CN115649459A - Method for reducing false alarm rate, computer program product and readable storage medium - Google Patents

Abstract

The invention relates to a method for reducing false alarm rate of a signal system, which comprises the following steps: a classification step of classifying a plurality of sensors in the signal system into a first-stage sensor and a second-stage sensor; a receiving step of receiving information from a plurality of sensors; a judging step of judging whether the information is abnormal information or not; an identification step of identifying a level of the sensor that has sent the abnormal information; and a triggering step in which the controller triggers different alarm information according to a predetermined logic based on the level of the sensor that has issued the abnormal information. In this way, by classifying the plurality of sensors, the type of abnormality can be determined based on the grade of each sensor, and a false alarm phenomenon caused by the abnormality of the sensor can be eliminated. The invention further relates to a computer program product and a computer-readable storage medium.

Description

Method for reducing false alarm rate, computer program product and readable storage medium

Technical Field

The invention relates to a method for reducing the false alarm rate of a signal system, which is mainly used in a door signal system of a civil aircraft.

The invention further relates to a computer program product and a computer-readable storage medium enabling such a method.

Background

Along with the implementation of the airworthiness standard CCAR 25R 4 of the transport aircraft, a novel civil aircraft cabin door signal system needs to adopt a plurality of high-precision proximity sensors to monitor the state of a cabin door.

For example, in the utility model patent entitled "a door alarm device" and the authorized publication number CN212243777U, filed by the celebration group limited company on 30/04/2020, a door alarm device is proposed, comprising: warning controller, warning display panel, cargo bay door control panel, cargo bay door actuator, proximity sensor, cable: the proximity sensors are arranged at all cabin doors of the aircraft, are connected with the alarm controller through cables and send detection information to the alarm controller; the cargo hold door control panel and the cargo hold door actuator are arranged at each cargo hold door. Adopts a centralized structural layout to realize the state monitoring and the alarm indication of the whole cabin door

In an invention patent, which is filed in 27.10.2020 of northwest university of industry and is entitled "an advanced airplane door centralized management system" and application publication No. CN112327686A, the invention provides an advanced airplane door centralized management system, which is based on a multi-electric airplane technology, an electromechanical integrated management technology and a bus technology, and comprises a door centralized controller, a door actuating subsystem, a door control panel and a door system bus, wherein the door centralized controller, the door actuating subsystem and the door control panel are interconnected through the door system bus.

However, since the proximity sensor is an inductive sensor, the sensitivity is high. The mutual coupling of various working conditions such as installation error/air pressurization/flight maneuver can cause the gap between the sensor and the target to change, thereby causing the inductance value to change. Once the alarm threshold is exceeded, a false alarm phenomenon occurs that the airplane door is closed, latched and locked, but the door is not closed and an alarm is still performed, and further the operation efficiency and the cost of an airline company are influenced.

Although the multi-sensor technology has been widely studied, the problem of false alarms in multi-sensor designs applied to civil aircraft door signaling systems has not been solved.

Accordingly, it would be desirable to provide a method for reducing the false alarm rate of a signal system that overcomes one or more of the disadvantages of the prior art.

Disclosure of Invention

The invention aims to solve the following technical problems: the door signaling system is a false alarm that indicates and alarms when an aircraft door is closed, latched, and locked, but still indicates and alarms that the door is not closed, latched, or locked, affecting the dispatch of the aircraft.

According to one aspect of the invention, a method of reducing the false alarm rate of a signal system that may be used for monitoring the status of an aircraft door is proposed, and the method may comprise the steps of:

a classification step of classifying a plurality of sensors in the signal system into a first-stage sensor and a second-stage sensor;

a receiving step of receiving information from a plurality of sensors;

a judging step of judging whether the information is abnormal information or not;

an identification step of identifying a level of the sensor that has sent the abnormal information; and

and a triggering step in which the controller triggers different alarm information according to a predetermined logic based on the level of the sensor that has sent the abnormal information.

