CN115186475B - Civil aircraft function identification method based on operation scene - Google Patents
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Abstract
The invention provides a civil aircraft function identification method based on an operation scene, which comprises the following steps: determining an aircraft operating concept; step two: identifying stakeholders; step three: constructing an operation activity model; step four: constructing an interaction model of the airplane and a stakeholder; step five: identifying aircraft functional behavior; step six: constructing a functional decomposition structure model according to the functional behavior; seventh,: constructing a functional flow model; step eight: determining a final functional decomposition structure; step nine: function definition and allocation. The invention integrates the functional design, the typical architecture framework and the modeling technology, takes the civil aircraft operation scene as the basis, develops the function identification and distribution for all interactions between the aircraft and external stakeholders, ensures that all aircraft behaviors in the scene have corresponding function support, and simultaneously ensures that all functions have corresponding application scenes, thereby ensuring the correctness and the integrity of the aircraft functions.
Description
Technical Field
The invention belongs to the field of aircrafts, and particularly relates to a civil aircraft function identification method based on an operation scene, which is provided by combining an application system engineering theory with a typical architecture framework.
Background
The modern civil aircraft generally adopts a V-shaped development process from top to bottom to top, firstly recognizes and determines requirements from the airworthiness and use angles of the aircraft, then develops the functional definition of the aircraft, develops the design of the aircraft scheme according to the functional framework, develops the preliminary design and the detailed design of the system on the basis of the design of the aircraft scheme, develops the production and the manufacture of parts from bottom to top, and performs the step-by-step integration verification until the overall integration verification of the aircraft is completed, obtains the certification of airworthiness authorities, delivers customers and starts the commercial operation. Through layer-by-layer decomposition of top-down requirements and functions and layer-by-layer integrated verification from bottom to top, the aircraft overall architecture is clear, interfaces between systems are compatible, verification work is complete, and therefore accuracy, integrity and traceability of the whole model design work are guaranteed.
In the development process of civil aircraft, function identification is a key work of the whole model development, and how to convert the aircraft requirement into an essential link in the design scheme process plays an important role in going up and down. The aircraft function architecture is formed by identifying and defining the aircraft functions, so that all the behaviors executable by the aircraft to meet the top-level requirements are specified, all the consideration of the normal behavior design of the aircraft is taken into account, and the design standard of the whole model development work is determined. If insufficient function identification or incorrect allocation may lead to risk of the integrity of the aircraft design, an effective association traceability relation cannot be effectively established, function trade-off between the systems is fuzzy, and especially after the aircraft is put into use and fails, the failure cause cannot be accurately determined due to the lack of effective traceability of systematic demand-function-physical implementation, so that the operation cost is increased. Thus, the correctness and integrity of function identification and distribution are important concerns in model development.
The traditional function identification and allocation is mainly based on experience, and a model function list is determined by combining related standards in the industry field, such as SAE ARP4754A, which gives a typical aircraft-level function decomposition structure of a civil aircraft, but the function list in the standard is simpler, and the function list as a general function list lacks sufficient consideration on aircraft design characteristics. In particular, the accurate definition of the specific function boundary range is lacking after the function list is generated, more definition and description are carried out on the function connotation based on the experience of a designer, the relation between functions is possibly caused to be not clear enough, ambiguity of understanding the functions by different designers is easily caused, and development errors are caused, so that development cost is increased.
Along with the gradual practice of system engineering in civil aircraft development, the research stage of model development feasibility is paying more attention to how civil aircraft products are used in future commercial environments, and the operation concept is defined in detail by constructing an operation scene of an aircraft. The civil aircraft operating scenario is capable of comprehensively describing the predictable interaction states between different stakeholders and civil aircraft products (including software and hardware) and services within a civil air transport system.
In summary, how to identify the functions required by the aircraft through the actions of the aircraft in the operation scene and the interactions between the aircraft and the external stakeholders, and distribute the functions are key breakthrough points for developing the top-level function analysis work.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides a civil aircraft function identification method based on an operation scene, which comprises the following steps:
step one: determining an aircraft operating concept;
Firstly, determining an operation task of an airplane in a future expected environment according to the use purpose of a civil airplane and the natural environment, the geographic environment, the airport facility environment and the route facility environment faced by the airplane; then, the maintenance/maintenance and the countermeasure for emergency conditions which should be provided around the running task are determined; finally, determining the operation concept of the civil aircraft according to the constraint of all the existing standards on the operation task;
Step two: identifying stakeholders;
Firstly, on the basis of determining the operation concept of a civil aircraft, identifying interested parties involved in the aircraft operation process according to task targets described in the operation concept and in the aspects of task section, facing external risk events, service, maintenance and guarantee and the like, and determining objects possibly interacted with in the future of the aircraft in the use process;
Step three: constructing a running activity (OperationalActivity) model;
Firstly, dividing the stage of aircraft operation around the complete task section of civil aircraft operation according to the aircraft operation concept determined in the first step and combining the operation stakeholders identified in the second step; then, after dividing the operation stages, determining the activity in each operation stage, covering the start of the aircraft from the initial stop position, executing the flight mission, and returning to the stop position to form a top-level operation activity model capable of covering the complete mission section, wherein the top-level operation activity model comprises the execution logic of all operation activities in the complete operation stage; finally, on the basis of the top-level operation activity model, further decomposing specific activities according to the complexity, and constructing a detailed operation activity model;
