CN111470047A

CN111470047A - Health monitoring method for civil aircraft bleed air and/or air conditioning system

Info

Publication number: CN111470047A
Application number: CN202010128309.4A
Authority: CN
Inventors: 王锦申; 宋剑; 李伟; 刘宇辉; 盛立峰; 龙芝生; 路艳军; 施林峰; 龚永鸿; 曹博书; 周激光; 焦龙; 欧阳祖铁; 陈林烽
Original assignee: China Southern Airlines Co Ltd
Current assignee: China Southern Airlines Co Ltd
Priority date: 2020-02-28
Filing date: 2020-02-28
Publication date: 2020-07-31
Anticipated expiration: 2040-02-28
Also published as: CN111470047B

Abstract

A health monitoring method for a civil aviation aircraft bleed air and/or air conditioning system comprises the steps of setting event logic for actively monitoring the health state of the aircraft bleed air system and/or air conditioning system in an onboard ACMS system, customizing a message format containing state parameters of the bleed air system and/or the air conditioning system to monitor the health state of the bleed air system and/or the air conditioning system, and when the health state descends to trigger the event logic, the ACMS collects the state parameters according to the customized message and triggers downlink ACARS message information of the aircraft to a ground engineering monitoring module. The method monitors the health state of the aircraft bleed air system and/or the air conditioning system, is simple to realize and has universality, when the health state of the bleed air system and/or the air conditioning system descends, the method automatically descends a message containing the state parameters of the bleed air system and/or the air conditioning system to the ground, and assists the unit and ground crew members to know the change of the key parameters of the system when the fault occurs so as to facilitate the maintenance, troubleshooting and fault positioning.

Description

Health monitoring method for civil aircraft bleed air and/or air conditioning system

Technical Field

The invention belongs to the industry of civil aviation transportation, in particular to the fields of civil aviation aircraft health monitoring and civil aviation maintenance engineering.

Background

Introduction to related systems

Bleed air system for civil aircraft

The main source of the pressurized air of the civil aircraft is the bleed air of an engine compressor, which is the main air source when the aircraft normally flies. The air-entraining system is mainly responsible for air conditioning and supercharging of an airplane passenger cabin, hot air anti-icing of the front edge of a wing and the front edge of an engine air inlet, supercharging of systems such as an air source, drinking water, a hydraulic oil tank and the like for starting the engine and the like. Because the outlet parameters of the engine compressor greatly change along with the flying height, the flying speed, the working condition of the engine and the like, in order to reduce the fluctuation of the air supply parameters of the air entraining system, a corresponding control and regulation device is arranged on the air entraining pipeline of the engine compressor, so that the air supply pressure, the temperature and the flow of the air entraining system are in the specified range in each stage of the flying of the airplane and during the ground work.

The purpose of the engine bleed air system is:

-adjusting the bleed air temperature to 200 +/-15 DEG C

-adjusting the bleed air pressure at 48 ± 4psi

-selecting a suitable compressor bleed air, low pressure stage or high pressure stage compressor bleed air.

Therefore, the engine bleed air system mainly has three functions, namely a temperature control function, a pressure regulation function and a pressure control function (selecting a high-pressure or low-pressure compressor to bleed air).

1. Temperature control function

The engine bleed air temperature control function is mainly realized by the automatic temperature adjustment of a Thermostat (THC) and a thermostatic control solenoid valve (THS) and the over-temperature automatic turn-off controlled by a bleed air monitoring computer (BMC), and a bleed air temperature sensor provides a temperature signal for indication and monitoring for the BMC.

2. Pressure regulating function

The pressure regulation function of the engine bleed air system is mainly realized by a Pressure Regulation Valve (PRV), an electromagnetic valve (THS) closes the pressure regulation valve and simultaneously an overpressure automatic shutoff controlled by a bleed air monitoring computer (BMC), and two pressure sensors are used for pressure control and display.

3. Pressure control function (selection of high and low pressure compressor bleed)

The pressure control function of engine bleed air is mainly completed by a high-pressure bleed air valve HPV, when the engine is in high power and the medium-pressure bleed air is high enough, the high-pressure bleed air valve HPV is closed, and the medium-pressure compressor supplies air to the bleed air system; when the engine is in low power and the pressure of the medium-pressure compressor is insufficient, the high-pressure bleed valve HPV is opened, and the high-pressure compressor is used for supplying air to the bleed system. In the cruise phase, for reasons of economy, a medium-pressure compressor is used for supplying the bleed air system.

Air conditioning system for civil aircraft

The basic task of the civil aviation aircraft air conditioning system is to ensure that the cockpit, the passenger cabin, the equipment cabin and the cargo hold of the aircraft have good environmental parameters under different flight conditions and external conditions so as to ensure the normal working conditions of flight personnel and passengers, the living environment, the normal work of equipment and the safety of cargoes. The environmental parameters of the aircraft cabin mainly refer to the temperature, pressure and pressure change rate of cabin air, and other parameters also comprise the flow rate, humidity, cleanliness, noise and the like of the air. To ensure good cabin interior conditions, these parameters should be controlled within specified ranges.

An air conditioning system for an aircraft is comprised primarily of a refrigeration system, an air distribution system, a pressurization system, a zone temperature control system, an electronic equipment ventilation system, and a cargo compartment ventilation/heating system. Their main roles are: cabin pressure and ventilation are controlled by controlling the air flow, and cabin air recirculation is achieved by controlling the temperature of the cockpit and cabin.

