again landing segment
Radio altitude is apparently higher than non-heavy landing segment, and the decrease speed for the segment that illustrates to land again is apparently higher than non-heavy landing segment,
And the curve of landing segment has deviated considerably from group's curve again；
Again the characteristics of the substantially linear decline of the radio altitude of landing segment, in contrast, the curve of non-heavy landing segment
Closer to the conic section of " under convex ", i.e., closer to touchdown time, decline gentler, the Variation Features of radio altitude curve have
Help portray the landing stationarity of aircraft.
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| CN111008669A (en) * | 2019-12-10 | 2020-04-14 | 北京航空航天大学 | Deep learning-based heavy landing prediction method |
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| CN111008669A (en) * | 2019-12-10 | 2020-04-14 | 北京航空航天大学 | Deep learning-based heavy landing prediction method |
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