step four: constructing an interaction model of the airplane and a stakeholder;
Firstly, according to the mapping relation between the operation activity and the stakeholders, establishing SWIMLANES or Lifeline of different stakeholders and aircrafts under the operation activity, and constructing the behavior ranges or main bodies executed by the aircrafts and the different stakeholders; modeling according to the interaction and execution behaviors of the airplane and the stakeholder, splitting the airplane behavior and the stakeholder behavior into the smallest behavior units, namely an action, in an airplane and stakeholder interaction model, clearly describing the action required to be executed by the airplane in the detailed activity, and providing the resources interacted with the stakeholder before and after the airplane executes the action; finally, confirming the correctness and the integrity of the constructed interaction model of the airplane and the stakeholder;
step five: identifying aircraft functional behavior;
Firstly, focusing an airplane as an action implemented by an executor on the basis that an interaction model of the airplane and a stakeholder determines detailed description of the airplane demand by the stakeholder, further determining an own action unit of the airplane in the interaction model of the airplane and the stakeholder, and identifying the functional action of the airplane; then, according to the decomposition relation of the running activity model and the interaction model of the airplane and the stakeholder under the whole task section, carrying out time sequence arrangement on the airplane functional behaviors identified by each airplane and the interaction model of the stakeholder to form an airplane functional behavior set;
Step six: constructing a functional decomposition structure model according to the functional behavior;
Firstly, according to a bottom layer function behavior set identified based on an operation scene, summarizing function behaviors according to a similar principle to obtain functions, and expressing the functions according to a unified and formalized description mode; then, further organizing the functions on the basis of the function definition to form a preliminary function decomposition structure; finally, building a functional decomposition structure model;
Step seven: constructing a functional flow model;
Firstly, on the basis of a functional decomposition structure model in the step six, aiming at atomic functions in the decomposition structure, according to the organization logic of an operation activity model in the step three, aiming at each aircraft and stakeholder interaction model, carrying out functional flow construction or modeling functional flows among sub-functions contained in a high-level function, and constructing the input-output relationship between the aircraft functions and stakeholders and between the functions; then, carrying out function flow analysis aiming at the existing functions, standing on the plane function design angle, identifying the functions required for meeting the current functions, further determining the input of other functions required by the functions for realizing the final result, constructing the association relationship between the functions and the newly added functions, and perfecting and supplementing the functions from the function design angle; finally, confirming the correctness and the integrity of the constructed functional flow model;
Step eight: determining a final functional decomposition structure;
And (3) according to the new function identified in the seventh function flow analysis process, incorporating the new function into the function decomposition structure model in the sixth mode to form a final complete function decomposition structure model of the airplane, and completing the identification of the civil airplane function.
Preferably, the method further comprises the step of: function definition and allocation;
Firstly, according to a final functional decomposition structure model, carrying out determination of a functional boundary range around an atomic function, and establishing a functional behavior-function association traceability relation based on organization logic of an operation scene activity model; then, on the basis, the definition of all functional connotations and boundaries, namely the definition of the aircraft product decomposition structure model, is finally realized by combining the data interaction relationship between functions in the functional flow analysis; and finally, after the definition of the product decomposition structure is finished, the aircraft functions are distributed to the system, and finally, the definition and distribution of the functions are realized.
Preferably, the civil aircraft operation concept in the step one at least comprises the following contents:
1) A mission objective for aircraft operation;
2) Complete task section of airplane operation and airplane state in different stages;
3) Operational activities specified in the navigable regulations;
4) The geographical environment and facility environment faced in the running process of the aircraft;
5) External risk events faced during the operation of the aircraft;
6) The manner in which the aircraft is intended to be serviced/maintained, the manner in which service, and the manner in which the various components are assembled and disassembled.
Preferably, the division of the operating phases in the third step should at least meet the following requirements:
1) All the operation stages should cover the complete task section;
2) The operation phases are not overlapped with each other, and the boundary of each phase is defined;
3) The operation stage is organized according to the time advancing sequence of the tasks;
4) And taking the fly-away as a special operation stage in the approach and landing processes.
The identification of the detailed operation activity in the step three comprises the following dimensions:
1) The time dimension is used for further cutting the activity by taking the time sequence of the activity execution as a main line;
2) The state dimension, based on different situations that may occur, no temporal order between the situations;
3) An environmental dimension based on external environmental conditions that may occur for different activities;
Preferably, in the fourth step, the correctness and integrity of the model of interaction between the aircraft and the stakeholder should at least meet the following requirements:
1) Continuity: the airplane and stakeholder interaction model completes the execution process from the initial starting point to the activity end point by controlling the gradual circulation of the stream and the object stream, and the interruption of the stream is not allowed in the middle;
2) Integrity: the range of the interaction model of the airplane and the stakeholder should meet the range of the activity of the last level, the initial state and the final state of the airplane and the external stakeholder in the scene are defined, but the number of the action units in one interaction model should be controlled within 50 in order to ensure the scene scale;
3) Boundary: in an aircraft interaction model with stakeholders, the behavior units should be responsive to each automated actor; meanwhile, resource interaction among different executor behavior units is realized through object streams, so that resource transmission is performed;
4) Consistency: when building behavior units and interactive resources of different executors, the interactive resources are ensured to be consistent with the behavior units;
5) Logic rationality: the interaction model of the airplane and the stakeholder can reflect the real scene execution process, and typical logics such as parallelism, selection, circulation and the like are expressed through branching, merging, decision making and merging elements.
