CN113541731B - Method, system, and medium for automatically switching to a backup tuning system - Google Patents
Method, system, and medium for automatically switching to a backup tuning system Download PDFInfo
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Abstract
The application relates to a method for automatically switching to a backup tuning system of a radio navigation system, comprising: monitoring whether the main tuning system fails: if the main tuning system is not invalid, the working state of the main tuning system is kept; if the main tuning system fails, judging whether the airplane is in the air according to the state information of the airplane: if the airplane is in the air, automatically switching to the working state of a backup tuning system; if the airplane is on the ground, further judging whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system: if the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system, automatically switching to the working state of the backup tuning system; and if the failure time of the main tuning system does not meet the power-on delay requirement of the backup tuning system, maintaining the working state of the main tuning system.
Description
Technical Field
The present application relates to aircraft radio navigation systems (including VORs, xLS, ADFs, DMEs, MBs, etc.), and more particularly to a switching strategy and control scheme for automatically switching an aircraft radio navigation system from a primary tuning system to a backup tuning system.
Background
In the aviation field, radio navigation systems (including VOR, xLS, ADF, DME, MB, etc., where xLs described herein generally includes three landing modes of ILS, GLS, SLS) on a passenger aircraft require tuning to operate (where MB operating frequency is fixed and tuning is not required, but there is a sensitivity control requirement in some countries/routes, and this sensitivity control option is listed as within the tuning range. Generally, in the tuning framework, two independent tuning systems, namely a main tuning system and a backup tuning system, are adopted to ensure the redundancy of tuning, so as to meet the safety requirement of the operation of the radio navigation system.
In particular, radio navigation systems on civil aircraft, such as VOR, xLS (ILS/GLS/SLS), ADF, DME, MB, etc., require tuning of the frequency and/or selection of the operating mode by a tuning system for proper operation. Generally, a main tuning system is provided on a civil aircraft for frequency/channel tuning and mode control of the radio navigation system equipment on the civil aircraft, and a backup tuning system is provided for providing backup tuning to the radio navigation system in the event of failure of the main tuning system.
Currently, the radio navigation systems on a typical civil aircraft are tuned by a main tuning system, which, when it fails, is manually switched by the flight crew to a backup tuning system for tuning. In the mode, the failure of the main tuning system needs to be judged manually, and the main tuning system is switched to the backup tuning system manually when the main tuning system fails, so that the workload of the flight unit is increased.
For example, in fig. 1, an example of a conventional backup Tuning page of a radio navigation system of an airplane is shown, and as shown in the figure, Tuning Mode corresponding to L-LSK-6 (the sixth row on the left) represents a currently operating Tuning system, in this example, FMS is used as the main Tuning system, MAN is used as the backup Tuning system (which is shown as green), and green is used as the currently selected state, that is, the backup Tuning system is currently providing backup Tuning for the radio navigation system, and the main Tuning is not operated. The remainder of the page backs up tuned frequency selection and control selection content for the multiple radio navigation systems provided. In the primary and backup tuning switch design of the aircraft, the backup tuning must be switched by manually pressing the L-LSK-6 row selection key. Thus, in the event of a failure of the main tuning, the radio navigation system tuning may be interrupted, thereby resulting in an interruption of system functionality. The duration of the interruption depends on when the crew member finds a problem and manually switches to backup tuning. Therefore, this manual switching would increase the workload of the flight crew.
Accordingly, there is a need to provide a novel solution that enables the system to automatically switch to a backup tuning system for tuning of a radio navigation system when the primary tuning system fails, without the involvement of a flight crew.
Disclosure of Invention
The application relates to a scheme for automatically switching a system to a backup tuning system for tuning a radio navigation system without manual operation when a main tuning system fails, in particular to the following scheme:
according to a first aspect of the present application, there is provided a method for automatically switching to a backup tuning system of a radio navigation system, comprising:
monitoring whether the main tuning system fails:
if the main tuning system is not invalid, the working state of the main tuning system is kept;
if the main tuning system fails, judging whether the airplane is in the air according to the state information of the airplane:
if the airplane is in the air, automatically switching to the working state of a backup tuning system;
if the airplane is on the ground, further judging whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system:
if the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system, automatically switching to the working state of the backup tuning system; and
and if the failure time of the main tuning system does not meet the power-on delay requirement of the backup tuning system, maintaining the working state of the main tuning system.
