CN115046526B

CN115046526B - Aircraft fault diagnosis method and device, computer equipment and storage medium

Info

Publication number: CN115046526B
Application number: CN202210941264.1A
Authority: CN
Inventors: 程瑞; 布向伟; 于继超; 赵金栋; 刘策; 于彪
Original assignee: Dongfang Space Technology Shandong Co Ltd; Orienspace Technology Beijing Co Ltd; Orienspace Xian Aerospace Technology Co Ltd
Current assignee: Dongfang Space Jiangsu Aerospace Power Co ltd; Dongfang Space Technology Shandong Co Ltd; Orienspace Hainan Technology Co Ltd; Orienspace Technology Beijing Co Ltd
Priority date: 2022-08-08
Filing date: 2022-08-08
Publication date: 2022-10-25
Anticipated expiration: 2042-08-08
Also published as: CN115046526A

Abstract

The application provides an aircraft fault diagnosis method, an aircraft fault diagnosis device, computer equipment and a storage medium, wherein for each attitude sensor, an attitude residual value of an aircraft attitude observed by the attitude sensor at the current moment is determined according to a current attitude observed value and a current attitude estimated value; judging whether the root mean square value of the attitude residual value of the aircraft attitude observed by each candidate attitude sensor except the target attitude sensor at the current moment exceeds a preset standard attitude residual value of the aircraft attitude at the current moment or not; and if the root mean square value of the attitude residual value observed by each attitude sensor except the second target attitude sensor does not exceed the standard attitude residual value and the root mean square value of the attitude residual value observed by each attitude sensor except the third target attitude sensor exceeds the standard attitude residual value, marking the running state of the second target attitude sensor as a fault. By adopting the method, the manufacturing cost of the aircraft can be reduced.

Description

Aircraft fault diagnosis method and device, computer equipment and storage medium

Technical Field

The invention relates to the technical field of space, in particular to a method and a device for diagnosing aircraft faults, computer equipment and a storage medium.

Background

When the aircraft flies in space at a high speed, the attitude sensor is required to collect attitude data of the aircraft in real time, so that the actual flying attitude of the aircraft is monitored in real time according to the collected attitude data, and whether the current flying state of the aircraft is normal or not is determined according to the actual flying attitude of the aircraft; however, in the operation process of the aircraft, due to the long-time operation of the load device and the influence of the severe environment on the load device, the attitude sensor is likely to be abnormal or damaged, so that the acquired attitude data is also wrong, and the actual flight attitude of the aircraft cannot be accurately determined.

In order to ensure that the actual flight attitude of the aircraft can be accurately determined, the operation state of an attitude sensor in the aircraft needs to be diagnosed to determine whether the data acquired by the attitude sensor is accurate or not; in the prior art, when determining the operating state of the attitude sensor, a special detection circuit is usually used to measure the current and voltage values of the attitude sensor during operation, and the operating state of the attitude sensor is determined according to the current and voltage values measured by the circuit.

The inventor has found in the research that since a relatively large number of attitude sensors are generally provided in an aircraft, when each attitude sensor is detected using a detection circuit, a detection circuit needs to be provided for each attitude sensor, thereby increasing the manufacturing cost of the aircraft.

Disclosure of Invention

In view of this, the present invention provides a method, an apparatus, a computer device and a storage medium for aircraft fault diagnosis, which can reduce the manufacturing cost of the aircraft.

In a first aspect, an embodiment of the present application provides an aircraft fault diagnosis method, where the method includes:

for each attitude sensor of at least two attitude sensors, determining an attitude residual value of the aircraft attitude observed by the attitude sensor at the current moment according to a current attitude observation value and a current attitude estimation value, wherein the current attitude observation value is the attitude observation value of the aircraft attitude observed by the attitude sensor at the current moment, the current attitude estimation value is the attitude estimation value obtained by inputting a historical attitude observation value into a Kalman filter, and the historical attitude observation value is the attitude observation value of the aircraft attitude observed by the attitude sensor at the last moment;

judging whether the root mean square value of the attitude residual value of the aircraft attitude observed by each candidate attitude sensor except the target attitude sensor at the current moment in the at least two attitude sensors exceeds a preset standard attitude residual value of the aircraft attitude at the current moment, wherein the target attitude sensor is any one of the at least two attitude sensors;

and if the root mean square value of the attitude residual value of the aircraft attitude observed by each second candidate attitude sensor except the second target attitude sensor at the current moment in the at least two attitude sensors does not exceed the standard attitude residual value, and the root mean square value of the attitude residual value of the aircraft attitude observed by each third candidate attitude sensor except the third target attitude sensor at the current moment in the at least two attitude sensors exceeds the standard attitude residual value, marking the running state of the second target attitude sensor as a fault, wherein the second target attitude sensor is any one of the target attitude sensors, and the third target attitude sensor is any one of the second candidate attitude sensors.

Optionally, after determining whether a root mean square value of a pose residual value of the aircraft pose observed by each candidate pose sensor of the at least two pose sensors at the current time, except for the target pose sensor, exceeds a preset standard pose residual value of the aircraft pose at the current time, the method further includes:

if the root mean square value of the attitude residual value of the aircraft attitude observed by each candidate attitude sensor except the target attitude sensor at the current moment in the at least two attitude sensors exceeds the standard attitude residual value, judging whether the root mean square value of the attitude residual value of the aircraft attitude observed by each third candidate attitude sensor except the third target attitude sensor at the current moment in the at least two attitude sensors exceeds the standard attitude residual value or not, wherein the third target attitude sensors are any two of the at least two attitude sensors;

and if the root mean square value of the attitude residual value of the aircraft attitude observed by each fourth candidate attitude sensor except the fourth target attitude sensor at the current moment in the at least two attitude sensors does not exceed the standard attitude residual value, and the root mean square value of the attitude residual value of the aircraft attitude observed by each fifth candidate attitude sensor except the fifth target attitude sensor at the current moment in the at least two attitude sensors exceeds the standard attitude residual value, marking the running state of the fourth target attitude sensor as a fault, wherein the fourth target attitude sensors are any two of the third target attitude sensors, and the fifth target attitude sensors are any two of the fourth candidate attitude sensors.