Preferably, the identification of the aircraft functional behaviour in the fifth step should at least meet the following requirements:
1) Viewing angle consistency: standing in an operation view, taking the aircraft as a black box, and determining the behavior to be executed by the aircraft for responding to the behavior of the stakeholder;
2) Realizing openness: the description of the airplane functional behavior is objective and does not relate to a specific implementation mode of the functional behavior;
3) Expression correctness: according to the interaction mode of the airplane and the stakeholder, the airplane functional behavior should have designable characteristics;
4) Overlay integrity: in the range of an interaction model of an airplane and a stakeholder, all functional behaviors are complete and have no omission, so that the functional behaviors can support the execution completion of the activity.
Preferably, the definition of all functional connotations and boundaries in the step nine should at least meet the following requirements:
1) Integrity of behavior coverage: all functional behaviors should be implemented by corresponding functions;
2) Rationality of association relationship: the association relationship between the function behaviors and the functions is expressed by IMPLEMENT, which indicates that the functions can implement the corresponding function behaviors;
3) Correlation of function trace back: the new added function identified through function flow analysis should establish a dependency relationship with the original function;
4) Self-consistency of behavior and function: when the function which is not associated with the behavior exists, the necessity of the function is further confirmed, and the operation scene is further perfected or the function is deleted;
Step nine should at least meet the following requirements in the function allocation process:
1) Integrity of functional coverage: all functions should be allocated to the system, and no functions that have no system reception are allowed;
2) Rationality of association relationship: the association between the function and the system should be expressed by IsCapableToPerform to indicate which system the function is accepted by;
3) Self-consistency of function and system: when a system with functions which are not related exists, the main targets and the range of the system are further confirmed, and the operation scene is further perfected or the product decomposition structure is modified.
Preferably, the organization of the stakeholder in the second step includes the following steps:
1) Advancing time sequence according to operation concept;
2) According to the categories of personnel, facility equipment and loads;
3) According to the current civil aviation transport system architecture division.
Preferably, the building of the functional decomposition structural model in the step six should at least meet the following requirements:
1) The number of the layers is reasonable: the function decomposition structure organizes functions of the aircraft through layer-by-layer decomposition, wherein the number of decomposition levels is 3 to 5 layers;
2) Functional boundaries are independent: the boundary range of the function should have independence, and no range overlap exists between the boundary range and other functions;
3) The dimension elements are complete: the functional decomposition structure at least covers space load, motion control, communication, aircraft state, energy management, environment and service;
preferably, the correctness and integrity of the constructed functional flow model in the seventh step should at least meet the following requirements:
1) Architecture rationality: the functional flow analysis is organized through two dimensions, on one hand, according to the organization architecture of the operation scene, the functional flow analysis is carried out aiming at each scene, and the external input and output of all scenes can be realized through the internal functions; on the other hand, the function angle is used for defining the logic relation between functions contained in the next hierarchy, and the input and output data between different functions are defined;
2) Overlay integrity: functional flow analysis should cover all atomic functions in the preliminary functional decomposition structure;
3) Data consistency: each functional flow analysis model is consistent with the corresponding scene interaction model information, so that correctness is ensured;
4) Newly added function independence: if a new function is identified in the function flow analysis, the input-output relationship between the existing function and the newly added function must be described, so as to ensure that the newly added function does not overlap with the existing function in the function decomposition structure.
Compared with the prior art, the invention has the following beneficial effects:
(1) The invention provides a scene-based function identification systemization method which integrates function design, a typical architecture framework and modeling technology, and can support civil aircraft development units to develop function identification work more normally in the model development process;
(2) The invention is based on civil aircraft operation scenes, and performs function identification and distribution for all interactions between the aircraft and external stakeholders, so as to ensure that all aircraft behaviors in the scenes have corresponding function support, and ensure that all functions have corresponding application scenes, thereby ensuring the correctness and the integrity of the aircraft functions.
Drawings
FIG. 1 is a flow chart of a method for identifying functions of a civil aircraft based on a scene;
FIG. 2 illustrates an example of a stakeholder decomposition structure model of the present invention;
FIG. 3 illustrates an example of an operational activity model of the present invention, taken as an example of a stand still phase;
FIG. 4 illustrates an example operational activity model of the present invention for a take-off phase;
FIG. 5 is an example of a detailed operational activity model of the take-off phase "before take-off V1" of the present invention;
FIG. 6 illustrates an example of a "control direction interaction model" in the take-off phase "before take-off V1" of the present invention;
FIG. 7 exemplary aircraft functionally exploded structural division examples of the present invention
FIG. 8 is an exemplary detailed functionally exploded structural example of the present invention;
FIG. 9 illustrates an example functional flow analysis model of the present invention;
fig. 10 shows a functional definition and allocation example of the present invention.
Detailed Description
For a better understanding of the technical solution of the present invention, the following detailed description of the specific embodiments of the present invention refers to the accompanying drawings and examples. In the drawings, like reference numbers indicate identical or functionally similar elements. Although various aspects of the embodiments are illustrated in the accompanying drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
The invention provides a civil aircraft function identification method based on an operation scene, which is suitable for the development of a civil aircraft and combines a system engineering theory and a modeling technology, and stands at the view angle of a main manufacturer of the civil aircraft, as shown in fig. 1, the method comprises the following steps:
step one: an aircraft operating concept is determined (Operational Concept).