In this way, by classifying the plurality of sensors, the type of abnormality can be determined based on the grade of each sensor, for example, the first-level sensor may have a higher priority than the second-level sensor, so that a false alarm phenomenon caused by the abnormality of the sensors can be at least partially eliminated, thereby improving the operating efficiency of the airline company and reducing the operating cost.

According to the above aspect of the present invention, preferably, the warning message includes door unsafe information, wherein the first level sensor may be a sensor for sensing a final operation action, and the door unsafe information is not triggered in the triggering step as long as the abnormal information is not sent by the first level sensor.

The judgment logic controls the type of the sent information based on the action sequence of the cabin door operation and the classification of the sensors, so that the dispatch of the airplane is allowed as long as the first-level sensor which senses the last action and has high priority sends abnormal information, the false alarm information can be shielded under the condition of ensuring the safety of the cabin door, and the operation efficiency is improved.

According to the above aspect of the invention, as the simplest control logic, it is preferable that the door safety information is triggered when none of the plurality of sensors gives out the abnormality information, thereby indicating that all actions related to the closing of the door have been completed correctly, thereby allowing the dispatch of the aircraft.

According to the above aspect of the invention, preferably, the second level sensor comprises at least two and triggers the hatch unsafe information when either of the following occurs:

the plurality of sensors all send out abnormal information; or

The first level sensors send out abnormal information, at least one of the second level sensors sends out abnormal information, and at least one of the second level sensors does not send out abnormal information.

Thus, the sensors all send abnormal information to indicate that all actions related to the closing of the cabin door are not completed correctly, the first-stage sensor sends abnormal information and the at least one second-stage sensor sends abnormal information to indicate that the last action or the previous action is not completed correctly, and the dispatching of the airplane is not allowed at the moment, so that the false alarm information is strictly distinguished from the normal alarm information which actually exists abnormal, and the flight safety is ensured.

According to the above aspect of the present invention, preferably, the plurality of sensors includes a close sensor, a latch sensor, and a lock sensor, and in the classifying step, the lock sensor is classified as a first-stage sensor, and the close sensor and the latch sensor are classified as a second-stage sensor. Generally, the door closing operation sequence of a passenger cabin of a passenger plane is sequentially door closing → latching → locking, and the locking operation must be performed after both the closing and latching operations are completed, so that the last locking operation is used as a first-stage sensor, the triggering logic is consistent with the operation sequence of the cabin door, and a desired balance is achieved between ensuring the safety of the cabin door and improving the dispatching efficiency of the plane.

According to the above aspect of the present invention, preferably, the method may further include a voting step in which the controller may trigger different alarm messages based on a combination of the statuses of the close sensor, the latch sensor, and the lock sensor. The voting step may be used to correct the information of the sensor whose estimated information is wrong according to a predetermined judgment logic when the actions of operating the cabin door are completed in sequence and the states of the plurality of sensors contradict each other, and only prompt warning is performed without triggering warning type warning, so that the dispatch of the aircraft is not affected by the sensor whose information is abnormal.

According to the above aspect of the present invention, preferably, the warning information may further include override information, and the override information may be triggered when any one of the following occurs:

the locking sensor sends out abnormal information, and the closing sensor and the latching sensor do not send out abnormal information; or

The lock sensor does not send out abnormality information, and at least one of the lock sensor or the unlock sensor sends out abnormality information.

Since the locking operation is the last step of the hatch door closing operation, if no abnormality is sent from both the closing sensor and the latching sensor, and if no abnormality is sent from both the closing sensor and the latching sensor after two consecutive samplings, it can be estimated that the hatch door is locked.

In addition, the priority level of the locking sensor is the highest, and the information of the locking sensor can override the abnormal information of one of the closing sensor and the latching sensor (namely, the original alarm level is reduced, such as from the alarm level to the prompt level), so that the dispatching efficiency of the airplane is improved.