and if the root mean square value of the attitude residual value of the aircraft attitude observed by each candidate attitude sensor except the target attitude sensor at the current moment in the at least two attitude sensors does not exceed the standard attitude residual value, marking the running state of each attitude sensor in the at least two attitude sensors as normal.

for each attitude control execution mechanism in at least one attitude control execution mechanism, determining a control quantity residual value for controlling the attitude of the aircraft at the current moment by the attitude control execution mechanism according to a current actual control quantity and a current estimated control quantity, wherein the current actual control quantity is an actual control quantity when the attitude control execution mechanism controls the aircraft at the current moment, the current estimated control quantity is an estimated control quantity obtained by inputting a historical actual control quantity to a Kalman filter, and the historical actual control quantity is an actual control quantity when the attitude control execution mechanism controls the aircraft at the last moment;

judging whether a control quantity residual error value of the attitude control executing mechanism for controlling the attitude of the aircraft at the current moment exceeds a preset standard control quantity residual error value;

and if the control quantity residual error value of the attitude control executing mechanism for controlling the attitude of the aircraft at the current moment exceeds the standard control quantity residual error value, marking the running state of the attitude control executing mechanism as a fault.

Optionally, after determining whether a control quantity residual value for controlling the attitude of the aircraft by the attitude control execution mechanism at the current time exceeds a preset standard control quantity residual value, the method further includes:

and if the control quantity residual value of the attitude control executing mechanism for controlling the attitude of the aircraft at the current moment does not exceed the standard control quantity residual value, marking the running state of the attitude control executing mechanism as normal.

In a second aspect, an embodiment of the present application provides an aircraft fault diagnosis device, where the device includes:

the attitude residual value determining module is used for determining an attitude residual value of an aircraft attitude observed by the attitude sensor at the current moment according to a current attitude observation value and a current attitude estimation value for each attitude sensor of at least two attitude sensors, wherein the current attitude observation value is an attitude observation value of the aircraft attitude observed by the attitude sensor at the current moment, the current attitude estimation value is an attitude estimation value obtained by inputting a historical attitude observation value into a Kalman filter, and the historical attitude observation value is an attitude observation value of the aircraft attitude observed by the attitude sensor at the last moment;

the first judging module is used for judging whether the root mean square value of the attitude residual value of the aircraft attitude observed by each candidate attitude sensor except for the target attitude sensor in the at least two attitude sensors at the current moment exceeds a preset standard attitude residual value of the aircraft attitude at the current moment or not, wherein the target attitude sensor is any one of the at least two attitude sensors;

a first operation state marking module, configured to mark the operation state of the second target attitude sensor as a fault if a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each second candidate attitude sensor, except for the second target attitude sensor, of the at least two attitude sensors does not exceed the standard attitude residual value, and a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each third candidate attitude sensor, except for the third target attitude sensor, of the at least two attitude sensors all exceeds the standard attitude residual value, where the second target attitude sensor is any one of the target attitude sensors, and the third target attitude sensor is any one of the second candidate attitude sensors.

Optionally, the apparatus further comprises:

a second determining module, configured to determine, after determining whether a root mean square value of a pose residual value of an aircraft pose observed at a current time by each candidate pose sensor except for a target pose sensor among the at least two pose sensors exceeds a preset standard pose residual value of the aircraft pose at the current time, if the root mean square value of the pose residual value of the aircraft pose observed at the current time by each candidate pose sensor except for the target pose sensor among the at least two pose sensors exceeds the standard pose residual value, determine whether a root mean square value of a pose residual value of an aircraft pose observed at the current time by each third candidate pose sensor except for a third target pose sensor among the at least two pose sensors exceeds the standard pose residual value, where the third target pose sensor is any two of the at least two pose sensors;

and a second operation state marking module, configured to mark the operation state of the fourth target attitude sensor as a fault if a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each fourth candidate attitude sensor, except for the fourth target attitude sensor, of the at least two attitude sensors does not exceed the standard attitude residual value, and a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each fifth candidate attitude sensor, except for the fifth target attitude sensor, of the at least two attitude sensors all exceeds the standard attitude residual value, where the fourth target attitude sensors are any two of the third target attitude sensors, and the fifth target attitude sensors are any two of the fourth candidate attitude sensors.

Optionally, the apparatus further comprises:

and a third operation state marking module, configured to mark, after determining whether a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor, except the target attitude sensor, of the at least two attitude sensors exceeds a preset standard attitude residual value of the aircraft attitude at the current time, an operation state of each attitude sensor of the at least two attitude sensors as normal if the root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor, except the target attitude sensor, of the at least two attitude sensors does not exceed the standard attitude residual value.

Optionally, the apparatus further comprises:

a control quantity residual value determining module, configured to determine, for each attitude control execution mechanism in the at least one attitude control execution mechanism, a control quantity residual value for controlling the aircraft attitude at the current time by the attitude control execution mechanism according to a current actual control quantity and a current estimated control quantity after determining whether a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor, except for the target attitude sensor, in the at least two attitude sensors exceeds a preset standard attitude residual value of the aircraft attitude at the current time, where the current actual control quantity is an actual control quantity when the attitude control execution mechanism controls the aircraft attitude at the current time, the current estimated control quantity is an estimated control quantity obtained by inputting a historical actual control quantity to a kalman filter, and the historical actual control quantity is an actual control quantity when the attitude control execution mechanism controls the aircraft at a previous time;

Optionally, the apparatus further comprises:

and the fifth running state marking module is used for marking the running state of the attitude control executing mechanism as normal if the control quantity residual value for controlling the attitude of the aircraft at the current moment by the attitude control executing mechanism does not exceed the standard control quantity residual value after judging whether the control quantity residual value for controlling the attitude of the aircraft at the current moment by the attitude control executing mechanism exceeds the preset standard control quantity residual value.