The operational concept (Operational Concept, opsCon) refers to describing what the system will do (rather than how it does) and why (the reason) it is, describing the nature of the system to be delivered from the user's perspective. Firstly, determining an operation task (Mission) of an airplane in a future expected environment according to the use purpose of a civil airplane and the natural environment, the geographic environment, the airport facility environment and the route facility environment faced by the airplane; then, the maintenance/maintenance and the countermeasure for emergency conditions which should be provided around the running task are determined; and finally, determining the operation concept of the civil aircraft according to the constraint of all the existing standards on the operation task.
The civil aircraft operating concept comprises at least the following:
1) A mission objective for aircraft operation;
2) The complete mission profile of the aircraft operation and the state of the aircraft at different stages, such as the aircraft including engine non-operation, engine start, engine operation, engine shut down;
3) Operational activities prescribed in airworthiness regulations such as emergency evacuation in CCAR25 section, ETOPS (extended travel operation), etc.;
4) Geographical environments such as plateau, high temperature, high cold and other environments faced in the running process of the aircraft, and facility environments such as airport blind landing facilities, navigation facilities and the like;
5) External risk events encountered during operation of an aircraft, including those from natural environments such as lightning strikes, hail, etc., and other bird strikes, obstructions, etc.;
6) Expected maintenance/service modes of the aircraft, service modes, dismounting modes of components such as an engine, an Auxiliary Power Unit (APU), and the like;
The civil aircraft operation concept is described by adopting DoDAFOV-1 view, and the aircraft operation concept can be designed, analyzed and displayed in various modes including words, pictures or videos, etc., so that boundaries are determined for modeling, function identification and distribution of all subsequent scenes. The operating concept should be as complete as possible, covering all scenarios that may occur.
Step two: stakeholders are identified.
Firstly, on the basis of determining the operation concept of the civil aircraft, according to the task targets described in the operation concept and the consideration of the task section, the face of external risk events, service and maintenance guarantee, and the like, stakeholders involved in the operation process of the aircraft are identified, and objects which are possibly interacted with in the future of the aircraft in the use process are defined.
The identification modes of stakeholders include:
1) Inquiring related navigable regulations and standards according to the operation concept;
2) Identifying upstream and downstream stakeholders according to a baseline stakeholder set-based identification method between stakeholders;
3) Determining a stakeholder needing to be newly added according to the operation concept;
and then, organizing the stakeholders according to the service relatives according to the identified stakeholders to form a decomposition structure of the stakeholder systems of different categories and ensure coverage of the determined operation concept. The stakeholder's resolution structure is defined using the DoDAFOV-2 view. A typical stakeholder's exploded structure is shown in fig. 2.
The organization of stakeholders includes the following:
1) Advancing time sequence according to operation concept;
2) According to the categories of personnel, facility equipment and loads;
3) Dividing according to the architecture of the current civil aviation transport system;
Step three: a model of the operational activity (OperationalActivity) is constructed.
Firstly, according to the aircraft operation concept determined in the first step, the stages of aircraft operation are divided around the complete mission section of civil aircraft operation by combining the operation stakeholders identified in the second step. The division of the operating phases should at least meet the following requirements:
1) All the operation stages should cover the complete task section;
2) The operation phases are not overlapped with each other, and the boundary of each phase is defined;
3) The operation stage is organized according to the time advancing sequence of the tasks;
4) And taking the fly-away as a special operation stage in the approach and landing processes.
In practice, the operation PHASE division may refer to the relevant content OF the operation PHASE in ICAO "FLIGHT PHASE-definition and usage description" (PHASE OF FLIGHT: DEFINITIONS AND USAGE NOTES), the operation PHASE in the consultation notice OF civil aviation office AC-396-AS-2014-06 and the ground PHASE, the security Report (security Report), and may refer to the operation manual (FCOM) OF a typical civil aircraft product, and may further refer to the definition OF the operation PHASE in combination with the task section OF the product.
Then, after dividing the operational phases, determining the activity at each operational phase, covering the aircraft, starting from the initial shutdown position, performing the flight mission, and returning to the shutdown position, to form a top-level operational activity model capable of covering the complete mission profile. The activities in each operation stage mainly come from the content included in the civil aircraft operation concept, and can refer to the operation process of similar machine types, including aircraft operation manuals of similar machine type operators, flight crew operation manuals, crew manuals, airport service personnel operation programs, air management, personnel-related operation manuals, and the like; or to give innovative activities according to unique definitions of aircraft operation. The top-level operational activity model should include the execution logic of all operational activities in the complete operational phase.
Finally, on the basis of the top-level operation activity model, specific activities can be further decomposed according to the complexity, a detailed operation activity model is built, and the recognition of the refinement activities comprises the following dimensions:
1) The time dimension is used for further cutting the activity by taking the time sequence of the activity execution as a main line;
2) The state dimension, taking into account the different situations that may occur, without a temporal order between these situations;
3) Environmental dimensions, considering external environmental conditions such as wind, rain, snow, ice, etc., which may occur for different activities;
The operation activity model is mainly completed by DoDAFOV-5a and OV-5b, wherein the OV-5a is responsible for the construction of an operation activity decomposition structure (comprising the mapping relation between the operation activity and stakeholders), and the OV-5b is responsible for the construction of operation activity execution logic. In this embodiment, an example of an operation activity model is given by taking a standing phase and a take-off phase as examples, as shown in fig. 3 and 4. Taking the "before take-off V1" activity of the take-off phase as an example, a detailed operational activity model defined in terms of the time dimension is shown in fig. 5.