According to the above aspect of the present invention, preferably, the door unsafe information may be triggered first before triggering the override information, and when the status after two consecutive samplings remains unchanged, the door unsafe information is eliminated and the override information is triggered.

With this arrangement, a review confirmation of the information is performed after two consecutive samplings, thereby further determining the safety of the door.

According to another aspect of the invention, a computer program product is proposed, comprising computer programs/instructions, wherein the computer programs/instructions, when executed by a processor, implement the steps of the method according to one of the above aspects.

According to another aspect of the present invention, a computer-readable storage medium is proposed, having stored thereon a computer program/instructions, wherein the computer program/instructions, when executed by a processor, implement the steps of the method according to one of the above aspects.

Therefore, the method for reducing the false alarm rate of the signal system can meet the use requirement, provides an override control method suitable for the civil aircraft door signal system, reduces the false alarm probability of the door signal system, overcomes the defects of the prior art and realizes the preset purpose.

Drawings

To further clarify the method of reducing the false alarm rate of a signaling system in accordance with the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings, in which:

FIG. 1 is a schematic diagram of a signal system for monitoring the status of an aircraft door in accordance with a non-limiting embodiment of the present invention;

FIG. 2 is a schematic flow chart diagram of a method of reducing the false alarm rate of a signal system in accordance with a non-limiting embodiment of the present invention;

FIG. 3 is another schematic flow chart diagram of a method of reducing the false alarm rate of a signal system in accordance with a non-limiting embodiment of the present invention;

FIG. 4 is a schematic view of a signal system for monitoring the status of an aircraft door in an override state in accordance with a non-limiting embodiment of the present invention;

FIG. 5 is a schematic view of a door unsafe condition of a signal system for monitoring the status of an aircraft door according to a non-limiting embodiment of the present invention;

FIG. 6 is a schematic view of a signal system for monitoring the status of an aircraft door in another override state in accordance with a non-limiting embodiment of the present invention;

FIG. 7 is a schematic diagram of the voting mechanism in the voting step, according to a non-limiting embodiment of the present invention; and

fig. 8 is a flow chart of control logic for a method of reducing the false alarm rate of a signaling system in accordance with a non-limiting embodiment of the present invention.

The figures are purely diagrammatic and not drawn true to scale.

List of reference numbers in the figures and embodiments:

100-a method of reducing a false alarm rate of a signal system, comprising;

110-a classification step;

120-a receiving step;

130-judging;

140-an identification step;

150-triggering step;

160-voting step;

200-a plurality of sensors comprising;

201-turn off sensor;

202-a latch up sensor;

203-lock sensor;

300-controller.

Detailed Description

It is to be understood that the invention may assume various alternative orientations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices illustrated in the attached drawings, and described in the specification are simply exemplary embodiments of the inventive concepts disclosed and defined herein. Thus, specific orientations, directions or other physical characteristics relating to the various embodiments disclosed should not be considered limiting unless expressly stated otherwise.

Fig. 1 is a schematic diagram of a signal system for monitoring the status of an aircraft door according to a non-limiting embodiment of the present invention.

As shown, to meet the 25.783 clause of the airworthiness standard CCAR-25 R4 for transport-type aircraft, civil aircraft are generally provided with a signal system for monitoring the status of the aircraft doors, which may for example comprise a plurality of sensors 200 arranged on the doors for detecting the closed, latched, locked, etc. status of the doors. The door closing operation sequence of the passenger group is generally as follows: hatch door closed → hatch door latching (or latching) → hatch door locking (or latching).

Therefore, the locking operation must be performed after both the closing and latching operations are completed. Meanwhile, the door opening operation is opposite to the door closing operation in each process. Once the hatch is opened, the state of the lock sensor changes from close to far away for the first time. Generally, the plurality of sensors 200 may include a close sensor 201, a latch sensor 202, and a lock sensor 203 for sensing completion of hatch closing, latching, and locking operations, respectively.