The refrigeration system is an important component of the whole air conditioning system, and the main functions of the refrigeration system comprise: controlling the air entraining quantity of an air conditioning component (hereinafter referred to as a component PACK); reducing the temperature of the air; the temperature and the humidity of air at the outlet of the control assembly are controlled, the PACK air conditioning assembly is a core assembly in a refrigerating system, the civil aircraft is provided with two sets of air conditioning assemblies which can work simultaneously or independently, and the air conditioning assemblies are used for converting high-pressure and high-temperature bleed air provided by the bleed air system into low-temperature and low-pressure cold air which can be used for regulating the temperature of the cabin. The air conditioning assembly consists of a flow control valve, a heat exchanger, an air circulator, a condenser, a reheater, a bypass valve, an anti-icing valve, a water separator, a plurality of sensors for monitoring the air conditioning assembly, and a PACK computer. The above components except the PACK assembly controller are all installed in the air-conditioning cabin. The working principle of the air conditioning assembly is as follows:

hot bleed air passing through the flow control valves enters the air conditioning assembly and then air passes through several steps in the main assembly, the bleed air passing through the main heat exchanger and then to the compressor. The air is cooled in the main heat exchanger and then passed through a heater, a condenser and a water separator which removes water molecules from the air from the turbine air. The air is expanded in the turbine section, which causes the exhaust temperature of the turbine to be very low. The turbine drives the compressor and the cooling air fan to obtain the cold air subjected to temperature regulation and humidity regulation, namely, the high-temperature and high-pressure hot air which enters the PACK assembly before is converted into the cold air which has lower temperature and pressure slightly higher than the pressure of the cabin and can be used for temperature regulation of the cabin. The two steps are that the hot air is heat exchanged through the radiator, the cold air in the high altitude is arranged around the exchanger, the cold air in the high altitude is introduced through the two same opening cabins arranged on the belly, and then the air is cooled.

Central maintenance system CMS

A Central Maintenance System (CMS) on an aircraft is an important avionic device, and can be used to record and analyze the flight status of the aircraft, monitor the operating conditions of various onboard devices, and provide fault reports for Maintenance personnel.

The central Maintenance system has 2 cmc (central map automation) components, each of which contains a BITE (build-In Test Equipment) for detecting and isolating faulty Equipment. The CMC collects and processes BITE data and ECAM (electronically centered air monitoring) warnings transmitted from various system components.

The system BITE detects that the fault is classified into class 3. The type 1 fault influences the normal operation of the airplane on the current flight, the fault information can be displayed on a cockpit reminding unit, and the type 1 fault information is generally accompanied with cockpit warning. The type 2 fault does not affect the normal operation of the airplane of the current flight, and if the type 2 fault repeatedly occurs, the normal flight is affected. The class 2 fault may be checked for fault information via the ECAM after the engine is shut down. The type 3 fault does not affect the normal flight and is not displayed in the cockpit.

In the flight process of the airplane, the CMC can collect cockpit warning information and corresponding type 1 fault information in real time and then send the cockpit warning information and the corresponding type 1 fault information to the ground through the ACARS. After the aircraft lands, the CMC can collect cockpit warning information and type 1 and type 2 fault information to form post Flight report PFR (post Flight report), and then sends the post Flight report to the ground through ACARS.

Existing aircraft state monitoring system ACMS

An aircraft state Monitoring system ACMS (aircraft Condition Monitoring System) is a system in a Flight Data Interface Monitoring assembly (FDIMU Flight Data Interface and Management Unit), can collect Data in real time, can communicate with an onboard printer and a multifunctional control display assembly MCDU, and can be used for Monitoring the state of an aircraft engine and a key system and special engineering investigation.

The ACMS can collect various raw data, trigger airborne aircraft communication and an addressing and reporting system (ACARS) through logic to generate a message, send the message to a ground receiving station through an ACARS air-ground data link, and finally transmit the message to a terminal of an airline company.

DAR is a Digital ACMS Recorder abbreviation, a type of flight data retention Recorder, and can be customized by airline to collect data via ACMS software, recording required parameters by referencing bus parameter specifications of FDIMU components. The FDIMU transmits the DAR data to a wireless component WQAR (quick access receiver), and the WQAR sends the data to an airline company through a mobile phone network after the airplane sails.

Existing ACARS and data communication technology thereof

Acars (aircraft Communication Addressing and Reporting system) -aircraft Communication Addressing and Reporting system is the air-ground real-time data link of the current aircraft, and data service providers undertake data Communication infrastructure and paid data retransmission service.

The ACARS system mainly comprises an airborne equipment system, a ground-air data communication network and a ground application system.

In the A320/A330 airborne equipment, an air traffic service component (ATSU) and an internal software Airline Operation Control (AOC) are used as core components, and the A320/A330 airborne equipment can be communicated with a Flight Monitoring System (FMS), a Central Maintenance System (CMS), an aircraft state monitoring system (ACMS), a High Frequency (HF)/Very High Frequency (VHF)/satellite communication System (SATCOM), an airborne printer, a multifunctional control display component (MCDU) and the like to form a complete ACARS airborne equipment system.

In the air-ground data communication network, the ATN network is composed of two independent data providers (DSP) of SITA and ARINC, and a total of 10 data carriers cover the aeronautical telecommunication network including south and north pole areas (with poor signal using HF communication technology) and even every corner of the world.

In a ground system in the AOC application field, an airline company uses data link gateway access equipment provided by a DSP to be in butt joint with an ATN network, obtains flight data of the airline company in real time, and interacts with airplane two-way information through background application integration.

Disadvantages of the prior art

The engine bleed AIR system is one of the important systems of an aircraft, the reliability of which is of great concern, most faults of the bleed AIR system are caused by over-temperature/low-temperature, over-pressure/low-pressure, PRV switch/HPV switch, etc. among them, the most serious and the highest percentage is the ECAM warning "AIR ENG B L EED FAU L T", i.e. engine bleed AIR failure.

At present, the common maintenance modes of the air entraining system mainly comprise two types: firstly, when a fault occurs, troubleshooting is carried out according to a troubleshooting manual TSM given by a manufacturer by collecting fault phenomena and fault information; and secondly, the aim of preventive maintenance is achieved as far as possible by adding a maintenance requirement system MRS and periodically carrying out an inspection task of the air-entraining system. The first approach is to perform post-repair troubleshooting. The second method belongs to preventive maintenance, but the effect is poor, the method is not targeted, when a bleed air health check task is usually implemented, the health condition of a bleed air system is good, but faults can occur in short time, namely, the second method cannot realize fault position prediction and accurate preventive maintenance.