Step four: and constructing an interaction model of the airplane and the stakeholder.
When the running activity is decomposed to the bottommost layer, the specific implementation of the activity is expressed by adopting an interaction model between the civil aircraft and the stakeholder, and the respective behaviors of the aircraft and the stakeholder and the resources (energy, substances and information) required to be transferred in the activity can be clearly displayed through the construction of the interaction model.
Firstly, according to the mapping relation between the operation activity and the stakeholders, establishing SWIMLANES (lanes) or Lifeline (lifelines) of different stakeholders and the aircraft under the operation activity, and constructing the behavior ranges or subjects executed by the aircraft and the different stakeholders;
Then, modeling how the airplane interacts with the stakeholder and what kind of actions are performed to complete the activity, splitting the airplane actions and the stakeholder actions into the smallest Action units, namely an Action, in the airplane and stakeholder interaction model, clearly describing the actions required to be performed by the airplane in the detailed activity, and giving resources (resources) for the airplane to interact with the stakeholder before and after the airplane performs the actions. For descriptions of actions (actions) it is desirable to employ the expression structure of "verb+noun", such as receiving instructions, providing instructions, etc., the recommended rules or expressions are as follows:
1) "provide +noun", such as "provide brake status indication";
2) "issue +noun", such as "issue brake operation instruction";
3) "receive+noun", such as "receive brake operation command";
4) "execute+noun", such as "execute brake";
5) "confirm + noun", such as "confirm brake status indication";
Finally, the correctness and integrity of the constructed model of interaction between the airplane and the stakeholder should be confirmed, at least the following requirements should be satisfied:
1) Continuity: the airplane and stakeholder interaction model completes the execution process from the initial starting point to the activity end point by controlling the gradual circulation of the stream and the object stream, and the interruption of the stream is not allowed in the middle;
2) Integrity: the range of the interaction model of the airplane and the stakeholder should meet the range of the activity of the last level, the initial state and the final state of the airplane and the external stakeholder in the scene are defined, but the number of the action units in one interaction model should be controlled within 50 in order to ensure the scene scale;
3) Boundary: in an aircraft interaction model with stakeholders, behavior units should be assigned to each automation Performer (Performer); meanwhile, resource interaction among different executor behavior units is realized through object streams, so that resource transmission is performed;
4) Consistency: when building behavior units and interactive resources of different executors, the interactive resources are ensured to be consistent with the behavior units, if the personnel executors execute the behavior units which send XX operation instructions, the interactive resources are XX operation instructions, and the corresponding relation between the resources and the behavior units is ensured;
5) Logic rationality: the interaction model of the airplane and the stakeholder should reflect the real scene execution process as far as possible, and express typical logics such as parallelism, selection, circulation and the like through elements such as branches (ForkHorizontal), merging (JoinHorizontal), decision (precision), merging (Merge) and the like.
And adopting DoDAFOV-5b/OV-6c to construct an interaction model of the airplane and a stakeholder. An example of the interaction model is given taking the "control direction" in the take-off phase "before take-off V1" activity as shown in fig. 6.
Step five: the aircraft functional behavior is identified.
Through the operation activity model in the third step and the interaction model between the airplane and the stakeholder in the fourth step, the activity execution process of the airplane in the operation scene can be completely described, so that future use of the airplane is ensured to accord with the assumption of a team of designers and the constraint of current relevant regulations, standards and the like. The method mainly utilizes an interaction model of the airplane and a stakeholder to realize the identification of the behaviors of the airplane in corresponding operation scenes, and forms a bottommost airplane functional behavior set. Aircraft functional behavior refers to the expected behavior of an aircraft product, which is a combination and abstraction of customer requirements, regardless of the specific implementation.
Firstly, according to the interaction model constructed in the step four, the detailed description of the airplane requirements of the stakeholder is determined, the airplane is focused to serve as an executive to conduct actions, the action unit of the airplane in the interaction model of the airplane and the stakeholder is further determined, the functional actions of the airplane are identified, and the aim of the functional actions is to support the airplane to realize interaction with the stakeholder under the operation activity.
The identification of the functional behaviour of the aircraft should at least fulfil the following requirements:
1) Viewing angle consistency: standing in an operation view, taking the aircraft as a black box, and determining which actions the aircraft should execute to respond to the actions of the stakeholder;
2) Realizing openness: the description of the functional behavior of the aircraft is as objective as possible, does not relate to a specific implementation of the functional behavior, and does not allow to have a specific implementation such as an electric switch, a control lever and the like;
3) Expression correctness: according to the interaction mode of the airplane and the stakeholders, the airplane functional behavior should have designable characteristics, and objectively existing natural phenomena are not allowed to be used as the functional behavior, for example, service personnel determine whether cleaning is needed according to the external cleaning state of the airplane, wherein the cleaning state is a natural external expression, and the functional behavior of 'the airplane providing the external cleaning state' should not occur.
4) Overlay integrity: in the range of an interaction model of an airplane and a stakeholder, all functional behaviors are complete and have no omission, so that the functional behaviors can support the execution completion of the activity.