The information/detection results of these sensors 201, 202 and 203 may be sent to the controller 300, where the controller 300 may process the information/detection results and send corresponding information to the cockpit for reference by the pilot, e.g. to a schematic page of the display system and/or to the hatch display panel.

These sensors 201, 202 and 203 are typically high precision proximity sensors, such as inductive sensors, which have a high degree of precision and sensitivity. The mutual coupling of various working conditions such as installation error, air pressurization, flight maneuver and the like can affect the gap between the sensor and the target to change, so that the inductance value changes. Once the alarm threshold is exceeded, a false alarm phenomenon occurs in which the airplane door is closed and latched and locked, but the door is still not closed, latched or unlocked, and an alarm is performed, which affects the operating efficiency and cost of the airline.

Therefore, the invention provides an override control method based on a sensor voting result so as to reduce the false alarm rate.

Fig. 2 is a schematic flow diagram of a method 100 of reducing a false alarm rate of a signal system in accordance with a non-limiting embodiment of the present invention.

As shown and in accordance with a non-limiting embodiment of the present invention, a method 100 of reducing a signal system false alarm rate may optionally include: a ranking step 110, a receiving step 120, a judging step 130, an identifying step 140 and a triggering step 150.

In the classification step 110, the plurality of sensors 200 within the signal system may be classified, for example, into first-level sensors and second-level sensors.

For example, in an exemplary embodiment where the plurality of sensors 200 of the signaling system includes a close sensor 201, a latch sensor 202, and an upper lock sensor 203, in the classifying step 110, the upper lock sensor 203 may be classified as a first level sensor, while the close sensor 201 and the latch sensor 202 are classified as a second level sensor.

In this context, the priority of the first level sensor may be higher than the second level priority, i.e., when information of one first level sensor conflicts with information of one second level sensor, it may be presumed that the information of the first level sensor is normal.

In a receiving step 120, information from a plurality of sensors 200 is received. As an alternative or in addition to the ranking step 110, the controller 300 may rank the information from these sensors, i.e. instead of ranking the sensors 200, the information from the respective sensors is ranked. It will be appreciated that both of these classification processes can achieve the desired classification effect.

In the determination step 130, it is determined whether or not the information from the sensor is abnormal information. For example, the approach information of the sensor may be set as the normal information, and the distance information of the sensor may be set as the abnormal information. That is, the proximity information of the sensor indicates that the sensor is in proximity to the target, for example, the proximity information of the close sensor 201 may indicate that the hatch door is closed, the proximity information of the latch sensor 202 may indicate that the hatch door is latched, and the lock sensor 203 may indicate that the hatch door is locked.

Conversely, the remoteness of these sensors 200 may indicate that the sensors are remote from the target, indicating that closing, latching or locking of the hatch door is not achieved, i.e., the sensors will send an exception message.

In the identification step 140, the grade of the sensor 200 that issued the anomaly information may be identified, thereby providing reference data for subsequent logic determination. For example, whether the first level sensor or the second level sensor is sending out abnormal information.

In the triggering step 150, the controller 300 may trigger different alarm information according to a predetermined logic, a non-limiting example of which will be described in more detail below with reference to the accompanying drawings, based on the level of the sensor that issues the abnormality information.

By way of non-limiting example, the alert message may include, for example, door unsafe information, and in the triggering step 150, the door unsafe information is not triggered as long as the abnormal information is not sent by the first level sensor (e.g., the lock sensor).

As mentioned above, since the lockout sensor is typically used to sense door lockout operation after door closure and latching, it is apparent that if the lockout sensor has approached the target, it may be presumed that the second level sensor has approached the target, thereby allowing dispatch of the aircraft.

It follows that the method according to the invention enables to identify the sensor state of the detection result anomaly and in this case to prevent the normal output of the door signaling system, automatically downgrading the warning level to trigger a low level warning (e.g. an advisory warning), which may also be referred to as a method of override control of the door signaling system. At this time, the warning information may further include an override information, and the controller may transmit the override information to the cockpit, for example, while displaying information of the overriding sensor.