Air conditioning systems are also one of the important systems of an aircraft, for which the importance of the airline company is high, since the health of the system not only directly affects the passenger comfort but also poses a pressure relief risk if a fault occurs. According to the principle, common faults are mostly caused by air conditioning component faults. The most severe of these is the ECAM warning "AIR PACK OVHT", i.e., the temperature of the components is too high. When this ECAM warning occurs, component failure can result. If a dual component failure occurs, cabin pressure relief will occur. The flight safety is affected. According to the statistical data of the air passenger company, 35% of the failure components in the air conditioning system belong to the refrigeration system, and comprise a trim air valve TAV, a temperature control valve TCV, a flow control valve FCV and an air circulation compressor ACM, namely the components in an air conditioning assembly PACK.

At present, the common maintenance modes of the air conditioning system mainly include three types: firstly, when a fault occurs, troubleshooting is carried out according to a troubleshooting manual TSM given by a manufacturer by collecting fault phenomena and fault information; secondly, the problems are eliminated through the report of the unit or the crew member according to the report content, and most of the problems are that the body feeling temperature is too high and the temperature cannot be adjusted; and thirdly, the aim of preventive maintenance is achieved as far as possible by adding a maintenance requirement system MRS and periodically cleaning the heat exchanger of the air conditioning assembly. The first and second methods belong to post-maintenance troubleshooting. The third mode belongs to preventive maintenance, but the effect is poor, no pertinence is needed, and fault position prediction and accurate preventive maintenance cannot be realized.

The conventional central maintenance system CMS may collect fault information and ECAM warning information of the bleed air system and the air conditioning system, and may send the fault information and the ECAM warning information to the airline company through an ACARS message, but when the CMC of the CMS collects the fault and the warning information, the bleed air system and the air conditioning system are already in fault. Therefore, the CMS system can only monitor faults in real time, and cannot achieve the purpose of preventive maintenance, and the system cannot collect relevant parameters during faults.

In addition, the prior art also has the problems that the critical parameters of the air-entraining system and the air-conditioning system recorded by the DAR data are not complete, and the faults of the airplane cannot be accurately positioned when the airplane is in trouble shooting. The reason why the flight can not locate the airplane fault is that the current flight troubleshooting is carried out, and information is obtained by checking the 19 # message in the MCDU. The triggering logic of the message 19 is mainly that the zone controller zc (zone control) is over-temperature. Parameters of the air entraining system and the air conditioning system in the message No. 19 are not complete, and the faults of the airplane cannot be accurately positioned by auxiliary machineries.

Disclosure of Invention

As mentioned above, the conventional aircraft state monitoring system ACMS can acquire the state parameters of the air-entraining system and the air-conditioning system in real time, and can trigger downlink ACARS messages to the ground through logic. The real-time state parameter acquisition of the bleed air system and the air conditioning system has important significance for realizing fault location, and in view of the above, the invention aims to provide a civil aircraft bleed air and/or air conditioning system health monitoring method based on an aircraft state monitoring system ACMS.

The invention aims to be realized by the following technical scheme: a health monitoring method for a civil aircraft bleed air and/or air conditioning system comprises the following steps:

the method comprises the steps that event logic for actively monitoring the health state of an aircraft bleed air system and/or an air conditioning system is set in an airborne ACMS system, the health state of the bleed air system and/or the air conditioning system is monitored by customizing a message format containing the state parameters of the bleed air system and/or the air conditioning system, and when the health state of the bleed air system and/or the air conditioning system is reduced to trigger the event logic, the airborne ACMS system collects the state parameters of the bleed air system and/or the air conditioning system according to the customized message and triggers aircraft downlink ACARS message information to a ground engineering monitoring module to notify ground engineering personnel.

Compared with the mode of monitoring faults through a CMS (Central maintenance System) in the prior art, the method realizes monitoring through event logic in the ACMS instead, can acquire the state parameters of the air entraining system and the air conditioning system in real time by utilizing the advantages of the method, not only can realize fault alarm, but also can assist ground crew in realizing fault positioning through descending messages containing relevant parameters when faults or conditions occur. In addition, the crew can also obtain the parameter information of the air-entraining system and the air-conditioning system by checking the message in the MCDU, so as to assist the crew in accurately positioning the fault of the airplane.

The event logic for monitoring the state of health of the bleed air system and/or the air conditioning system of the aircraft comprises event logic for monitoring ECAM warnings of the bleed air system and/or the air conditioning system.

The event logic for monitoring the state of health of the aircraft bleed air system and/or the air conditioning system also comprises event logic for monitoring performance degradation of critical parameters of the aircraft bleed air system and/or the air conditioning system in order to achieve fault location and precision preventive maintenance. Performance degradation of these key parameters is monitored and before they trigger an alarm, they are monitored for a trend to trigger an alarm by setting a more tight threshold (i.e., a more easily triggered threshold).

Although ACMS event logic monitoring has many advantages, as with CMS, they are all a passive way to obtain information, and specifically, they can only wait for system feedback after a relevant event occurs and make people know it. To change the situation, the present invention makes the following improvements:

the ground engineering monitoring module transmits an ACARS instruction to the airborne ACMS system;

and when the event logic is triggered, the airborne ACMS system collects the state parameters of the aircraft bleed air system and/or the air conditioning system and triggers the aircraft downlink ACARS message information to the ground engineering monitoring module, so that people can actively acquire the real-time parameters of the bleed air system and the air conditioning system, and active monitoring is realized.

The invention solves the problem that the key parameters of the air-entraining system and the air-conditioning system recorded by DAR data in the prior art are not complete through the following steps: the method further includes the step of adding DAR parameters in the on-board ACMS system such that the parameters recorded in the DAR include:

PUD 1: left pipeline upstream pressure; PUD 2: right pipe upstream pressure; CIT 1: the inlet temperature of the left compressor; CIT 2: the inlet temperature of the right compressor; COT 1: the outlet temperature of the left compressor; COT 2: the outlet temperature of the right compressor; HXT 1: left heat exchanger outlet temperature; HXT 2: right heat exchanger outlet temperature; TP 1: left module outlet temperature; TP 2: right component outlet temperature; HXC 1: plugging the left heat exchanger; HXC 2: the right heat exchanger is blocked; ATPO 1: left precooler outlet command temperature; ATPO 2: right precooler outlet command temperature; ATW 1: the left water cooler command temperature; ATW 2: the right water cooler command temperature; APD 1: left pipeline command pressure; APD 2: the right tube commands pressure.