In a third aspect, an embodiment of the present application provides a computer device, including: a processor, a memory and a bus, the memory storing machine-readable instructions executable by the processor, the processor and the memory communicating via the bus when the computer device is running, the machine-readable instructions when executed by the processor performing the steps of the aircraft fault diagnosis method as described in any one of the optional embodiments of the first aspect above.

In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to perform the steps of the aircraft fault diagnosis method described in any one of the optional embodiments of the first aspect.

The technical scheme provided by the application comprises but is not limited to the following beneficial effects:

for each attitude sensor of at least two attitude sensors, determining an attitude residual value of the aircraft attitude observed by the attitude sensor at the current moment according to a current attitude observation value and a current attitude estimation value, wherein the current attitude observation value is the attitude observation value of the aircraft attitude observed by the attitude sensor at the current moment, the current attitude estimation value is the attitude estimation value obtained by inputting a historical attitude observation value into a Kalman filter, and the historical attitude observation value is the attitude observation value of the aircraft attitude observed by the attitude sensor at the last moment; through the steps, the deviation between the measurement data and the standard data of the current attitude sensor can be determined according to the observation value output by the attitude sensor at the current moment and the estimation value obtained by calculating the observation value.

Judging whether the root mean square value of the attitude residual value of the aircraft attitude observed by each candidate attitude sensor except the target attitude sensor at the current moment in the at least two attitude sensors exceeds a preset standard attitude residual value of the aircraft attitude at the current moment, wherein the target attitude sensor is any one of the at least two attitude sensors; if the root mean square value of the attitude residual value of the aircraft attitude observed at the current moment by each second candidate attitude sensor except for a second target attitude sensor in the at least two attitude sensors does not exceed the standard attitude residual value, and the root mean square value of the attitude residual value of the aircraft attitude observed at the current moment by each third candidate attitude sensor except for a third target attitude sensor in the at least two attitude sensors exceeds the standard attitude residual value, marking the running state of the second target attitude sensor as a fault, wherein the second target attitude sensor is any one of the target attitude sensors, and the third target attitude sensor is any one of the second candidate attitude sensors; through the steps, the residual value of each attitude sensor is introduced into the comparison with the standard residual value, and the running state of the attitude sensor can be judged.

By adopting the method, on the basis of not configuring an independent detection circuit for the attitude sensor, the operation state of the attitude sensor is judged only according to the attitude data of the aircraft collected by all the operating attitude sensors in the aircraft, so that the manufacturing cost of the aircraft can be reduced.

In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

FIG. 1 is a flow chart illustrating a method for diagnosing aircraft faults in accordance with an embodiment of the present invention;

FIG. 2 is a flow chart illustrating another method of aircraft fault diagnosis provided by an embodiment of the invention;

FIG. 3 is a flow chart illustrating a method for marking an operating state of an attitude control actuator according to an embodiment of the present invention;

fig. 4 is a schematic structural diagram of an aircraft fault diagnosis device provided by a second embodiment of the invention;

FIG. 5 is a schematic structural diagram of another aircraft fault diagnosis device provided by a second embodiment of the invention;

FIG. 6 is a schematic structural diagram of another aircraft fault diagnosis device provided by the second embodiment of the invention;

FIG. 7 is a schematic structural diagram of another aircraft fault diagnosis device provided by the second embodiment of the invention;

FIG. 8 is a schematic structural diagram of another aircraft fault diagnosis device provided by the second embodiment of the invention;

fig. 9 shows a schematic structural diagram of a computer device according to a third embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all the embodiments. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.

Example one

For the purpose of facilitating an understanding of the present application, a detailed description of an embodiment of the present application will be provided below in conjunction with the description of the flowchart of an aircraft fault diagnosis method provided by the embodiment of the present invention shown in fig. 1.

Referring to fig. 1, fig. 1 shows a flowchart of an aircraft fault diagnosis method provided in an embodiment of the present invention, where the method includes steps S101 to S103:

s101: for each attitude sensor of at least two attitude sensors, determining an attitude residual value of the aircraft attitude observed by the attitude sensor at the current moment according to a current attitude observation value and a current attitude estimation value, wherein the current attitude observation value is the attitude observation value of the aircraft attitude observed by the attitude sensor at the current moment, the current attitude estimation value is the attitude estimation value obtained by inputting a historical attitude observation value into a Kalman filter, and the historical attitude observation value is the attitude observation value of the aircraft attitude observed by the attitude sensor at the last moment.

Specifically, the attitude sensor is a high-performance three-dimensional motion attitude measurement System based on an MEMS (Micro-Electro-Mechanical System) technology, and comprises auxiliary motion sensors such as a three-axis gyroscope, a three-axis accelerometer and a three-axis electronic compass, calibrated angular velocity, acceleration, magnetic data and the like are output through an embedded low-power-consumption ARM processor, motion attitude measurement is performed through a sensor data algorithm based on quaternion, and zero-drift three-dimensional attitude data expressed by quaternion, euler angle and the like are output in real time; the attitude sensor can be widely applied to model airplane unmanned aerial vehicles, robots, antenna holders, concentrating solar energy, ground and underwater equipment, virtual reality, human motion analysis and other product equipment which needs low-cost and high-dynamic three-dimensional attitude measurement.

When the attitude sensor is used for detecting the attitude of the aircraft, each attitude sensor on the aircraft outputs observation data of the current attitude of the aircraft in real time, and the observation data can be used as actual data of the current attitude of the aircraft for calculation in application; the residual error is a difference between an actual observed value and an estimated value (a fitted value) in mathematical statistics, so that when the residual error value is calculated, the attitude residual error value of the aircraft attitude observed by each attitude sensor of at least two attitude sensors for observing the aircraft attitude at the current moment can be determined according to the attitude observed value (the actual observed value) of the aircraft attitude observed by the attitude sensor at the current moment and the attitude estimated value (the fitted value) obtained by inputting the historical attitude observed value into the kalman filter.