And then, according to the decomposition relation of the running activity model and the airplane and stakeholder interaction model under the whole task section, carrying out time sequence arrangement on the airplane functional behaviors identified by each airplane and stakeholder interaction model to form an airplane functional behavior set. Taking the interaction model of fig. 6 as an example, the functional behaviors of the aircraft include "providing clear view of the cockpit," "receiving a front wheel turning operation instruction," "adjusting a front wheel turning," "providing a front wheel turning state instruction," "receiving a rudder operation instruction," "adjusting a rudder," and providing a rudder state instruction.
Step six: and constructing a functional decomposition structure model according to the functional behaviors.
According to the functional behavior recognition result in the fifth step, an airplane functional behavior list organized according to the operation activity model of the operation scene can be formed, but the functional behaviors are related loosely, have weak coupling and do not have strong association relation, so that a preliminary functional decomposition structure (Function Breakdown Structure) model meeting the requirement of the operation scene needs to be further formed. The whole functional decomposition structure model is integrated from bottom to top in the construction process and is refined from top to bottom, and recognized functional behaviors are classified to be refined into higher-level functions.
Firstly, according to a bottom layer function behavior set identified based on an operation scene, according to a similar principle, function behaviors are summarized to obtain functions, the functions are expressed according to a unified and formalized description mode, the functions are kept as neutral as possible, the specific implementation mode of the functions is not considered, and the refining process from the function behaviors to the functions is expressed through DoDAFSV-4.
And then, further organizing the functions on the basis of the function definition to form a preliminary function decomposition structure. In particular implementations, it may be defined as a user-related function (User Related Function, URF) in accordance with EN12973 value management (ValueManagement); meanwhile, referring to the airplane functional decomposition structure division defined in the typical standard, such as SAE AIR6110 continuous airplane/system development process case (Contiguous Aircraft/System Development Process Example), the top-level functions can be refined and decomposed layer by combining the similar machine type or the traditional machine type functional decomposition structure division until the functions are matched and coordinated with the functions from bottom to top.
Finally, a functionally decomposed structural model is developed, a typical aircraft functionally decomposed structural model is shown in fig. 7, two layers of functions are given in the example, and the functional structure can be further refined into a more detailed functionally decomposed structural model on the basis of the second layer of functions when the functional organization is performed, as shown in fig. 8. The functional decomposition structural model should at least meet the following requirements when being constructed:
1) The number of the layers is reasonable: the function decomposition structure organizes functions of the aircraft through layer-by-layer decomposition, and the number of decomposition levels is generally 3-5 layers;
2) Functional boundaries are independent: the boundary range of the function should have independence, and no range overlap exists between the boundary range and other functions;
3) The dimension elements are complete: the functional decomposition structure at least covers space load, motion control, communication, airplane state, energy management, environment, service and the like;
Step seven: and constructing a functional flow model.
Firstly, on the basis of a functional decomposition structure model in the step six, according to the organization logic of the operation activity model in the step three, aiming at each aircraft and stakeholder interaction model, carrying out functional flow construction or modeling the functional flow among sub-functions contained in the high-level functions, and constructing the input-output relationship between the aircraft functions and stakeholders (specific stakeholders can be omitted in the functional flow model) and between the functions.
Then, in addition to performing functional flow analysis for the existing functions, the functions required to satisfy the current function, i.e., the product-related functions (Product Related Function, PRF), are identified from the aircraft function design perspective. And further determining the input of other functions required by the function to realize the final result, constructing the association relationship between the function and the newly added function, and perfecting and supplementing the function from the function design perspective.
Finally, the correctness and integrity of the constructed functional flow model are confirmed, and at least the following requirements should be met:
1) Architecture rationality: the functional flow analysis can be organized through two dimensions, on one hand, according to the organization architecture of the operation scene, the functional flow analysis is carried out aiming at each scene, and the external input and output of all scenes can be realized through the internal functions; on the other hand, the function angle is used for defining the logic relation between functions contained in the next hierarchy, and the input and output data between different functions are defined.
2) Overlay integrity: functional flow analysis should cover all atomic functions in the preliminary functional decomposition structure;
3) Data consistency: each functional flow analysis model is consistent with the corresponding scene interaction model information, so that correctness is ensured;
4) Newly added function independence: if a new function is identified in the function flow analysis, the input-output relationship between the existing function and the newly added function must be described, so as to ensure that the newly added function does not overlap with the existing function in the function decomposition structure.
This part of the work was analyzed for functional flow by SV-4. In this case, taking the case that the pilot needs to monitor the engine speed and the engine temperature during the take-off process, the function of providing the flight data for the flight unit is responsible, and the function signal source is further identified when the function flow analysis is performed, so as to derive the function of acquiring the working state parameters of the system, thereby realizing the conversion from the URF (user related function) to the PRF (product related function). An example of a functional flow analysis model is shown in fig. 9.
Step eight: the final functionally decomposed structure is determined.
And (3) according to the new function identified in the seventh function flow analysis process, incorporating the new function into the functional decomposition structure model in the sixth mode to form a final complete functional decomposition structure model of the aircraft.
Through the step six and the step seven, a preliminary functional decomposition structure and a new PRF are formed, in the step, the new function is only re-incorporated into the functional decomposition structure model of the step six to form a final aircraft functional decomposition structure model, and the organization rule of the functional decomposition structure is accordant with the requirement of the step six.
Step nine: function definition and allocation.