The monitoring sequence of the event logic for monitoring the state of health of the bleed air system and/or the air conditioning system of the aircraft is: the event logic is in the run state as long as the engine or APU is in the run state.

Monitoring ECAM warnings of the bleed air system includes monitoring one or more of four warnings:

(5) ECAM Warning "AIR ENG B L EED FAU L T"

Monitoring the parameter 'ENG B L EED FAU L T' of the left and right bleed air systems to change from false FA L SE to TRUE TRUE, namely judging that the event occurs;

(6) ECAM Warning "AIR ENG B L EED NOT C L OSED"

Monitoring an engine-off PRV command parameter 'ENG PRV C L OSURE CMD' and a PRV state to judge whether an event occurs;

(7) ECAM Warning "HPV NOT OPEN"

Monitoring system parameters 'ENG HPV FAU L T' and engine operation state to judge whether an event occurs;

(8) ECAM Warning "AIR B L EED L O TEMP"

The monitoring system parameter "AIR B L EED L O TEMP" changes from false FA L SE to TRUE TRUE, i.e., the event is judged to occur.

Monitoring an ECAM alert for an air conditioning system includes monitoring one or both of the following:

(3) ECAM Warning "AIR PACK OVHT"

Monitoring the parameter 'PACK OVERHEAT' of the left and right air-conditioning systems to change from false FA L SE to TRUE TRUE, namely judging the occurrence of the event;

(4) ECAM Warning "AIR PACK REGU L FAU L T"

The parameter "PACK REGU L FAU L T" of the left and right air conditioning system is monitored to be changed from false FA L SE to TRUE TRUE, that is, the event is judged to occur.

Monitoring the performance decline condition of key parameters of an aircraft bleed air system mainly refers to monitoring one or more than two of the following parameters: the precooler outlet temperature TPO, the precooler inlet conduit pressure PD and the PRV upstream pressure PUD when the high pressure bleed valve HPV is closed.

The performance degradation condition of key parameters of the air conditioning system is monitored, and mainly refers to monitoring one or more than two of the following parameters, namely the difference between the ambient temperature TAT and the component outlet temperature, the difference between the compressor outlet temperature COT and the compressor inlet temperature CIT, and the parameter of the left and right air conditioning systems, namely 'HEAT EXCHANGER C L OGGED'.

Judging the performance decline of key parameters of the air conditioning system under the following conditions:

at ambient temperature TAT minus module outlet temperature less than 28 ℃;

when the temperature COT of the outlet of the compressor minus the temperature CIT of the inlet of the compressor is less than 12 ℃;

when the parameter "HEAT EXCHANGER C L OGGED" of the left and right air conditioning system changes from FAT L SE to TRUE.

The status parameters included in the customized message include:

ACID: aircraft number, DATE: DATE; UTC: UTC time; FROM: takeoff airport; TO: arrival airport; F L T: flight number; CODE: fault CODE; CNT: message counter; SAT: static temperature; PH: flight phase; TIEBCK: tie-back CODE; DMU IDENT: digital management component number; MOD: mode; AP 1: 1: automatic driving; AP 2: 2: automatic driving; CAS: calculated airspeed; CZ L: zone controller layout; TAT: total temperature; A L T: altitude; MN: Mach number; SYS: message system number; B L EED STATUS: bleed air state digital; TPO: bleed valve; N L: report number; TTE: message event; ESN: engine serial number; HXRRS: engine hours; CPC: engine run time; ECYC: engine cycle number; ECW: engine control cycle number; ECW: 1: air control valve control pressure: TPV control: TPV: aft inlet port ratio; TPV: ramp compressor inlet port temperature: TPV: 1: compressor temperature: TPV: destination port temperature: TPV: compressor temperature: destination port temperature: TPV control pressure: 1: TPV control pressure: 36P; TATPV control point 1: destination port temperature: TPV control point 1: TPV control point 36P: destination port temperature: TPV control point 1: destination port 36P; TATPV control point 36P 1: TPV control point 36P 1 temperature: TPV control point 36P; PIV control point 36P 1: destination port 36P 1 temperature: destination point 36P 1 temperature, SAC: destination point 1 temperature control point 36P 1 temperature, SAC: destination point 36P 1 compressor temperature, SAC inlet port 1 temperature control point 36P 1 temperature, SAC 1 temperature control point 36P 1 temperature, SAC 36P 1 compressor temperature control point 36P 1 temperature, SAC 36P 1 temperature, SAC 36P 1 temperature control 36P 1 compressor temperature, SAC 36P 1 temperature control point 1 compressor temperature, SAC 36P 1 temperature control point 36P 1 compressor temperature, SAC 36P 1 temperature.

Has the advantages that:

1) the invention monitors the health state of the air-entraining system and the air-conditioning system of the airplane by setting event logic in the ACMS system, and collects the key state parameters of the system when the fault occurs by customizing messages, so the method is simple to realize, has universality, and after the health state of the air-entraining system and the air-conditioning system is reduced to cause logic triggering, the ACMS automatically descends the message containing the state parameters to the ground, and assists the machine set and ground crew members to know the change of the key parameters of the system when the fault occurs so as to maintain, eliminate the fault and position the fault;

2) the health state of the air bleed system and/or the air conditioning system of the airplane is monitored, the ECAM fault warning is monitored, the performance decline condition of key parameters is also monitored, the fault position prediction and the accurate preventive maintenance can be realized, the fault rate of the air bleed system and the air conditioning system is reduced, and the safety of the airplane and the forward flight are guaranteed;

3) the invention can realize the active acquisition of the state parameters of the air bleed system and/or the air conditioning system of the airplane through the uplink instruction, realize the active monitoring, so as to carry out fault tracking and the like;

4) the method has good flexibility, and the trigger logic can be flexibly set in the MCDU;

5) the state parameters collected by the method are comprehensive, and the method can well assist the machine set and ground crew in fault analysis;

6) the DAR recording parameters of the method are comprehensive.