In the process, the current attitude observation value can be obtained by direct observation of the attitude sensor, and the obtaining of the current attitude estimation value requires inputting the attitude observation value of the aircraft at the previous moment observed by the attitude sensor into the kalman filter to obtain the attitude estimation value of the aircraft at the current moment predicted according to the attitude data of the aircraft at the previous moment.

For example, the sensors that need to be diagnosed in the current aircraft include four sensors, i.e., sensor 1, sensor 2, sensor 3 and sensor 4, and for the four sensors, an attitude observation value that each sensor observes the aircraft at the current time can be obtained, i.e., the current attitude observation value of sensor 1 is

The current attitude observed value of the sensor 2 is

The current attitude observed value of the sensor 3 is

The current attitude observed value of the sensor 4 is

(ii) a Will be provided with

Inputting the attitude data into a Kalman filter A to obtain a current attitude estimation value

Will be

Input to the Kalman filterObtaining current attitude estimation value from wave filter B

Will be

Inputting the attitude data into a Kalman filter C to obtain a current attitude estimation value

Will be

Inputting the attitude data into a Kalman filter D to obtain a current attitude estimation value

(ii) a Calculating a residual value of each attitude sensor for observing the aircraft at the current moment according to the current attitude observed value and the current attitude estimated value of each sensor, namely the residual value of the sensor 1 for observing the aircraft at the current moment is

(will be

Is recorded as

) The residual value observed by the sensor 2 on the aircraft at the current moment is

(will)

Is recorded as

) The sensor 3 observing the aircraft at the current momentResidual value of

(will be

Is recorded as

) The residual value of the sensor 4 for observing the aircraft at the current moment is

(will be

Is recorded as

）。

S102: and judging whether the root mean square value of the attitude residual value of the aircraft attitude observed at the current moment by each candidate attitude sensor except the target attitude sensor in the at least two attitude sensors exceeds a preset standard attitude residual value of the aircraft attitude at the current moment, wherein the target attitude sensor is any one of the at least two attitude sensors.

Specifically, when a residual value obtained by observing the attitude of the aircraft by a certain attitude sensor exceeds a standard residual value, it is indicated that the measurement error or deviation of the attitude sensor exceeds a certain limit, and it is also indicated that the sensor has a fault and cannot accurately observe the actual flight attitude of the aircraft.

For example: a preset current time of flightThe standard attitude residual value of the attitude of the device is

The residual value observed by the sensor 1 on the aircraft at the current moment is

The residual value of the sensor 2 for observing the aircraft at the current moment is

The residual value observed by the sensor 3 on the aircraft at the current moment is

The residual value observed by the sensor 4 on the aircraft at the current moment is

(ii) a For the sensor 1, the root mean square value of residual values observed by the sensor 2, the sensor 3 and the sensor 4 on the aircraft at the current moment is calculated according to a root mean square formula

(ii) a For the sensor 2, the root mean square value of residual values observed by the sensor 1, the sensor 3 and the sensor 4 on the aircraft at the current moment is calculated according to a root mean square formula

(ii) a For the sensor 3, the root mean square value of residual values of the sensor 1, the sensor 2 and the sensor 4 for observing the aircraft at the current moment is calculated according to a root mean square formula

(ii) a For the sensor 4, the root mean square value of residual values of the sensor 1, the sensor 2 and the sensor 3 for observing the aircraft at the current moment is calculated according to a root mean square formula

(ii) a And separately judge

Whether or not to exceed

Judgment of

Whether or not to exceed

Judgment of

Whether or not to exceed

Judgment of

Whether or not to exceed

。

S103: and if the root mean square value of the attitude residual value of the aircraft attitude observed by each second candidate attitude sensor except the second target attitude sensor at the current moment in the at least two attitude sensors does not exceed the standard attitude residual value, and the root mean square value of the attitude residual value of the aircraft attitude observed by each third candidate attitude sensor except the third target attitude sensor at the current moment in the at least two attitude sensors exceeds the standard attitude residual value, marking the running state of the second target attitude sensor as a fault, wherein the second target attitude sensor is any one of the target attitude sensors, and the third target attitude sensor is any one of the second candidate attitude sensors.

Specifically, considering that the root mean square value of the residual error value calculated by the other sensors of a certain attitude sensor except the attitude sensor is the observed value introduced into the other attitude sensors except the attitude sensor, but not the own attitude sensor, when the root mean square value of the residual error value calculated by the other sensors except the attitude sensor does not exceed the preset standard attitude residual value, it is indicated that the other attitude sensors except the attitude sensor are normal, in this case, the root mean square value calculation of the residual error value except the own residual error value is sequentially performed on each attitude sensor of at least two attitude sensors, and if all the attitude sensors are normal, the result obtained by sequentially performing the root mean square value calculation of the residual error value except the own residual error value on each attitude sensor of at least two attitude sensors is that all the residual error values do not exceed the standard attitude residual value; if an abnormal attitude sensor exists, the root mean square value of the residual values of the sensors other than the abnormal sensor should not exceed the standard attitude residual value (because the residual value data of the abnormal sensor is not introduced during calculation), and the calculation result obtained by calculating the root mean square value of the residual values of the sensors other than the abnormal attitude sensor by any sensor other than the abnormal attitude sensor should exceed the standard attitude residual value (because the residual value data of the abnormal sensor is introduced during calculation).

Based on the above inference, if the root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each second candidate attitude sensor (except for the second target attitude sensor) in the at least two attitude sensors (no abnormal sensor data is introduced during calculation) does not exceed the standard attitude residual value, and the root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each third candidate attitude sensor (except for the third target attitude sensor) in the at least two attitude sensors (abnormal sensor data is introduced during calculation) exceeds the standard attitude residual value, the operating state of the second target attitude sensor is marked as a fault, wherein the second target attitude sensor is any one of the target attitude sensors, and the third target attitude sensor is any one of the second candidate attitude sensors.