It is understood that the method steps described above are illustrative and that one skilled in the art may recombine, add some method steps or omit some method steps as necessary without departing from the scope of this invention. For example, although it is shown that the classification step 110 is performed first, alternatively the receiving step 120 may be performed first and the classification step performed later, without affecting the implementation of the method according to the invention.

According to the present invention, the warning information may include door insecurity information as high-level warning information and override information as low-level warning information.

Fig. 3 is another schematic flow diagram of a method 100 of reducing the false alarm rate of a signal system in accordance with a non-limiting embodiment of the present invention. The method differs from the method shown in fig. 2 in that: the method shown in fig. 3 may further comprise a voting step 160. The controller 300 determines whether to perform override control in this voting step.

According to a non-limiting embodiment of the present invention, for example, each sensor may be set to a state of "1" when close (i.e., close to the corresponding target) and a state of "0" when far (i.e., far from the corresponding target, indicating abnormality information). In this case, the various possible states of the close sensor 201, the latch sensor 202, and the lock sensor 203 constitute 8 states of 000, 001, 010, 011, 100, 101, 110, and 111.

As an example, the state change of the door during closing may be 000 → 100 → 110 → 111.

For example, when the 3-sensor output is 0 (far away), a "DOOR UNSAFE (DOOR unsafee)" is output, and the sketch page and the DOOR display panel indicate that the DOOR is not closed.

When the 3 sensors output 1 (approach), the "DOOR SAFE (DOOR SAFE)" is normally output, and the schematic page and the DOOR display panel indicate that the DOOR is closed

For other states, if any state triggers an alarm, the alarm is frequently caused by problems such as environmental pressurization and the like in the flight process of the airplane, and therefore a voting mechanism is designed according to the classification of the sensors.

Since the locking operation is the last step of the door closing. Must be done after both the closing and latching operations are completed. It is also the first step of opening the door, if the door is opened, the state of the locking sensor 203 changes from 1 to 0 first. The lock sensor 203 is set as a first level sensor (primary sensor) and the close sensor 201 and the latch sensor 202 are set as a second level sensor (secondary sensor).

As an example, 000 may represent that the close sensor 201, the latch sensor 202, and the lock sensor 203 are all remote from the respective targets, i.e., multiple sensors 200 indicate that the hatch door is not closed, unlatched, and unlocked. At this time, the controller 300 may make a warning (CAUTION) level "DOOR UNSAFE (DOOR UNSAFE)" alarm, and the sketch page and DOOR display panel in the cockpit correspondingly indicate that the DOOR is not closed. At this point, it is assumed that no false alarm information exists and dispatch of the aircraft is not generally allowed. In other words, the hatch unsafe information is triggered when all of the plurality of sensors 200 send out the abnormal information.

Conversely, 111 may indicate that the close sensor 201, the latch sensor 202 and the lock sensor 203 are all close to the respective targets, i.e. the sensors indicate that the hatch door is closed, latched and locked. In this case the hatch safety can be presumed and the sketch page and hatch display panel indicate that the hatch is closed. In other words, the hatch safety information is triggered when none of the plurality of sensors 200 sends out the abnormality information.

In the above two cases, the state information of each sensor is consistent, and it can be considered that no false alarm condition exists.

For other 6 states, if the most severe method is adopted, and the alarm is triggered when the output of any sensor is 0, the alarm is frequently generated due to the problems of environmental pressurization and the like in the flight process of the airplane, and therefore a voting mechanism is designed according to the classification of the sensors.

In the voting step, the controller 300 may trigger different alarm messages based on a combination of the status of the first level sensor (e.g., the lock sensor 203) and the second level sensor (e.g., the close sensor 201, the latch sensor 202).