Drawings

FIG. 1 is a schematic diagram of the process of the present invention;

FIG. 2 is a diagram showing the overall architecture of a system on which the method of the present invention is based;

FIG. 3 is a timing diagram for EBS monitoring;

FIG. 4 is a flow chart of EBS event triggering logic;

figure 5 is a flow chart of a bleed air system monitoring subroutine;

FIG. 6 is a flow chart of an air conditioning system monitoring subroutine;

FIG. 7 illustrates EBS message printing format patterns;

FIG. 8 is a sample EBS message print format;

FIG. 9 is a decoding flow of the message decoder;

FIG. 10 is a flow chart illustrating the processing of an upstream command by the message decoder;

FIG. 11 is a flow of message pushing of a message decoder;

fig. 12 is a sample mail format.

Detailed Description

The civil aircraft bleed air and/or air conditioning system health monitoring method of the invention will be specifically described below by taking a civil aircraft a320/a330 aircraft as an example, but obviously, the invention is a general method and is not limited to the two types.

The invention discloses a health state monitoring method of a civil aircraft bleed air system and an air conditioning system, which has the following general scheme:

1) by setting event logic for actively monitoring the health states of the air Bleed System and the air conditioning System of the aircraft, hereinafter referred to as EBS (Engine Bleed System Engine induced System) event logic, in an onboard ACMS System, an EBS message pattern containing the state parameters of the air Bleed System and the air conditioning System is customized at the same time. These status parameters are used to assist the crew or ground crew in locating the fault. After completion, the ACMS software with the EBS functionality described above is installed in the aircraft flight data interface monitoring assembly FDIMU.

2) And the ACMS monitors the health states of the air-entraining system and the air-conditioning system of the airplane in real time through the EBS event logic, triggers the EBS event logic when the air-entraining system and the air-conditioning system have ECAM warning, collects the state parameters of the two systems according to the EBS message pattern, and triggers the airplane to downlink the EBS message to the ground so as to inform ground crew members. The format of the downlink EBS message follows the standard ACARS message ARINC620 protocol specification, and belongs to the ACARS message.

3) In addition, when the performance of key parameters of the air bleed system and the air conditioning system is degraded, the EBS event logic is also triggered, the ACMS also collects the state parameters of the two systems according to the EBS message pattern, and triggers the airplane to downlink the EBS message to the ground.

4) And the ground engineering monitoring module is responsible for receiving the ACARS message. The method can also be used for uploading an ACARS instruction to the airplane through the ground engineering monitoring module, triggering ACMS downlink EBS messages and realizing the active acquisition of real-time state parameters of the airplane air entraining system and the air conditioning system. A general schematic is shown in fig. 1.

According to the invention, the health state monitoring of the civil aviation aircraft bleed air system and the air conditioning system is realized through the ACMS, firstly, the method is simple to realize and has universality, and secondly, the method utilizes the advantage that the ACMS can acquire the state parameters of the bleed air system and the air conditioning system, so that not only can fault alarm be realized, but also a system key parameter auxiliary unit (message information can be checked through the MCDU) and ground crew can be collected to realize fault positioning. In addition, the method monitors the performance degradation condition of the key parameters of the system, and can assist the aircraft crew and ground crew in performing accurate preventive maintenance on the aircraft. In addition, the method can also automatically upload instruction information to acquire real-time state parameters of the air entraining system and the air conditioning system, thereby realizing active monitoring.

System architecture

The health state monitoring method of the civil aircraft bleed air system and the air conditioning system is mainly based on four modules: the system comprises an airborne ACMS monitoring module, a basic data link service, a ground engineering monitoring module and a user terminal. The overall architecture of the system is shown in fig. 2.

(1) Airborne ACMS monitoring module

The module mainly comprises a flight data interface monitoring assembly FDIMU, ACMS, a central maintenance system CMS, a multifunctional control display unit MCDU, an air traffic service assembly ATSU and the like.

The airborne ACMS monitoring module is mainly responsible for monitoring the health states of an aircraft bleed air system and an air conditioning system, collecting system state parameters, triggering an EBS message, sending the EBS message to an air traffic service ATSU of the aircraft, and sending the EBS message to the ground by the ATSU through an ACARS data link. The airborne ACMS monitoring module can receive an uplink ACARS instruction and then trigger the EBS message to the ground in real time.

The MCDU page of the control display unit can flexibly modify the trigger logic of the EBS message and restrain each trigger code.

(2) Basic data link service

The basic data link service mainly comprises ACARS data link service provided by an aviation data service provider, the current ACARS data service provider mainly comprises SITA, ARINC, ADCC and the like, an airline company only needs to install an ACARS component on an airplane, deploy a corresponding gateway in a ground internal network, and sign data service with the data service provider to realize the data link service, and detailed description is omitted herein.

(3) Ground engineering monitoring module

The ground engineering monitoring module consists of a ground message decoder, a message database and the like. The functions of decoding, pushing and ascending instructions of the ACARS message are mainly realized.

(4) User terminal

The user terminal is mainly used for servicing maintenance control personnel and providing WEB services of message subscription and message inquiry.

1) Realization of airborne ACMS monitoring module function

EBS monitoring timing

The air-entraining system and the air-conditioning system of the civil aircraft are mainly assisted by an engine and an Auxiliary Power Unit (APU) to provide an air source. Before the aircraft sails, when the APU is not started, the EBS monitoring is in an inhibition state, when the APU is started, the EBS monitoring is started, after the aircraft takes off and lands, the APU is started, and the engine is closed. The aircraft then stops for a short time. The next flight is followed, and the EBS monitors are in operation as long as the engine or APU is in operation. And after the airplane sails, when the APU is closed, the EBS is in a suppression state. The EBS monitoring timing chart is shown in fig. 3, and according to the monitoring timing chart, the false failure message can be well suppressed.