For example, when

Not exceed

However, but

、

And, and

all exceed

When the sensor 1 is in failure, the failure is explained; when the temperature is higher than the set temperature

Not exceed

However, but

、

And, and

all exceed

When the sensor 2 is in failure, the failure is shown; when the temperature is higher than the set temperature

Not exceed

However, but

、

And, and

all exceed

When the sensor 3 is in failure, the failure is explained; when the temperature is higher than the set temperature

Not exceed

However, but

、

And, and

all exceed

This indicates that the sensor 4 is malfunctioning.

It should be noted that, when the operation state of the attitude sensor is determined in steps S101 to S103, the determination is performed periodically, that is, the processes in steps S101 to S103 are performed once every period when the operation starts from the load device in the aircraft; considering the characteristics of the root-mean-square formula, in order to ensure that the calculation result does not suddenly increase or decrease due to slight changes in the size of the data participating in the calculation, the length of each period needs to be adaptively adjusted according to the size of the root-mean-square value of the residual value calculated in the previous period, and meanwhile, the standard attitude residual value compared with the calculation result in each period is also adaptively adjusted according to the size of the root-mean-square value of the residual value calculated in the previous period.

The adjustment of the cycle length comprises the following steps: when the root mean square values of all residual values calculated in the last period are in a trend of increasing compared with the root mean square values of all residual values calculated in the next last period of the last period, the period length of the current period is also increased, for example, the period length of the current period is determined to be 3 to 5 times of the period length of the last period; conversely, when the root mean square values of all residual values calculated in the previous period are in a trend of decreasing compared with the root mean square values of all residual values calculated in the next previous period of the previous period, the period length of the current period is also decreased, for example, the period length of the current period is determined to be 1/3 to 1/5 of the period length of the previous period; the adjustment of the standard attitude residual value in each period comprises the following steps: and determining the standard attitude residual value in the current period to be 3-5 times of the standard attitude residual value in the previous period (under special conditions, near the time when strong impact occurs, such as boosting separation, core separation, satellite and arrow separation, and in order to avoid error diagnosis caused by the strong impact, determining the standard attitude residual value in the period with the above conditions to be infinite).

In a possible implementation, referring to fig. 2, fig. 2 shows a flowchart of another aircraft fault diagnosis method provided in an embodiment of the present invention, where after determining whether a root mean square value of attitude residual values of aircraft attitudes observed at a current time by each candidate attitude sensor of the at least two attitude sensors except for a target attitude sensor exceeds a preset standard attitude residual value of aircraft attitudes at the current time, the method includes steps S201 to S202:

s201: if the root mean square value of the attitude residual value of the aircraft attitude observed at the current moment by each candidate attitude sensor except the target attitude sensor in the at least two attitude sensors exceeds the standard attitude residual value, judging whether the root mean square value of the attitude residual value of the aircraft attitude observed at the current moment by each third candidate attitude sensor except a third target attitude sensor in the at least two attitude sensors exceeds the standard attitude residual value, wherein the third target attitude sensor is any two of the at least two attitude sensors.

Specifically, if the root mean square value of the attitude residual value of the aircraft attitude observed by each candidate attitude sensor of the at least two attitude sensors at the current time, except for the target attitude sensor, exceeds the standard attitude residual value, it is indicated that at least two sensors have a fault in the at least two attitude sensors, and based on the inference provided in step S103, it is similarly obtained by determining whether the root mean square value of the attitude residual value of the aircraft attitude observed by each third candidate attitude sensor of the at least two attitude sensors at the current time, except for the third target attitude sensor, exceeds the standard attitude residual value (the third target attitude sensor is any two of the at least two attitude sensors), and it can be determined which two sensors are abnormal when the number of abnormal sensors is two.

For example, when

、

、

And, and

all exceed

Then, for the sensor 1 and the sensor 2, the root mean square value of the residual value of the sensor 3 and the sensor 4 for observing the aircraft at the current moment is calculated according to the root mean square formula

(ii) a For the sensor 2 and the sensor 3, the root mean square value of residual values observed by the sensor 2 and the sensor 3 on the aircraft at the current moment is calculated according to a root mean square formula

(ii) a For the sensor 3 and the sensor 4, the root mean square value of residual values of the sensor 1 and the sensor 2 for observing the aircraft at the current moment is calculated according to a root mean square formula

(ii) a For the sensor 4 and the sensor 1, the root mean square value of residual values observed by the sensor 2 and the sensor 3 on the aircraft at the current moment is calculated according to a root mean square formula

。

S202: and if the root mean square value of the attitude residual value of the aircraft attitude observed by each fourth candidate attitude sensor except the fourth target attitude sensor at the current moment in the at least two attitude sensors does not exceed the standard attitude residual value, and the root mean square value of the attitude residual value of the aircraft attitude observed by each fifth candidate attitude sensor except the fifth target attitude sensor at the current moment in the at least two attitude sensors exceeds the standard attitude residual value, marking the running state of the fourth target attitude sensor as a fault, wherein the fourth target attitude sensors are any two of the third target attitude sensors, and the fifth target attitude sensors are any two of the fourth candidate attitude sensors.

Specifically, based on the inference provided in step S103, it can be known that, similarly, if the result obtained when the abnormal data is not introduced during the calculation is normally satisfied, and the result obtained when the abnormal data is introduced during the calculation is not satisfied, it can be obtained that, if the root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each fourth candidate attitude sensor (into which the abnormal sensor data is not introduced during the calculation) other than the fourth target attitude sensor in the at least two attitude sensors does not exceed the standard attitude residual value, and the root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each fifth candidate attitude sensor (into which the abnormal sensor data is introduced during the calculation) other than the fourth target attitude sensor in the at least two attitude sensors exceeds the standard attitude residual value, the operating state of the fourth target attitude sensor is marked as a fault, where the fourth target attitude sensors are any two of the third target attitude sensors, and the fifth target attitude sensors are any two of the fourth target attitude sensors.