Fig. 4 is a schematic illustration of override control of a signal system for monitoring the status of an aircraft door in accordance with a non-limiting embodiment of the present invention.

As shown, when the output of the important (higher priority) first level sensor (e.g., the lock sensor 203) is 1 (close), a warning (CAUTION) level "DOOR UNSAFE (DOOR unsafee)" alarm is triggered whether one or all of the second level sensors (e.g., the close sensor 201, the latch sensor 202) output 0 (far) or 0 (far).

If the output of the lock SENSOR 203 remains 1 (approaching) after two consecutive samples (e.g., two consecutive samples within one information processing period), an OVERRIDE control is performed to downgrade the "DOOR UNSAFE (DOOR UNSAFE)" alarm to display an information prompt level (INFO level) "XX SENSOR OVERRIDE (XX SENSOR OVERRIDE)" alarm, such as "close SENSOR OVERRIDE" or "lock SENSOR OVERRIDE". The sketch page and hatch display panel indicate that the hatch is closed while sending fault information to the onboard maintenance system record.

Similarly, when only one second level SENSOR, such as the close SENSOR 201 or the latch up SENSOR 202, is far, but the first level SENSOR (e.g., the latch up SENSOR 203) is close, the DOOR closing operation is considered complete and in place, with the single SENSOR far being a false alarm, the system will first normally trigger a warning level "DOOR UNSAFE (DOOR UNSAFE)" alarm, after two consecutive samples (e.g., 30 seconds), the controller automatically removes the "DOOR UNSAFE (DOOR UNSAFE)" alarm, which in turn triggers a low level information alert level "XX SENSOR OVERRIDE" (XX SENSOR OVERRIDE) alarm, completes the OVERRIDE control and allows the aircraft to dispatch, while sending the fault information to the onboard maintenance system record. At the moment, the state of the far sensor is close, and the state of the corresponding cabin door is closed, which is displayed on various display panels and pages.

The situation described in connection with fig. 4 can be summarized as: if the first level sensor (e.g., the lock sensor 203) does not send an exception message and at least one of the second level sensors (e.g., the close sensor 201 or the latch sensor 202) sends an exception message, an override message is sent and a prompt level message "close sensor override" or "lock sensor override" is triggered.

Figure 5 is a schematic view of a door unsafe condition of a signal system for monitoring the status of an aircraft door according to a non-limiting embodiment of the present invention.

As shown, when the output of the first level sensor of importance (higher priority), e.g., the uplock sensor 203, is 0 (far away) and only 1 of the two second level sensors, e.g., the close sensor 201, the latch up sensor 202, is 1 (close), then the warning level "DOOR UNSAFE" (DOOR UNSAFE) alarm is triggered directly, the sketch page and the DOOR display panel indicating that the DOOR is not closed.

In other words, the hatch unsafe information is triggered when the first level sensors send out an abnormal message, at least one of the second level sensors sends out an abnormal message, and at least one of the second level sensors does not send out an abnormal message. That is, the lock sensor 203 issues an abnormality message, and neither the off sensor 201 nor the latch sensor 202 issues an abnormality message, an override message is issued, and the prompt level message "lock sensor override" is triggered.

Fig. 6 is a schematic view of a signal system for monitoring the status of an aircraft door in another override state according to a non-limiting embodiment of the present invention.

As shown, when the output of the important (higher priority) first-stage SENSOR (e.g., the lock SENSOR 203) is 0 (far), and the outputs of the two second-stage SENSORs (e.g., the close SENSOR 201 and the latch SENSOR 202) are both 1 (close), an alarm level "UNSAFE DOOR (DOOR unsafety)" alarm is triggered first, after two consecutive samples, for example, after two consecutive samples within one information processing period, the outputs of the two second-stage SENSORs are both 1, and the output of the second-stage SENSOR is not 0 (far), an OVERRIDE control is performed to downgrade the "UNSAFE DOOR (DOOR une)" alarm, which is converted to display a "LOCKED SENSOR OVERRIDE" message to prompt the level alarm, and the schematic page and the DOOR display panel indicate that the DOOR is closed, and simultaneously send the fault message to the onboard maintenance system record.