EBS monitoring events

Bleed air system

The EBS monitoring type of the civil aircraft bleed air system mainly comprises ECAM warning and accuracy prevention maintenance PPM. The ECAM warning monitoring is realized by acquiring and triggering corresponding parameters of ECAM warning through ACMS software, then collecting corresponding state parameters, and triggering EBS messages containing the state parameters to descend to the ground so as to help maintenance troubleshooting and fault location of the crew. The method has the advantages that the PPM is prevented from being maintained accurately, the performance degradation condition of key parameters of the air entraining system is monitored, and the airplane downlink EBS message information is triggered to the ground, so that targeted performance degradation tracking at a component level is realized. The specific monitoring is as follows:

(1) ECAM Warning "AIR ENG B L EED FAU L T"

The ECAM warning "AIR ENG B L EED FAU L T" for the bleed AIR system is primarily due to over-temperature, over-pressure, under-pressure of the bleed AIR ducts.

(2) ECAM Warning "AIR ENG B L EED NOT C L OSED"

The ECAM warning "AIR ENG B L EED NOT C L OSED" of the bleed AIR system triggers a warning primarily due to the bleed AIR shut-off command given by the engine, but the pressure regulating flap PRV is NOT closed, or is NOT closed within 10S. this is determined by monitoring the engine shut-off PRV command parameter "ENG PRV C L OSURE CMD" and the PRV status is open.event codes 4210, 4220 are then generated, as detailed in the bleed AIR system monitoring event table.

(3) ECAM Warning "HPV NOT OPEN"

The ECAM warning "HPV NOT OPEN" of the bleed air system is a warning triggered mainly by the failure of the high-pressure bleed air flap HPV to close in time, is determined by monitoring the system parameters "ENG HPV FAU L T" and the engine operating status, and then an event code 4310, 4320 is generated, see the bleed air system monitoring event table for details.

(4) ECAM Warning "AIR B L EED L O TEMP"

The ECAM warning "AIR B L EED L O TEMP" of the bleed AIR system is triggered primarily due to the precooler temperature sensor being below 150 deg.C, the warning is changed from false FA L SE to true TRUE by monitoring the system parameters "AIR B L EED L O TEMP", and then an event code 4410 is generated, see the bleed AIR system monitoring event table for details.

(5) Precision preventive maintenance PPM 'TPO >240 ℃'

This PPM function is used to prevent bleed AIR failures due to over-temperature, when the precooler outlet temperature TPO reaches 257 deg.C over 55s or 270 deg.C over 15s or 290 deg.C over 5s triggers a warning "AIR ENG B L EED FAU L T" and automatically closes the PRV (pressure regulating flap PRV) causing a bleed AIR failure, event codes 5110, 5120 are generated by monitoring the parameter TPO over 240 deg.C for 30s, see the bleed AIR System monitoring event Table for details.

(6) Precision preventive maintenance PPM "PD >55 PSI"

This PPM function is used to prevent bleed air failure due to overpressure. The normal pressure PD is regulated at 44-52 psi and the precooler inlet line Pressure (PD) exceeds 60psi for 15s triggering a warning and then the PRV is closed, resulting in bleed air failure. PD exceeds 55psi for 15s by monitoring the parameter. Event codes 5130, 5140 are generated, see the bleed air system monitoring event table for details.

(7) Precision preventive maintenance PPM 'PUD <18 PSI'

The PPM function is used for monitoring that the aircraft bleed air system is in a low-pressure bleed air supply source, and the bleed air pressure of the aircraft is too low. Normal pressure was adjusted between 44psi and 52 psi. The high-pressure bleed valve HPV judges that the aircraft is at a low-pressure bleed air supply source, and the monitoring parameter PUD is less than 18psi and exceeds 15 s. Event codes 5150, 5160 are generated, see the bleed air system monitoring event table for details.

Table 1 bleed air system monitoring event table

Event code	Event description	Type (B)	Grade	Parameter(s)
					4110	AIR ENG1 BLEED FAULT	ECAM	Height of	ENG1 BLEED FAULT
4120	AIR ENG2 BLEED FAULT	ECAM	Height of	ENG2 BLEED FAULT
					4210	AIR ENG1 BLEED NOT CLSD	ECAM	In	ENG1 PRV CLOSURE CMD
4220	AIR ENG2 BLEED NOT CLSD	ECAM	In	ENG 2PRV CLOSURE CMD
					4310	AIR ENG1 HPV NOT OPEN	ECAM	In	ENG 1HPV FAULT
4320	AIR ENG2 HPV NOT OPEN	ECAM	In	ENG 2HPV FAULT
					4410	AIR BLEED LO TEMP	ECAM	In	BLEED LO TEMP
5110	TPO1>240℃	PPM	In	ENG 1PRECOOL OUTLET TEMP
					5120	TPO2>240℃	PPM	In	ENG 2PRECOOL OUTLET TEMP
5130	PD1>55PSI	PPM	In	ENG 1PRECOOL INLET PRESS
					5140	PD2>55PSI	PPM	In	ENG 2PRECOOL INLET PRESS
5150	PUD1<18PSI AND HPV1 CLOSED	PPM	Is low in	ENG 1PRV UPPER PRESSURE
					5160	PUD2<18PSI AND HPV2 CLOSED	PPM	Is low in	ENG 2PRV UPPER PRESSURE

Air conditioning system

The EBS monitoring type of the civil aircraft air conditioning system mainly comprises ECAM warning and accuracy prevention maintenance PPM. The ECAM warning monitoring is realized by acquiring corresponding parameter calculation through ACMS software, then collecting corresponding state parameters, and triggering an EBS message to descend to the ground so as to help maintenance troubleshooting and fault location of the engineering. The accuracy prevention maintenance PPM triggers the airplane downlink EBS message information to the ground machine by monitoring the performance degradation condition of key parameters of the air conditioning system, so that the targeted performance degradation tracking at the component level is realized. The specific monitoring is as follows:

(1) ECAM Warning "AIR PACK OVHT"

The ECAM over-temperature warning "AIR PACK OVHT" of an AIR conditioning system has two triggering conditions, one is that the outlet temperature TP of a component exceeds 95 ℃ or the outlet temperature COT of a compressor exceeds 260 ℃, so that the component fails, an event code 4510, 4520 is generated by monitoring the parameter "PACK OVERHEAT" of the left and right AIR conditioning systems from false FA L SE to true TRUE, and the detailed condition is seen in an AIR conditioning system monitoring event table.