On the basis of organizing the functions and the function flow analysis, on the basis of the function behavior and the function association tracing, the definition of all functional connotations and boundaries is finally realized by combining the data interaction relationship between functions in the function flow analysis, and the association tracing between the functions and the system is established, so that the distribution of the functions of the aircraft to the system is realized.
Firstly, according to a final functional decomposition structure model, carrying out determination of a functional boundary range around an atomic function, and establishing a functional behavior-function association traceability relation based on organization logic of an operation scene activity model. The following requirements should be met in the function definition process:
1) Integrity of behavior coverage: all functional behaviors should be implemented by corresponding functions;
2) Rationality of association relationship: the association relationship between the functional behavior and the function should be expressed by "IMPLEMENT (implementation)", which indicates that the function is capable of implementing the corresponding functional behavior. The method can be a 'many-to-one' or 'one-to-one' relationship, the 'one-to-many' relationship is not allowed to appear, otherwise, the operation scene should be fed back to refine the airplane function behavior;
3) Correlation of function trace back: the new added function identified through function flow analysis should establish a dependency relationship with the original function;
4) Self-consistency of behavior and function: when the function which is not associated with the behavior appears, the necessity of the existence of the function is further confirmed, and the operation scene model is further perfected or the function is deleted.
An aircraft product decomposition structure (Product Breakdown Structure) model is then defined on the basis of which reference is made to existing specifications, such as the ATA100 specification.
And finally, after the definition of the product decomposition structure is finished, the aircraft functions are distributed to the system, and finally, the definition and distribution of the functions are realized. The following requirements should be met during the function allocation process:
1) Integrity of functional coverage: all functions (covering URF, PRF) should be allocated to the system, not allowing there to be functions that have not been accepted by the system;
2) Rationality of association relationship: the association between a function and a system should be expressed by "IsCapableToPerform (capable of executing)", indicating which systems the function is accepted by. Possible relationships include "many-to-one", "one-to-many", when a "one-to-many" relationship is employed, it should be clear which system is responsible for the implementation of the function and which system is responsible for auxiliary support;
3) Self-consistency of function and system: when a system with functions not associated exists, main targets and ranges of the system are further confirmed, and the operation scene model is further perfected or the product decomposition structure is modified.
An example of aircraft function definition and assignment is shown in fig. 10.
Through implementation of the steps, the standard definition and modeling can be carried out on the running scene of the airplane, the complete airplane functions are identified based on interaction of the airplane and an external stakeholder and the functional flow model, and the functions are distributed to the system, so that the system scene-based civil airplane function identification method is finally provided for reference of a civil airplane function analysis development team.
Finally, it should be noted that: the embodiments described above are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced with equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (6)
1. The civil aircraft function identification method based on the operation scene is characterized by comprising the following steps of:
step one: determining an aircraft operating concept;
Firstly, determining an operation task of an airplane in a future expected environment according to the use purpose of a civil airplane and the natural environment, the geographic environment, the airport facility environment and the route facility environment faced by the airplane; then, the maintenance/maintenance and the countermeasure for emergency conditions which should be provided around the running task are determined; finally, determining the operation concept of the civil aircraft according to the constraint of all the existing standards on the operation task;
Step two: identifying stakeholders;
Firstly, on the basis of determining the operation concept of a civil aircraft, identifying interested parties involved in the aircraft operation process according to task targets described in the operation concept and in consideration of task sections, external risk event facing, service and maintenance guarantee, and determining the interactive objects of the aircraft in the future in the use process;
Step three: constructing a running activity (OperationalActivity) model;
Firstly, dividing the stage of aircraft operation around the complete task section of civil aircraft operation according to the aircraft operation concept determined in the first step and combining the operation stakeholders identified in the second step; then, after dividing the operation stages, determining the activity in each operation stage, covering the start of the aircraft from the initial stop position, executing the flight mission, and returning to the stop position to form a top-level operation activity model capable of covering the complete mission section, wherein the top-level operation activity model comprises the execution logic of all operation activities in the complete operation stage; finally, on the basis of the top-level operation activity model, further decomposing specific activities according to the complexity, and constructing a detailed operation activity model;
step four: constructing an interaction model of the airplane and a stakeholder;
Firstly, according to the mapping relation between the operation activity and the stakeholders, establishing SWIMLANES or Lifeline of different stakeholders and aircrafts under the operation activity, and constructing the behavior ranges or main bodies executed by the aircrafts and the different stakeholders; modeling according to the interaction and execution behaviors of the airplane and the stakeholder, splitting the airplane behavior and the stakeholder behavior into the smallest behavior units, namely an action, in an airplane and stakeholder interaction model, clearly describing the action required to be executed by the airplane in the detailed activity, and providing the resources interacted with the stakeholder before and after the airplane executes the action; finally, confirming the correctness and the integrity of the constructed interaction model of the airplane and the stakeholder;
step five: identifying aircraft functional behavior;
Firstly, focusing an airplane as an action implemented by an executor on the basis that an interaction model of the airplane and a stakeholder determines detailed description of the airplane demand by the stakeholder, further determining an own action unit of the airplane in the interaction model of the airplane and the stakeholder, and identifying the functional action of the airplane; then, according to the decomposition relation of the running activity model and the interaction model of the airplane and the stakeholder under the whole task section, carrying out time sequence arrangement on the airplane functional behaviors identified by each airplane and the interaction model of the stakeholder to form an airplane functional behavior set;
Step six: constructing a functional decomposition structure model according to the functional behavior;
Firstly, according to a bottom layer function behavior set identified based on an operation scene, summarizing function behaviors according to a similar principle to obtain functions, and expressing the functions according to a unified and formalized description mode; then, further organizing the functions on the basis of the function definition to form a preliminary function decomposition structure; finally, building a functional decomposition structure model;
Step seven: constructing a functional flow model;
Firstly, on the basis of a functional decomposition structure model in the step six, aiming at atomic functions in the decomposition structure, according to the organization logic of an operation activity model in the step three, aiming at each aircraft and stakeholder interaction model, carrying out functional flow construction or modeling functional flows among sub-functions contained in a high-level function, and constructing the input-output relationship between the aircraft functions and stakeholders and between the functions; then, carrying out function flow analysis aiming at the existing functions, standing on the plane function design angle, identifying the functions required for meeting the current functions, further determining the input of other functions required by the functions for realizing the final result, constructing the association relationship between the functions and the newly added functions, and perfecting and supplementing the functions from the function design angle; finally, confirming the correctness and the integrity of the constructed functional flow model;
Step eight: determining a final functional decomposition structure;
And (3) according to the new function identified in the seventh function flow analysis process, incorporating the new function into the function decomposition structure model in the sixth mode to form a final complete function decomposition structure model of the airplane, and completing the identification of the civil airplane function.