For example, when

Not exceed

However, but

、

And, and

all exceed

When the sensor 1 and the sensor 2 are in failure, the failure is explained; when in use

Not exceed

But, however, do

、

And, and

all exceed

When the sensor 2 and the sensor 3 are in failure, the failure is explained; when the temperature is higher than the set temperature

Not exceed

But, however, do

、

And, and

all exceed

When the sensor 3 and the sensor 4 are in failure, the failure is explained; when in use

Not exceed

But, however, do

、

And, and

all exceed

This indicates that sensor 1 and sensor 4 are malfunctioning.

It should be noted that, if the result obtained by the determination in step S201 is that the root mean square value of the attitude residual value of the aircraft attitude observed by each third candidate attitude sensor, except for the third target attitude sensor, of the at least two attitude sensors at the current time exceeds the standard attitude residual value, which indicates that at least three attitude sensors have a fault, in order to determine which attitude sensors have a fault, it is necessary to continuously determine whether the root mean square value of the attitude residual value of the aircraft attitude observed by each sixth candidate attitude sensor, except for the fifth target attitude sensor, of the at least three attitude sensors at the current time exceeds the standard attitude residual value, where the fifth target attitude sensor is any three of the at least two attitude sensors; and the like until all the fault attitude sensors are determined.

In practical application, in the running process of the aircraft, the probability of the simultaneous failure of the three attitude sensors is basically infinitesimal, so that the subsequent diagnosis of the attitude control executing mechanism can be directly carried out after one or two failed attitude sensors are determined.

In one possible embodiment, after determining whether the root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor of the at least two attitude sensors except the target attitude sensor exceeds a preset standard attitude residual value of the aircraft attitude at the current time, the method further includes:

Specifically, if the root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor of the at least two attitude sensors except the target attitude sensor is not the standard attitude residual value, it indicates that the calculation results obtained by introducing the data measured by all the attitude sensors into the calculation all meet the requirements (that is, the data deviation measured by all the attitude sensors is within the normal range), and then the operating state of each attitude sensor of the at least two attitude sensors is marked as normal.

In a possible embodiment, referring to fig. 3, fig. 3 shows a flowchart of an operation status marking method for an attitude control actuator according to an embodiment of the present invention, wherein after determining whether a root mean square value of an attitude residual value of an aircraft attitude observed at a current time by each candidate attitude sensor of the at least two attitude sensors except for a target attitude sensor exceeds a preset standard attitude residual value of the aircraft attitude at the current time, the method includes steps S301 to S303:

s301: for each attitude control execution mechanism in at least one attitude control execution mechanism, determining a control quantity residual value of the attitude control execution mechanism for controlling the attitude of the aircraft at the current moment according to the current actual control quantity and the current estimated control quantity, wherein the current actual control quantity is the actual control quantity of the attitude control execution mechanism for controlling the aircraft at the current moment, the current estimated control quantity is the estimated control quantity obtained by inputting the historical actual control quantity into a Kalman filter, and the historical actual control quantity is the actual control quantity of the attitude control execution mechanism for controlling the aircraft at the last moment.

Specifically, the attitude control executing mechanism arranged on the aircraft is a spacecraft attitude control executing mechanism, is a device for generating control moment on the spacecraft, is an important component of a spacecraft attitude control system, and is controlled by a controller to generate moment acting on the spacecraft; the actuating mechanisms for controlling the attitude of the spacecraft comprise an air injection actuating mechanism, a flywheel, a magnetic torquer, a gravity rod (see gravity gradient stability) and the like, and all the actuating mechanisms are used as attitude control actuating mechanisms.

Based on the technical ideas in the steps S101 to S103, when diagnosing the attitude control actuators, first determining a control quantity residual value of each attitude control actuator of at least one attitude control actuator to be diagnosed in the aircraft, that is, for each attitude control actuator of the at least one attitude control actuator, performing difference calculation on an actual control quantity of the attitude control actuator controlling the aircraft at the current time and an estimated control quantity obtained by inputting a historical actual control quantity into a kalman filter, so as to obtain the control quantity residual value of the attitude control actuator.

S302: and judging whether the control quantity residual value of the attitude control executing mechanism for controlling the attitude of the aircraft at the current moment exceeds a preset standard control quantity residual value or not.

Specifically, when the attitude control actuator controls the aircraft, there may be a situation where the attitude control actuator fails to provide accurate control for the aircraft according to the predetermined control quantity due to an abnormality of the attitude control actuator, and therefore it is necessary to determine whether a control quantity residual value of the attitude control actuator controlling the attitude of the aircraft at the current time exceeds a preset standard control quantity residual value.

S303: and if the control quantity residual error value of the attitude control execution mechanism for controlling the attitude of the aircraft at the current moment exceeds the standard control quantity residual error value, marking the running state of the attitude control execution mechanism as a fault.

Specifically, since the data quoted by diagnosing each attitude control actuator is provided by each attitude control actuator itself, when the control quantity residual value of the attitude control actuator controlling the attitude of the aircraft at the current time exceeds the standard control quantity residual value, it indicates that the attitude control actuator cannot provide accurate control for the aircraft according to the predetermined control quantity, and therefore the operating state of the attitude control actuator is marked as a fault.

In a possible embodiment, after determining whether the control quantity residual value for the attitude control actuator to control the attitude of the aircraft at the current time exceeds a preset standard control quantity residual value, the method includes:

and if the control quantity residual value of the attitude control execution mechanism for controlling the attitude of the aircraft at the current moment does not exceed the standard control quantity residual value, marking the running state of the attitude control execution mechanism as normal.