According to a second aspect of the present application there is provided a system for automatically switching to a backup tuning system of a radio navigation system, comprising:
the main tuning failure judging module is configured for monitoring whether the main tuning system fails or not;
a flight state determination module configured to determine whether an aircraft is airborne according to state information of the aircraft;
the delay requirement judging module is configured to judge whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system;
an automatic switching module configured to automatically switch to a backup tuning system;
wherein if the main tuning failure determination module determines that the main tuning system is not failed, the working state of the main tuning system is maintained;
if the main tuning failure judgment module judges that the main tuning system fails, activating the flight state judgment module;
wherein the automatic switching module is activated if the flight status determination module determines that the aircraft is airborne;
activating the delay requirement determination module if the flight status determination module determines that the aircraft is on the ground;
wherein if the delay requirement determining module determines that the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system, the automatic switching module is activated;
and if the time delay requirement judging module judges that the failure time of the main tuning system does not meet the power-on time delay requirement of the backup tuning system, the working state of the main tuning system is kept.
According to a third aspect of the present application, there is provided a computer readable storage medium having stored thereon instructions that, when executed, cause a machine to perform the method of the first aspect.
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
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In order to describe the manner in which the above-recited and other advantages and features of the invention can be obtained, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered to be limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:
fig. 1 shows an example of a conventional radio navigation system backup tuning page of an aircraft.
FIG. 2 illustrates an example logic flow diagram of a method for automatically switching to a backup tuning system of a radio navigation system in accordance with one embodiment of the present application.
FIG. 3 illustrates an example logical block diagram of a backup tuning system for automatically switching to a radio navigation system according to one embodiment of this application.
Detailed Description
The present invention is further illustrated by the following examples, which should not be construed as limiting the invention in any way.
The purpose of this application lies in: a scheme is provided for causing a backup tuning system to automatically take over tuning of a radio navigation system upon failure of a primary tuning system by monitoring a failure status of the primary tuning system. And, can remind the pilot that the tuning of the radio navigation system has already switched over to the backup tuning state at this moment through the warning light, CAS information or audio warning while switching over, meanwhile, through utilizing WOW (weight on coils, way of power-on delay) signal to judge the state of the open air and power-on, guarantee the plane will not cause because of the different in order of power-on to lead to taking over the tuning of the radio navigation system automatically by the backup tuning system under the intact situation of main tuning system function while being electric on the ground.
Therefore, the automatic switching mode can automatically remind the main tuning system of the aircraft unit of failure, and automatically switch the tuning of the radio navigation system to the backup tuning system, so that the workload of the aircraft unit is reduced.
In order to realize automatic switching from a main tuning system to a backup tuning system, the application mainly comprises the following improvements:
a) the method for tuning the radio navigation system by monitoring the working state of the main tuning system and the air-ground state of the airplane and judging whether the power-on delay requirement is met or not automatically switching the main tuning system of the radio navigation system to a backup tuning system when the following conditions are met: 1) the aircraft is airborne and the main tuning system of the radio navigation system fails; or 2) the airplane is on the ground, the main tuning system of the radio navigation system fails, and the failure time of the main tuning system failing meets the power-on delay requirement of the backup tuning system;
b) when the backup tuning system automatically switches to take over the tuning of the radio navigation system, the aircraft unit is reminded that the tuning of the radio navigation system is switched to the backup tuning state at the moment through a panel prompting lamp of the backup tuning system, CAS information display or audio prompt;
c) a manually controlled diverter switch is provided to allow the flight crew to manually switch the current tuning system between the primary tuning system and the backup tuning system. The handover should follow the following rules: only when the main tuning system works normally, the tuning system can be manually switched from the backup tuning system to the main tuning system; after the current tuning system is automatically switched to the backup tuning system, when the main tuning system returns to normal work, the current tuning system is switched to the main tuning system through manual switching; at any time, the current tuning system may be switched from the primary tuning system to the backup tuning system by manual switching.