2. The method for identifying functions of a civil aircraft based on an operation scene as set forth in claim 1, further comprising the step of: function definition and allocation;
Firstly, according to a final functional decomposition structure model, carrying out determination of a functional boundary range around an atomic function, and establishing a functional behavior-function association traceability relation based on organization logic of an operation scene activity model; then, on the basis, the definition of all functional connotations and boundaries, namely the definition of the aircraft product decomposition structure model, is finally realized by combining the data interaction relationship between functions in the functional flow analysis; and finally, after the definition of the product decomposition structure is finished, the aircraft functions are distributed to the system, and finally, the definition and distribution of the functions are realized.
3. The method for identifying functions of a civil aircraft based on operation scene as set forth in claim 1, wherein the concept of civil aircraft operation in step one includes at least the following:
1) A mission objective for aircraft operation;
2) Complete task section of airplane operation and airplane state in different stages;
3) Operational activities specified in the navigable regulations;
4) The geographical environment and facility environment faced in the running process of the aircraft;
5) External risk events faced during the operation of the aircraft;
6) The manner in which the aircraft is intended to be serviced/maintained, the manner in which service, and the manner in which the various components are assembled and disassembled.
4. The method for identifying functions of civil aircraft based on operation scene as set forth in claim 1, wherein,
The identification of the detailed operation activity in the step three comprises the following dimensions:
1) The time dimension is that the time sequence of executing the activities is taken as a main line, and the activities are cut;
2) The state dimension, based on different situations that may occur, no temporal order between the situations;
3) The environmental dimensions are based on external environmental conditions that may occur for different activities.
5. The method for identifying functions of civil aircraft based on operation scene as set forth in claim 1, wherein in the fourth step, when the correctness and integrity of the constructed model of interaction between aircraft and stakeholder should be confirmed, at least the following requirements should be satisfied:
1) Continuity: the airplane and stakeholder interaction model completes the execution process from the initial starting point to the activity end point by controlling the gradual circulation of the stream and the object stream, and the interruption of the stream is not allowed in the middle;
2) Integrity: the range of the interaction model of the airplane and the stakeholder should meet the range of the activity of the last level, the initial state and the final state of the airplane and the external stakeholder in the scene are defined, but the number of the action units in one interaction model should be controlled within 50 in order to ensure the scene scale;
3) Boundary: in an aircraft interaction model with stakeholders, the behavior units should be responsive to each automated actor; meanwhile, resource interaction among different executor behavior units is realized through object streams, so that resource transmission is performed;
4) Consistency: when building behavior units and interactive resources of different executors, the interactive resources are ensured to be consistent with the behavior units;
5) Logic rationality: the interaction model of the airplane and the stakeholder can reflect the real scene execution process, and typical logics such as parallelism, selection, circulation and the like are expressed through branching, merging, decision making and merging elements.
6. The operational scenario-based civil aircraft function recognition method of claim 2, further comprising:
the definition of all functional connotations and boundaries in step nine should at least meet the following requirements:
1) Integrity of behavior coverage: all functional behaviors should be implemented by corresponding functions;
2) Rationality of association relationship: the association relationship between the function behaviors and the functions is represented by IMPLEMENT, which indicates that the functions can implement the corresponding function behaviors;
3) Correlation of function trace back: the new added function identified through function flow analysis should establish a dependency relationship with the original function;
4) Self-consistency of behavior and function: when the function which is not associated with the behavior exists, the necessity of the function is further confirmed, and the operation scene is further perfected or the function is deleted;
step nine should satisfy the following requirements in the function allocation process:
1) Integrity of functional coverage: all functions should be allocated to the system, and no functions that have no system reception are allowed;
2) Rationality of association relationship: the association between the function and the system should be represented by IsCapableToPerform, indicating the specific system that accepts the function;
3) Self-consistency of function and system: when a system with functions which are not related exists, the main targets and the range of the system are further confirmed, and the operation scene is further perfected or the product decomposition structure is modified.
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