FIG. 7 is a schematic diagram of the voting mechanism in the voting step according to a non-limiting embodiment of the present invention. In fig. 7, the sensor voting mechanisms described above in connection with fig. 4-6 are summarized.

As previously described, "0" or "1" with respect to each sensor means that the sensor is "far away" or "close" to the target, respectively, and thus corresponds to sensor abnormality information and normal information.

It should be understood that the method 100 for reducing the false alarm rate of a signal system as described above in connection with the figures may be implemented by a computer program/instructions/software and may be capable of reproducing all or a portion of the steps/processes of the method 100 when executed by a processor.

Fig. 8 is a flow chart of control logic for a method of reducing the false alarm rate of a signaling system in accordance with a non-limiting embodiment of the present invention. Those skilled in the art can implement an algorithm for reducing the false alarm rate of the signal system based on the flowchart, and implement the method flow by software.

By way of non-limiting example, the software described above may be implemented as a computer software product that has been compiled for use with any processing engine/computer that includes a network device such as a server. The computer software product described above may be stored on a non-transitory information storage medium such as a compact disc (CD-ROM or DVD-ROM), digital tape, diskette, solid state memory such as USB flash memory, ROM, etc.

As described above, the override control logic based on the sensor voting result is written into the software of the cabin door signal system controller, so that the override control of the cabin door signal system secondary sensor can be realized, and the false alarm rate can be reduced.

Preferably, the computer program/instructions may be stored on a computer readable storage medium, which may include a non-transitory storage medium that electronically stores information. The storage media may include one or more of optically readable storage media, electrical charge-based storage media (e.g., EEPROM, RAM, etc.), solid-state storage media (e.g., flash drives, etc.), and/or other electronically readable storage media. The electronic memory may store voting mechanism algorithms, information determined by the processor, information received from sensors, or other information that implements the functionality as described herein.

As a non-limiting example, the controller 300 may include one or more microprocessors, microcontrollers, such as a Central Processing Unit (CPU) and/or a Graphics Processing Unit (GPU), that perform their respective functions by being programmed with software, i.e., one or more computer programs. In addition, the controller 300 may be embodied as an application specific integrated circuit chip and/or some other type of very highly integrated circuit chip. Alternatively, the controller may take the form of a microprocessor or discrete electrical and electronic components. As described above, the controller 300 may receive information from the plurality of sensors 200, process the information based on predetermined logic, for example, vote the information, and transmit the corresponding information to the display device in the cockpit according to the processing result.

The controller 300 may have memory (such as non-transitory computer readable media, RAM and/or ROM), an operating system, a display such as a fixed-style display, a data entry device such as a keyboard, a pointing device such as a "mouse," serial or parallel ports for attachment to other devices, network cards and connections to any network.

The terms indicating orientation or orientation, and the words indicating sequence or the like, as used herein, are only used for the purpose of enabling those of ordinary skill in the art to better understand the concepts of the invention as embodied in the preferred embodiments and are not intended to limit the invention. Unless otherwise specified, all sequences, orientations, or orientations are used for the purpose of distinguishing one element/component/structure from another element/component/structure only, and do not imply any particular order, sequence of operations, direction, or orientation, unless otherwise specified.

In summary, the method 100 for reducing the false alarm rate of a signaling system according to an embodiment of the present invention overcomes the drawbacks of the prior art, and achieves the intended purpose.

The method 100 for reducing the false alarm rate of a signal system according to an embodiment of the present invention is based on a voting mechanism of sensor status classification, thereby classifying sensors into a first-level sensor and a second-level sensor based on the operation flow of the cabin door and the response condition of the sensors. Voting is performed based on the sensor status to determine whether to trigger override logic.