Meanwhile, in item a), due to the difference in the contents of backup tuning provided by different airplanes for each of the radio navigation systems, the present invention may further define which radio navigation system's primary tuning fails as a switching condition to the backup tuning system when there are primary tuning and backup tuning in each of a plurality of radio navigation systems (VOR, xLS, ADF, DME, MB, etc.). For example, the specific definition may be as follows: for an airplane providing backup tuning for a VOR, taking VOR main tuning failure as a condition for switching to backup tuning; if the aircraft does not provide backup tuning for the VOR, but provides backup tuning for the xLS, the xLS primary tuning failure is taken as a condition for switching to backup tuning. Both of these cases can generally cover all civilian aircraft cases that provide back-up tuning. However, in some embodiments, it is also allowable to use failure of the primary tuning of other systems as a determination condition for switching to the backup tuning, and the method is within the scope of the present application.
Further, in the item a), it is assumed that the power-on completion time required for the backup tuning system is T0 (from power supply to system entering normal operation state), and the power-on completion time required for the main tuning system (hereinafter referred to as main tuning system) of the aircraft radio navigation system to complete power-on is T1 (from power supply to system entering normal operation state). Here, the power-on completion time refers to a time required for the system to enter a normal operating state from power-on, because the avionics system operates immediately without power-on, there are often power-on self-tests and the like, and the avionics system can enter the normal operating state after the tests pass. Moreover, the self-test time is not the same for different systems. Furthermore, since different components of the aircraft may be powered by different power sources, this may also result in the power-up completion times of the various components being either overlapping or separate.
Based on the above assumptions, the power-on latency requirements of the backup tuning system can be defined by T0 and T1. Specifically, the power-on delay requirement of the backup tuning system can be specifically defined as one of the following two forms according to the situation:
1) t1, which is true in the case where the power-on completion time of the backup tuning system is separate from the power-on completion time of the main tuning system of the aircraft (i.e., does not overlap with each other); or
If the backup tuning system and the main tuning system are powered on simultaneously, the definition is established when the power-on completion time required by the main tuning system is longer than the power-on completion time of the backup tuning system;
2) t0, which is true when the power-on completion time required for the main tuning system is less than the power-on completion time for the backup tuning system.
Here, the elapsed failure time from the time when the failure of the main tuning system is found is defined as T2, and the determination of whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system is to determine whether the failure time T2 of the main tuning system is greater than the power-on delay requirement of the backup tuning system, that is, when the failure time T2 of the main tuning system is greater than the power-on delay requirement of the backup tuning system, the main tuning system is automatically switched to the backup tuning system.
According to the scheme of automatic switching for automatically switching to backup tuning when the main tuning of the radio navigation system fails, which is provided by the improvement, the tuning of the radio navigation system can not be interrupted due to the failure of the main tuning system, so that the switching of the main tuning system and the backup tuning system of the radio navigation system is seamlessly connected, the radio navigation system can continuously keep normal work, and the manual operation of a flight unit is not needed. Means are also provided to alert the flight crew to switch to a state that backs up the tuning system (e.g., using a notification light, CAS message, or audio prompt).
The following detailed description of the present application is provided in conjunction with the appended drawings.
First, the radio navigation system backup tuning page shown in fig. 1 is also taken as an example. After the automatic switching scheme of the application is used, if the main tuning (FMS) fails, the state corresponding to the L-LSK-6 is automatically switched to the backup tuning mode (MAN mode) under the condition that the switching condition shown in the above item a) is met, that is, the MAN mode automatically turns green to indicate that the backup tuning system is automatically enabled, at this time, the tuning of the radio navigation system is not interrupted, and the radio navigation system continues to work in the previous working frequency and mode, so that the seamless switching experience of the tuning system is realized. To achieve the seamless switching, the backup tuning system (MAN in this example) monitors the tuning state of the primary tuning system and maintains its own state consistent with the primary tuning system until failure of the primary tuning system occurs. In particular, the backup tuning system will always monitor the information transfer of the primary tuning system and if a piece of information is sent by the primary tuning system, this information will also be sent to the backup tuning system at the same time. The backup tuning system learns about the status of the primary tuning system by looking at this information. If the main tuning system is found to be out of order, automatic switching is performed. If the main tuning system works normally, the backup tuning system synchronizes the relevant tuning and control parameters of the radio navigation system according to the information. Therefore, when the main tuning system fails, the frequency and mode of the backup tuning system are consistent with the normal tuning state of the main tuning system before failure at the time of automatic switching of the backup tuning system, and further the main tuning system can be directly replaced to work without further adjustment.