Specifically, since the data quoted by diagnosing each attitude control actuator is provided by each attitude control actuator itself, when the control quantity residual value of the attitude control actuator controlling the attitude of the aircraft at the current time does not exceed the standard control quantity residual value, it indicates that the attitude control actuator can provide accurate control for the aircraft according to the predetermined control quantity, and therefore the operating state of the attitude control actuator is marked as normal.

It should be noted that, when the operation state of the attitude sensor is determined in steps S301 to S303, the operation is also performed periodically, that is, the processes in steps S301 to S303 are performed once every period when the operation is started from the load device in the aircraft; considering the characteristics of the root-mean-square formula, in order to ensure that the calculation result does not suddenly increase or decrease due to a slight change in the size of the data participating in the calculation itself, the length of each period needs to be adaptively adjusted according to the size of the root-mean-square value of the residual value calculated in the previous period, and meanwhile, the standard control quantity residual value compared with the calculation result in each period also needs to be adaptively adjusted according to the size of the root-mean-square value of the control quantity residual value calculated in the previous period, and specific adjustment manners refer to the period length adjustment manner in steps S101 to S103 and the adjustment manner of the standard attitude residual value in each period.

After completing the marking of the attitude sensor and the attitude control actuator for the fault, the attitude sensor and the attitude control actuator marked as the fault are reported to the aircraft controller, and the aircraft controller transmits a fault diagnosis condition, and data measured by the attitude sensor marked as the fault and output control data of the attitude control actuator marked as the fault to the ground controller through the bus and the wireless communication device.

After the aircraft controller receives fault information, reading measurement information of attitude measurement devices such as an inertial group, a rate gyro and the like, comparing the measurement information with a target attitude, and if any one of three axes reaches 1/2 (or other self-defined ratios, balancing between error repair and missing of repair opportunity, wherein the specific optimum ratio is different for different aircraft and is determined by the dynamic characteristic of motion of a carrier rocket), executing the following operation after the maximum allowable attitude deviation (inherent attribute of an aircraft control system, rocket attitude is uncontrollable and crashed after the maximum allowable attitude deviation is exceeded) or receiving a forced fault repair control instruction sent by a ground controller: the position sensor marked as a fault is switched off, the measurement data of the position sensor is no longer introduced into the next period of diagnosis, and the position control actuator marked as a fault is switched off.

Example two

Referring to fig. 4, fig. 4 is a schematic structural diagram illustrating an aircraft fault diagnosis device according to a second embodiment of the present invention, where, as shown in fig. 4, the aircraft fault diagnosis device according to the second embodiment of the present invention includes:

an attitude residual value determining module 401, configured to determine, for each of at least two attitude sensors, an attitude residual value of an aircraft attitude observed by the attitude sensor at the current time according to a current attitude observation value and a current attitude estimation value, where the current attitude observation value is an attitude observation value of the aircraft attitude observed by the attitude sensor at the current time, the current attitude estimation value is an attitude estimation value obtained by inputting a historical attitude observation value to a kalman filter, and the historical attitude observation value is an attitude observation value of the aircraft attitude observed by the attitude sensor at the previous time;

a first determining module 402, configured to determine whether a root mean square value of an attitude residual value of an aircraft attitude observed at a current time by each candidate attitude sensor, except for a target attitude sensor, of the at least two attitude sensors exceeds a preset standard attitude residual value of the aircraft attitude at the current time, where the target attitude sensor is any one of the at least two attitude sensors;

a first operation state marking module 403, configured to mark the operation state of the second target attitude sensor as a fault if a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each second candidate attitude sensor, except for the second target attitude sensor, of the at least two attitude sensors does not exceed the standard attitude residual value, and a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each third candidate attitude sensor, except for the third target attitude sensor, of the at least two attitude sensors all exceeds the standard attitude residual value, where the second target attitude sensor is any one of the target attitude sensors, and the third target attitude sensor is any one of the second candidate attitude sensors.

In a possible implementation, referring to fig. 5, fig. 5 is a schematic structural diagram of another aircraft fault diagnosis device provided by the second embodiment of the present invention, where the device further includes:

a second determining module 501, configured to, after determining whether a root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor, except the target attitude sensor, of the at least two attitude sensors exceeds a preset standard attitude residual value of the aircraft attitude at the current time, if the root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor, except the target attitude sensor, of the at least two attitude sensors exceeds the standard attitude residual value, determine whether a root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each third candidate attitude sensor, except a third target attitude sensor, of the at least two attitude sensors exceeds the standard attitude residual value, where the third target attitude sensor is any two of the at least two attitude sensors.

A second operation state marking module 502, configured to mark the operation state of the fourth target attitude sensor as a fault if a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each fourth candidate attitude sensor, except for the fourth target attitude sensor, of the at least two attitude sensors does not exceed the standard attitude residual value, and a root mean square value of an attitude residual value of the aircraft attitude observed at the current time by each fifth candidate attitude sensor, except for the fifth target attitude sensor, of the at least two attitude sensors all exceeds the standard attitude residual value, where the fourth target attitude sensor is any two of the third target attitude sensors, and the fifth target attitude sensor is any two of the fourth candidate attitude sensors.

In a possible embodiment, referring to fig. 6, fig. 6 shows a schematic structural diagram of another aircraft fault diagnosis device provided by the second embodiment of the present invention, wherein the device further includes:

a third operation state marking module 601, configured to mark, after determining whether a root mean square value of a posture residual value of the aircraft posture observed at the current time by each candidate posture sensor, except the target posture sensor, of the at least two posture sensors exceeds a preset standard posture residual value of the aircraft posture at the current time, an operation state of each posture sensor of the at least two posture sensors as normal if the root mean square value of the posture residual value of the aircraft posture observed at the current time by each candidate posture sensor, except the target posture sensor, of the at least two posture sensors does not exceed the standard posture residual value.