In addition, the method is based on the design of the OVERRIDE control of the SENSOR voting result, so that the warning level 'DOOR UNSAFE (DOOR UNSAFE)' alarm can be automatically inhibited when the OVERRIDE control logic condition is met, the alarm is converted into the prompting level alarm triggering the low level 'XX SENSOR OVERRIDE (XX SENSOR OVERRIDE)' information, and meanwhile, the fault information is sent to the onboard maintenance system record. The probability of false alarms of the hatch signal system is reduced.

Although the method for reducing the false alarm rate of a signaling system of the present invention has been described in conjunction with the preferred embodiments, it will be understood by those skilled in the art that the above examples are intended to be illustrative only and are not intended to be limiting. Therefore, various modifications and changes can be made to the present invention within the spirit and scope of the claims, and these modifications and changes will fall within the scope of the claims of the present invention.

Claims (10)

1. A method (100) of reducing the false alarm rate of a signalling system for monitoring the status of an aircraft door, characterized in that it comprises the steps of:

a classification step (110) in which a plurality of sensors (200) within the signal system are classified into first-level sensors and second-level sensors;

a receiving step (120) in which information from the plurality of sensors (200) is received;

a determination step (130) of determining whether or not the information is abnormal information;

an identification step (140) in which the level of the sensor that issued the abnormality information is identified; and

a triggering step (150) in which the controller (300) triggers different alarm information according to a predetermined logic based on the level of the sensor that issued the abnormality information.

2. A method (100) for reducing the false alarm rate of a signal system according to claim 1, wherein the alarm information comprises door unsafe information, wherein the first level sensor is a sensor for sensing a final action during door closing, and wherein in the triggering step (150) the door unsafe information is not triggered as long as the abnormal information is not issued by the first level sensor.

3. The method (100) for reducing the false alarm rate of a signaling system of claim 2, wherein the hatch safety information is triggered when none of the plurality of sensors (200) emit abnormal information.

4. A method (100) for reducing signal system false alarm rate according to claim 2, wherein the second level sensor includes at least two and triggers the door unsafe information when either of the following occurs:

the plurality of sensors (200) all emit abnormal information; or

The first-stage sensors send out abnormal information, at least one of the second-stage sensors sends out abnormal information, and at least one of the second-stage sensors does not send out abnormal information.

5. A method (100) for reducing the false alarm rate of a signal system according to claim 2, wherein the plurality of sensors (200) includes a close sensor (201), a latch sensor (202), and an upper lock sensor (203), and in the classifying step (110), the upper lock sensor (203) is classified as a first level sensor and the close sensor (201) and the latch sensor (202) are classified as a second level sensor.

6. The method (100) of reducing the false alarm rate of a signal system of claim 5, further comprising a voting step (160) in which the controller (300) triggers different alarm messages based on a combination of the status of the close sensor (201), the latch sensor (202), and the lock sensor (203).

7. A method (100) for reducing the false alarm rate of a signal system according to claim 6, wherein the alarm information further includes override information, and wherein the override information is triggered when either of the following occurs:

the locking sensor (203) sends out abnormal information, and the closing sensor (201) and the latching sensor (202) do not send out abnormal information; or alternatively

The lock sensor (203) does not issue abnormality information, and at least one of the close sensor (201) or the latch sensor (202) issues abnormality information.

8. Method (100) for reducing the false alarm rate of a signal system according to claim 7, characterized in that the hatch unsafe information is triggered first before triggering the override information, and when the status of the sensor remains unchanged after two consecutive samples, the hatch unsafe information is eliminated and the override information is triggered.

9. A computer program product comprising computer program/instructions, characterized in that the computer program/instructions, when executed by a processor, implement the steps of the method according to any of claims 1-8.

10. A computer-readable storage medium, on which a computer program/instructions are stored, characterized in that the computer program/instructions, when executed by a processor, implement the steps of the method according to any of the claims 1-8.

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