In addition, in some embodiments, on the basis of fig. 1, an area may be specially designed to display the warning light, and the design may be as follows: a notification light may be added to the backup tuning system panel, such as the upper left corner shown in fig. 1, wherein when backup tuning is enabled, the notification light is on and green; when backup tuning is not enabled, then the lamp goes off. In addition, the CAS information may be designed to display "BACKUP TUNING ON" (BACKUP TUNING ON), cyan in color, and the alarm level STATUS. The CAS information is displayed on a display screen for displaying CAS information. In addition, in other embodiments, a special audio prompt may be provided in addition to the BACKUP TUNING when switching to the BACKUP TUNING, for example, a "BACKUP TUNING ON" voice prompt may be played in the headset of the flight crew to remind the flight crew that the BACKUP TUNING system is currently active in the radio navigation TUNING system. The CAS information, the prompting lamp and the audio prompt can be selected from one to three, or from two to three, or can be used completely, and the CAS information, the prompting lamp and the audio prompt can be determined according to a cockpit warning design concept.
Note: the CAS information and the audio prompt described above provide only one example, for example, in the case where there are two BACKUP TUNING systems, the CAS information may be adaptively changed to "1 BACKUP TUNING ON" (first BACKUP TUNING ON) or "2 BACKUP TUNING ON" to distinguish which BACKUP TUNING system is, or "1 +2 BACKUP TUNING ON" indicates that both BACKUP TUNING systems are enabled. Other words with different literal designs but similar meanings are within the scope of the invention. For example, a "NAV AID MAN MODE (radio navigation in backup tuning MODE)" message may be displayed to prompt the activation of the backup tuning MODE, not to mention a few examples. And the CAS information alert rating (status) definition is also determined according to the cockpit alert design philosophy, and the CAS rating for events that enable radio navigation system backup tuning is generally no higher than advisory.
FIG. 2 illustrates an example logic flow diagram of a method for automatically switching to a backup tuning mode of a radio navigation system in accordance with one embodiment of the present application.
As shown in fig. 2, after the process begins, the process proceeds to step 202 where the system monitors for a failure of the primary tuning system.
The failure of the main tuning system can be judged according to the following modes: 1) loss of the primary tuning signal; or 2) the status word included in the main tuning signal indicates a failure (SSM indicates FW = failure warning if a429 signal);
if it is determined that the main tuning system is not failed, indicating that the main tuning system is operating normally, and no switching is required, the flow proceeds directly to step 210, where the system continues to maintain the operating state of the main tuning system, i.e., the system continues to use the main tuning system to tune the radio navigation system, and the switching flow ends so far.
If, however, it is determined that the main tuning system is not active, flow proceeds to step 204 where the system determines whether the aircraft is airborne based on the WOW on-wheel signal from the landing gear system.
And if the airplane is determined to be in the air, the flow enters an air tuning switching branch flow.
In the air tuning switching branch flow, first, the flow proceeds to step 206, where the system automatically switches to the backup tuning mode, i.e., the backup tuning system is used to tune the radio navigation system instead of the main tuning system.
To enable the flight crew to be aware of the switch, after the switch is completed, flow may proceed to step 208. In this step, the crew is visually prompted to replace the primary tuning system by activating an indicator light indicating a switch to the backup tuning system (e.g., a backup tuning operational status indicator light in the upper left corner of the radio navigation system backup tuning page of fig. 1, wherein the backup tuning is off when not enabled and on with a green light when enabled) at the same time as the switch. Alternatively, the pilot may be alerted by triggering the corresponding CAS message. The CAS information may be referred to as "NAV AID MAN MODE" information of STATUS level, and there are many more ways of reminding the CAS information, which are not described herein. At this point, the air tuning switching branch flow is finished.
On the other hand, if it is determined in step 204 that the aircraft is not airborne, i.e., is located on the ground, the ground tuning switch branch flow is entered.
In the terrestrial tuning switching branch flow, first, in step 212, it is further determined whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system.
As described in the previous item a), if the time for completing the power-on of the backup tuning system is T0, the time required for completing the power-on of the main tuning system of the aircraft is T1, and the elapsed failure time from the time when the failure of the main tuning system is found is T2, whether the failure time T2 meets the delay requirement may include two cases, namely whether T2 is greater than T1; or whether T2 is greater than T0. According to the above-mentioned contents, one of the conditions can be selected according to actual conditions as a condition for judging whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system.
If the failure time of the primary tuning system has exceeded the power-on delay requirement of the backup tuning system, the process proceeds to step 206 and the system automatically switches to the backup tuning operating state. And the flight crew may be alerted of the switch at step 208 using visual or audible means.
Otherwise, if the failure time of the main tuning system does not exceed the power-on delay requirement of the backup tuning system, it indicates that the main tuning system is only temporarily failed and has recovered to normal operation before the power-on delay requirement of the backup tuning system, and can continue to be used, so the system does not perform the switching, and the flow proceeds to step 210 to continue to maintain the working state of the main tuning system.
It will be appreciated that the execution of the automatic switching method will be triggered whenever the system monitors for a failure of the primary tuning system. Thus, step 202 is always performed and may be a trigger condition for the automatic switching method.
It should be understood that the reason why the determination step 212 of whether the dead time meets the delay requirement is added to the terrestrial tuning switch branch flow is that: aiming at the air condition, in order to ensure high reliability in the flight process, as long as the main tuning system is found to be in a failure state, the main tuning system needs to be instantly switched to a backup tuning system so as to ensure the normal work of radio navigation. For the situation that the airplane is on the ground, the timeliness of switching of the main backup tuning system does not greatly affect the safety of the airplane, and for the situation that the backup tuning system monitors that the main tuning system is currently failed due to the fact that the time for the main tuning system to enter the normal working state is possibly longer than that of the backup tuning system when the airplane on the ground is powered on, the automatic switching is not necessary, because the main tuning system is only temporarily failed and can be quickly recovered to normally work. Therefore, a decision step 212 is additionally added to the terrestrial tuning switching branch flow to avoid unnecessary automatic switching due to temporary failure of the main tuning system, and an automatic switching design is also realized under the condition that the main tuning failure time meets the power-on delay requirement of the backup tuning system.
Having appreciated an exemplary flow chart of the method for automatically switching to a backup tuning mode of a radio navigation system of the present application in conjunction with fig. 2, the flow is described in detail below in conjunction with a specific example for better understanding by the skilled artisan.
In the example, assuming that airplane backup tuning provides tuning to the VOR, the backup tuning system completes power-on for a time T0 of 1 minute, and the main tuning system of the airplane radio navigation system completes power-on for a time T1 of 2 minutes. In this example, the backup tuning system and the main tuning system are powered on simultaneously, and the power-on completion time T0 of the backup tuning system is less than the power-on completion time T1 of the main tuning system. Thus, in this case, the backup tuning system power-on delay requirement is chosen to be T1, i.e., 2 minutes. In step 212, it should be determined whether T2 is greater than T1, i.e., whether the elapsed time T2 from the beginning of the main tuning system failure meets (exceeds) the 2 minutes of the power-on delay requirement.
As described above, the examples can be divided into two cases:
a) assuming that the aircraft is on the ground
1. In minute 1, the backup tuning system is powered on completely, while the main tuning system is not powered on completely. And (4) logically judging that the main tuning is invalid, but the invalid time does not meet the delay requirement (2 minutes), and keeping the working state of the main tuning system.
2. In minute 2, the main tuning system completes the power up. And logically judging that the main tuning system is normal and keeping the working state of the main tuning system.
3. At minute 3, the main tuning system is in error. And (4) logically judging that the main tuning system fails, but the failure time does not meet the delay requirement (only 1 minute is less than 2 minutes), and keeping the working state of the main tuning system.
4. And in the 4 th minute, the main tuning system is logically judged to be invalid, the time of the invalid time meets the delay requirement (meets 2 minutes), and the main tuning system is automatically switched to the backup tuning system.
b) Assuming that the aircraft is airborne, at any time, if it is decided:
if the main tuning system of the airplane is normal, the working state of the main tuning system is continuously kept; or
And if the main tuning system of the airplane is wrong, the logic judgment of the main tuning system fails, and the main tuning system is automatically switched to the backup tuning system.
In the above design, for the air condition a), the backup tuning is immediately switched to under the failure state of the main tuning, so that the normal operation of the radio navigation is ensured. For the ground condition b), unnecessary switching caused by different power-on starting time is avoided, and meanwhile, automatic switching design is realized under the condition that the main tuning fails.
An exemplary logical block diagram of a system for automatically switching a radio navigation system backup tuning mode according to one embodiment of the present application is described below in conjunction with fig. 3.
As shown in fig. 3, the system 300 for automatically switching to a backup tuning mode of a radio navigation system may include a primary tuning failure determination module 302, a flight status determination module 304, a latency requirement determination module 306, an automatic switching module 308, and an indication module 310.
It should be understood that the various modules may be implemented by programming existing systems on the aircraft, or by programming firmware, software, or hardware. The various modules may communicate information with each other via wired/wireless communication links.
A primary tuning failure determination module 302 configured to monitor whether the primary tuning system fails. The failure of the main tuning system can be judged according to the following modes: 1) loss of the primary tuning signal; or 2) the status word included in the main tuning signal indicates a failure (if the a429 signal then SSM indicates FW = failure warning).
If the main tuning system is determined not to be failed, it is determined that the main tuning system is working normally, and no switching is needed, the system 300 continues to maintain the working state of the main tuning system until the main tuning system is monitored to be failed. If the primary tuning system fails, the next module, the flight status decision module 304, is activated.
And the flight state judging module 304 is configured to judge whether the aircraft is in the air according to the state information of the aircraft.
If the aircraft is determined to be airborne, the flow branches to an airborne tuning switch branch flow, activating the auto-switch module 308 and activating the indication module 310.
An auto-switch module 308 is configured to automatically switch to the backup tuning system, i.e., to tune the radio navigation system with the backup tuning system in place of the primary tuning system.
An indication module 310 configured for generating visual and/or audible prompting information to prompt the flight crew for the switch to the backup tuning system.
When the flight state determination module 304 determines that the aircraft is on the ground, the flow enters a ground tuning switching branch flow, and the delay requirement determination module 306 is activated.
The delay requirement determining module 306 is configured to determine whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system. If yes, activating the automatic switching module 308 and the indicating module 310 to automatically switch to the backup tuning system and remind the crew; if not, the flow is ended to keep the working state of the main tuning system.
In addition to the components shown in fig. 3, the system 300 may also provide a manually controlled switch to allow the flight crew to manually switch the current tuning system between the primary tuning system and the backup tuning system.
In accordance with the above-described method and system, the present application may also provide a computer-readable storage medium having stored thereon instructions that, when executed, cause a system to perform the method as described in fig. 2.
While various embodiments have been described above, it should be understood that they have been presented by way of example only, and not limitation. Persons skilled in the relevant art(s) will recognize that various changes may be made in form and detail without departing from the spirit and scope of the invention, as defined by the appended claims. Thus, the breadth and scope of the present invention disclosed herein should not be limited by any of the above-described exemplary embodiments, but should be defined only in accordance with the following claims and their equivalents.
Claims (11)
1. A method for automatically switching to a backup tuning system of a radio navigation system, comprising:
monitoring whether the main tuning system fails:
if the main tuning system is not invalid, the working state of the main tuning system is kept;
if the main tuning system fails, judging whether the airplane is in the air according to the state information of the airplane:
if the airplane is in the air, automatically switching to the working state of a backup tuning system;
if the airplane is on the ground, further judging whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system:
if the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system, automatically switching to the working state of the backup tuning system; and
and if the failure time of the main tuning system does not meet the power-on delay requirement of the backup tuning system, maintaining the working state of the main tuning system.