(2) ECAM Warning "AIR PACK REGU L FAU L T"

An ECAM over-temperature warning "AIR PACK REGU L FAU L T" for an AIR conditioning system is triggered mainly by a power failure of a related computer, a failure of a compressor outlet temperature sensor COT or a compressor inlet temperature sensor CIT, a failure of a temperature control valve TCV, or a failure of a flow control valve FCV or a failure of a ram AIR inlet/outlet actuator.A warning is generated by monitoring a parameter "PACK REGU L FAU L T" of left and right AIR conditioning systems from false FA L SE to true TRUE, and then generating event codes 4610, 4620, which are detailed in an AIR conditioning system monitoring event table.

(3) Precision preventive maintenance PPM (position measurement protocol) 'TAT-TP (temperature of 28 ℃') "

The PPM function is used for preventing the failure caused by overheating of the PACK component of the air conditioner of the airplane, and when the outlet temperature TP of the component is higher than 15 degrees, the sensible temperatures of a cockpit and a passenger cabin are very hot and very uncomfortable. The crew will basically report that the crew is hot. The excessive component temperatures can be caused by a number of reasons, such as heat exchanger plugging, ACM efficiency degradation of the air cycle machine, etc. The temperature of the components is too high, which often happens in summer. Triggered by monitoring ambient temperature TAT minus module outlet temperature less than 28 ℃. Event codes 5210, 5220 are then generated, as detailed in the air conditioning system monitoring event table.

(4) PPM' COT-CIT <12 ℃ for precision preventive maintenance "

This PPM function is used to prevent ACM efficiency degradation in air cycle machines of aircraft air conditioning systems. Thereby further preventing overheating of the air conditioning PACK components leading to failure. Triggering when the temperature COT of the outlet of the compressor minus the temperature CIT of the inlet of the compressor is less than 12 ℃ through monitoring. Event codes 5230, 5240 are then generated, as detailed in the air conditioning system monitoring event table.

(5) Precision preventive maintenance PPM "HEAT EXCHANGER C L OGGED"

The PPM function is used to prevent the blockage of the air conditioning HEAT EXCHANGER of the aircraft air conditioning system, which leads to the decrease in the efficiency of the ACM and ultimately to the overheating of the air conditioning PACK component and failure, by monitoring the parameters "HEAT EXCHANGER C L OGGED" of the left and right air conditioning systems from false FA L SE to true TRUE, then generating the event codes 5250, 5260, see the air conditioning system monitoring event table for details.

TABLE 2 air conditioning system monitoring event table

The event codes and the monitoring levels in the tables 1 and 2 form a unified standard, so that engineering personnel can conveniently communicate with ground first-line engineering, and ground can conveniently and quickly search and troubleshoot faults.

ACMS software detailed design

The design of the ACMS software mainly comprises trigger logic, ACMS message setting, DAR recording parameter increasing, MCDU page setting and the like.

EBS trigger logic

The trigger logic is the core of the ACMS software, which contains many trigger logics, and the events of the trigger logic related to the present invention are the bleed air system and the air conditioning system in the EBS monitoring events of tables 1 and 2. The EBS event trigger logic constantly monitors the health of the bleed air system and the air conditioning system when the engine or APU is started (without being suppressed, the user can manually set whether to suppress the triggering of certain event logic on the MCDU interface), as shown in detail in fig. 4, 5 and 6.

EBS message setup

ACMS messages are typically generated by trigger logic, and may also be generated by an uplink command. The invention designs an EBS message, and the message number is 18. The system comprises key flight parameters reflecting the states of the bleed air system and the air conditioning system. The EBS message contains two formats: print formats and ACARS formats. The aircraft downloads the message to the ground by default in an ACARS format, and the printing format is used for ground engineering viewing or MCDU page printing viewing. The message template is shown in fig. 7 and 8. The EBS message parameters are shown in table 3.

TABLE 3EBS message parameter Table

Increasing DAR recording parameters

Calling up a parameter table required by DAR recording in ACMS, and changing the field into 'Yes' if it is newly added. The parameters of the DAR recording in the present invention are shown in table 4.

TABLE 4DAR RECORDING DEFINITION TABLE

MCDU Flexible setup Page

Parameters in the EBS event triggering logic can be flexibly set in an MCDU page, so that the straight pipe units of the airplanes can be conveniently and individually and flexibly set and monitored. As long as the flexible parameters are modified in the MCDU page, the ACMS event logic can flexibly change correspondingly to adapt to the personalized requirements. The settable content specifically includes: flexibly setting message routing in the MCDU; suppressing the trigger logic in the MCDU according to the event code, displaying "1" to indicate no suppression; and flexibly setting a trigger threshold value, a duration and the like of the trigger logic in the MCDU page.

2) Realization of ground engineering monitoring module function

The ground engineering monitoring module is mainly responsible for decoding (realized by a message decoder) ACARS messages of the EBS, storing databases of the ACARS messages, sending uplink instructions and messages and the like.

Message decoder

The message decoder is responsible for decoding EBS messages, and the specific operation is as follows, as shown in fig. 9.

1) When the general message decoder operates every time, whether an uplink message exists in the uplink message pool is scanned, and if the uplink message exists in the uplink message pool, an uplink instruction subprogram is triggered.

2) And then, running a main control program of the universal message decoder, scanning an ACARS message pool, pre-analyzing the ACARS message pool one by one according to ARINC620 standards, analyzing the head of the ARINC620 of the ACARS message, and storing the message in a pre-decoding table.

3) If the airplane number is satisfied in the EBS table, the message SMI is equal to DFD, the message content is equal to EBS, which indicates that the message is the EBS message of the airplane to be monitored, and then the message EBS is decoded. And if not, decoding the next message.