In a possible embodiment, referring to fig. 7, fig. 7 is a schematic structural diagram of another aircraft fault diagnosis device provided by the second embodiment of the present invention, where the device further includes:

a control quantity residual value determining module 701, configured to determine, for each attitude control execution mechanism in at least one attitude control execution mechanism, a control quantity residual value for controlling the attitude of the aircraft at the current time by the attitude control execution mechanism according to a current actual control quantity and a current estimated control quantity after determining whether a root mean square value of an attitude residual value of the attitude of the aircraft observed at the current time by each candidate attitude sensor, except for the target attitude sensor, in the at least two attitude sensors exceeds a preset standard attitude residual value of the attitude of the aircraft at the current time, where the current actual control quantity is an actual control quantity when the attitude control execution mechanism controls the attitude of the aircraft at the current time, the current estimated control quantity is an estimated control quantity obtained by inputting a historical actual control quantity to a kalman filter, and the historical actual control quantity is an actual control quantity when the attitude control execution mechanism controls the aircraft at a previous time;

a third determining module 702, configured to determine whether a control residual value of the attitude control actuator controlling the attitude of the aircraft at the current time exceeds a preset standard control residual value;

a fourth running state marking module 703, configured to mark the running state of the attitude control execution mechanism as a fault if the control residual value that controls the attitude of the aircraft at the current time by the attitude control execution mechanism exceeds the standard control residual value.

In a possible implementation, referring to fig. 8, fig. 8 is a schematic structural diagram of another aircraft fault diagnosis device provided by the second embodiment of the present invention, where the device further includes:

a fifth running state marking module 801, configured to, after determining whether the control quantity residual value for controlling the aircraft attitude by the attitude control execution mechanism at the current time exceeds a preset standard control quantity residual value, mark the running state of the attitude control execution mechanism as normal if the control quantity residual value for controlling the aircraft attitude by the attitude control execution mechanism at the current time does not exceed the standard control quantity residual value.

EXAMPLE III

Based on the same application concept, referring to fig. 9, fig. 9 shows a schematic structural diagram of a computer device provided in a third embodiment of the present invention, where as shown in fig. 9, a computer device 900 provided in the third embodiment of the present invention includes:

a processor 901, a memory 902 and a bus 903, wherein the memory 902 stores machine-readable instructions executable by the processor 901, when the computer device 900 is operated, the processor 901 and the memory 902 communicate with each other through the bus 903, and the machine-readable instructions are executed by the processor 901 to perform the steps of the aircraft fault diagnosis method according to the first embodiment.

Example four

Based on the same application concept, the embodiments of the present application further provide a computer-readable storage medium, on which a computer program is stored, and the computer program is executed by a processor to perform the steps of a method for diagnosing an aircraft fault as described in any one of the above embodiments.

It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the system and the apparatus described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.

The computer program product for performing aircraft fault diagnosis provided by the embodiment of the present invention includes a computer-readable storage medium storing program codes, where instructions included in the program codes may be used to execute the method described in the foregoing method embodiment, and specific implementation may refer to the method embodiment, and details are not described herein again.

The aircraft fault diagnosis device provided by the embodiment of the invention can be specific hardware on equipment or software or firmware installed on the equipment. The device provided by the embodiment of the present invention has the same implementation principle and technical effect as the method embodiments, and for the sake of brief description, reference may be made to the corresponding contents in the method embodiments without reference to the device embodiments. It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the foregoing systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.

In the embodiments provided in the present invention, it should be understood that the disclosed apparatus and method may be implemented in other ways. The above-described apparatus embodiments are merely illustrative, and for example, the division of the units into only one type of logical function may be implemented in other ways, and for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not implemented. In addition, the shown or discussed coupling or direct coupling or communication connection between each other may be through some communication interfaces, indirect coupling or communication connection between devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments provided by the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.

The functions may be stored in a computer-readable storage medium if they are implemented in the form of software functional units and sold or used as separate products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus once an item is defined in one figure, it need not be further defined and explained in subsequent figures, and moreover, the terms "first", "second", "third", etc. are used merely to distinguish one description from another and are not to be construed as indicating or implying relative importance.

Finally, it should be noted that: although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that the following descriptions are only illustrative and not restrictive, and that the scope of the present invention is not limited to the above embodiments: those skilled in the art can still make modifications or changes to the embodiments described in the foregoing embodiments, or make equivalent substitutions for some features, within the scope of the disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the present invention in its spirit and scope. Are intended to be covered by the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A method of fault diagnosis for an aircraft, the method comprising:

2. The method of claim 1, wherein after determining whether a root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor of the at least two attitude sensors, other than the target attitude sensor, exceeds a preset standard attitude residual value of the aircraft attitude at the current time, the method further comprises:

3. The method of claim 1, wherein after determining whether a root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor of the at least two attitude sensors, other than the target attitude sensor, exceeds a preset standard attitude residual value of the aircraft attitude at the current time, the method further comprises:

4. The method according to any one of claims 1 to 3, wherein after determining whether a root mean square value of the attitude residual value of the aircraft attitude observed at the current time by each candidate attitude sensor of the at least two attitude sensors except the target attitude sensor exceeds a preset standard attitude residual value of the aircraft attitude at the current time, the method further comprises:

5. The method of claim 4, wherein after determining whether the control quantity residual value for the attitude control actuator to control the attitude of the aircraft at the current time exceeds a preset standard control quantity residual value, the method further comprises:

6. An aircraft fault diagnosis device, characterized in that the device comprises:

7. The apparatus of claim 6, further comprising:

8. The apparatus of claim 6, further comprising:

9. A computer device, comprising: a processor, a memory and a bus, the memory storing machine-readable instructions executable by the processor, the processor and the memory communicating over the bus when a computer device is running, the machine-readable instructions, when executed by the processor, performing the steps of the aircraft fault diagnosis method as claimed in any one of claims 1 to 5.

10. A computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, which computer program, when being executed by a processor, carries out the steps of the aircraft fault diagnosis method as claimed in one of claims 1 to 5.