2. The method of claim 1, wherein the power-on delay requirement of the backup tuning system is defined by a power-on completion time T0 required for the backup tuning system to complete power-on and a power-on completion time T1 required for a main tuning system of an aircraft radio navigation system to complete power-on, the definition comprising one of:
the definition includes one of two forms:
1) t1, which is true if the power-on completion time of the backup tuning system is separated from the power-on completion time of the primary tuning system of the aircraft; or
If the backup tuning system and the main tuning system are powered on simultaneously, the definition is established when the power-on completion time of the main tuning system is greater than the power-on completion time of the backup tuning system;
2) t0, which is true when the backup tuning system and the main tuning system are powered on simultaneously, and the power-on completion time of the main tuning system is less than the power-on completion time of the backup tuning system; and is
The step of determining whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system comprises: and judging whether the failure time which passes from the time when the main tuning system is found to be failed is greater than the power-on delay requirement of the backup tuning system.
3. The method of claim 1, wherein the method further comprises:
when the working state of the backup tuning system is automatically switched, reminding a crew member that the backup tuning system is automatically switched to the backup tuning working state by triggering an indicator lamp or providing CAS (system for example) information or audio information of a unit alarm system;
the indicator light is a backup tuning working state indicator light designed on a control panel of the backup tuning device, wherein the backup tuning working state indicator light is turned off when the backup tuning is not started, and the indicator light is turned on when the backup tuning is started.
4. The method of claim 1, wherein the method further comprises:
and the backup tuning system monitors the tuning state of the main tuning system all the time before the main tuning system fails, and keeps the state of the backup tuning system consistent with that of the main tuning system so as to realize seamless switching.
5. The method of claim 1, wherein the method further comprises: when there are a plurality of radio navigation systems in the aircraft and each radio navigation system has a main tuning system and a backup tuning system, it is possible to specify which radio navigation system has its main tuning signal disabled as a switching condition for switching to the backup tuning system.
6. A system for automatically switching to a backup tuning system of a radio navigation system, comprising:
the main tuning failure judging module is configured for monitoring whether the main tuning system fails or not;
a flight state determination module configured to determine whether an aircraft is airborne according to state information of the aircraft;
the delay requirement judging module is configured to judge whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system;
an automatic switching module configured to automatically switch to a backup tuning system;
wherein if the main tuning failure determination module determines that the main tuning system is not failed, the working state of the main tuning system is maintained;
if the main tuning failure judgment module judges that the main tuning system fails, activating the flight state judgment module;
wherein the automatic switching module is activated if the flight status determination module determines that the aircraft is airborne;
activating the delay requirement determination module if the flight status determination module determines that the aircraft is on the ground;
wherein if the delay requirement determining module determines that the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system, the automatic switching module is activated;
and if the time delay requirement judging module judges that the failure time of the main tuning system does not meet the power-on time delay requirement of the backup tuning system, the working state of the main tuning system is kept.
7. The system of claim 6, further comprising:
an indication module configured to generate visual and/or audible prompting information to prompt a flight crew that automatic switching of the backup tuning system is currently achieved.
8. The system of claim 6, wherein the backup tuning system monitors the tuning status of the primary tuning system and maintains its status consistent with the primary tuning system to achieve seamless switching until failure of the primary tuning system occurs.
9. The system of claim 6 wherein the power-on delay requirement of the backup tuning system is defined by a power-on completion time T0 required for the backup tuning system and a power-on completion time T1 required for a primary tuning system of an aircraft radio navigation system to complete power-on, the definition comprising one of:
1) t1, which is true if the power-on completion time of the backup tuning system is separated from the power-on completion time of the primary tuning system of the aircraft; or
If the backup tuning system and the main tuning system are powered on simultaneously, the definition is established when the power-on completion time of the main tuning system is greater than the power-on completion time of the backup tuning system;
2) t0, which is true when the backup tuning system and the main tuning system are powered on simultaneously, and the power-on completion time of the main tuning system is less than the power-on completion time of the backup tuning system; and is
The step of determining whether the failure time of the main tuning system meets the power-on delay requirement of the backup tuning system comprises: and judging whether the failure time which passes from the time when the main tuning system is found to be failed is greater than the power-on delay requirement of the backup tuning system.
10. The system of claim 6, wherein said system further provides a manually controlled switch to allow the flight crew to manually switch the current tuning system between said primary tuning system and said backup tuning system.
11. A computer-readable storage medium having stored thereon instructions that, when executed, cause a machine to perform the method of any of claims 1-5.
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