4) After decoding, the EBS message stores in a database, and then whether the message is subscribed or not is judged, and the subscription rule carries out message subscription according to the event CODE CODE. And if the message subscription exists, triggering a message pushing sub-program.

5) And after the above operation is completed, returning to the main control process of the decoder to decode the next message.

Upstream instruction

The uplink instruction is mainly responsible for uplink instruction information, and then triggers a downlink EBS message of the airplane so as to realize real-time communication with the airplane and acquire real-time key parameters of the airplane. The specific operation is as follows, as shown in fig. 10.

1) And after triggering the uplink instruction subprocess, judging the type of the uplink instruction, and judging whether the single machine or the fleet.

2) And if the command is a single-aircraft uplink command, acquiring single-aircraft state information, and judging whether the aircraft normally executes the flight or not by retrieving the aircraft number + OOOI message + position report SMI (M17) in the database. And judging whether the airplane is executing the flight or not according to the fact that the airplane receives the OOOI message or the position message SMI is M17 within 15 minutes of the current flight. And after the conditions are met, the single machine instruction is uplinked, and if the conditions are not met, the single machine instruction is discarded.

3) And if the command is a fleet uplink command, acquiring fleet state information, similarly, searching the plane number + OOOI message + position report SMI (M17) in the database to judge whether the plane normally executes flight, and if the plane meets the requirement that the OOOI message is received within 15 minutes or the position report SMI is M17, the command is uplink, and if the plane does not meet the requirement that the command is discarded after waiting for 24 hours.

4) The content of the uplink instruction message information comprises:

airplane No. B-XXXX (current airplane)

Message SMI ═ DFD (specification of ARINC620, DFD indicates that the command is sent to ACMS)

The message content is XRP 0180 (EBS message No. 18 of uplink triggered ACMS, 0 indicates that the current message is acquired). Table 5 shows uplink packet samples.

Table 5 uplink message samples

Message push

When the corresponding event CODE is subscribed, the message pushing sub-program is triggered, then the database acquires the subscriber subscription message information (airplane number, EBS message information, mail receiver), then a message event is generated, a mail is sent, and finally the program is ended, the flow is shown in fig. 11, and the mail format sample is shown in fig. 12.

User terminal automatically receiving subscription information

The user terminal can subscribe information, and the ground system engineering can forward the airplane fault information to the user terminal in real time. The end user can learn the performance of the aircraft system in real time.

In addition, the above embodiment adopts a scheme of monitoring the bleed air system and the air conditioning system in a combined way, and the bleed air system and the air conditioning system can be monitored separately.

Abbreviations and key terms referred to herein are shown in table 6.

Abbreviations and Key term definitions referred to in Table 6

Claims

1. A health monitoring method for a civil aircraft bleed air and/or air conditioning system is characterized by comprising the following steps:

2. Method for health monitoring of civil aircraft bleed air and/or air conditioning systems according to claim 1, characterised in that the event logic for monitoring the health status of the bleed air systems and/or the air conditioning systems of the aircraft comprises event logic for monitoring ECAM warnings of the bleed air systems and/or the air conditioning systems.

3. Method for health monitoring of civil aircraft bleed air and/or air conditioning systems according to claim 2, characterised in that the event logic for monitoring the health status of the aircraft bleed air systems and/or air conditioning systems also comprises event logic for monitoring performance degradation of critical parameters of the aircraft bleed air systems and/or air conditioning systems.

4. Method for health monitoring of civil aircraft bleed air and/or air conditioning systems according to claim 3, characterised in that:

and when the event logic is triggered, the airborne ACMS collects the state parameters of the aircraft bleed air system and/or the air conditioning system, and triggers the aircraft downlink ACARS message information to the ground engineering monitoring module.

5. The civil aircraft bleed air and/or air conditioning system health monitoring method according to claim 4, characterised in that the method further comprises the step of adding DAR parameters in the onboard ACMS system, so that the parameters recorded in the DAR include:

6. Method for health monitoring of civil aircraft bleed air and/or air conditioning systems according to claim 1, characterised in that the monitoring sequence of the event logic for monitoring the health status of the aircraft bleed air systems and/or air conditioning systems is: the event logic is in the run state as long as the engine or APU is in the run state.

7. A method of health monitoring of a civil aircraft bleed air and/or air conditioning system according to claim 2 characterised in that monitoring ECAM warnings of the bleed air system includes monitoring one or more of four warnings:

(1) ECAM Warning "AIR ENG B L EED FAU L T"

(2) ECAM Warning "AIR ENG B L EED NOT C L OSED"

(3) ECAM Warning "HPV NOT OPEN"

(4) ECAM Warning "AIR B L EED L O TEMP"

Monitoring the system parameter 'AIR B L EED L O TEMP' from false FA L SE to TRUE TRUE, namely judging the event occurs;

(1) ECAM Warning "AIR PACK OVHT"

(2) ECAM Warning "AIR PACK REGU L FAU L T"

8. A method for health monitoring of civil aircraft bleed air and/or air conditioning systems according to claim 3, characterised in that monitoring of performance degradation of critical parameters of the aircraft bleed air system includes monitoring of one or more of the following: the temperature TPO at the outlet of the precooler, the pressure PD of the inlet pipeline of the precooler and the pressure PUD at the upstream of the PRV when the high-pressure bleed valve HPV is closed;

and monitoring the performance degradation condition of key parameters of the air conditioning system, wherein the performance degradation condition comprises one or more than two of the following parameters, namely the difference between the ambient temperature TAT and the component outlet temperature, the difference between the compressor outlet temperature COT and the compressor inlet temperature CIT, and the parameter of the left and right air conditioning systems, namely 'HEAT EXCHANGER C L OGGED'.

9. The civil aircraft bleed air and/or air conditioning system health monitoring method according to claim 8, characterised in that the performance degradation of key parameters of the air conditioning system is judged in the following cases:

at ambient temperature TAT minus module outlet temperature less than 28 ℃;

10. The method for health monitoring of civil aircraft bleed air and/or air conditioning systems according to claim 1, characterised in that the status parameters contained in the customized message comprise: