CN110069070B - Method for improving safety of large airplane in takeoff process - Google Patents

Method for improving safety of large airplane in takeoff process Download PDF

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CN110069070B
CN110069070B CN201910378471.9A CN201910378471A CN110069070B CN 110069070 B CN110069070 B CN 110069070B CN 201910378471 A CN201910378471 A CN 201910378471A CN 110069070 B CN110069070 B CN 110069070B
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airplane
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CN110069070A (en
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崔存生
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Chengdu Gaowei Energy Saving Technology Co ltd
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Chengdu Gaowei Energy Saving Technology Co ltd
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft

Abstract

The invention discloses a method for improving the safety of a large-scale airplane in the take-off process, which utilizes the height data of a nose and a tail in the take-off process of the airplane to calculate the slope values and the deviations of two height track curves of the nose and the tail at different time intervals in the take-off process of the airplane in real time, then judges whether the two height track curves are within a preset safety range or not according to the calculation result, gives an early warning signal in time when one deviation occurs, and forcibly intervenes in the lifting control of the airplane when the two height track curves deviate completely. Compared with the prior art, the invention has the following positive effects: and comparing the curve slope and the slope difference value of the aircraft nose and tail height data which are calculated in real time along with the change of time with a preset flight envelope, and if the curve slope and the slope difference value deviate, giving early warning immediately to prompt a pilot to take measures and correct the flight envelope. The invention overcomes the defect that the existing large-scale airplane only depends on the elevation angle sensor to control the safety of the airplane in the take-off process, and improves the safety performance of the airplane in the take-off process.

Description

Method for improving safety of large airplane in takeoff process
Technical Field
The invention relates to a method for improving the safety of a large airplane in a take-off process, in particular to a method for avoiding stall and improving flight safety of a large airplane in the take-off process.
Background
The large aircraft is one of the aircrafts, particularly the passenger aircraft, and the flight safety is always in the most important position, although various measures have been taken by aircraft designers, manufacturers and aviation supervision departments for the purpose of flight safety, including that an elevation angle sensor is widely installed on the aircraft to monitor the upward angle of the aircraft in the process of taking off the aircraft in real time, so as to prevent the occurrence of stall accidents in the process of taking off the aircraft. Nevertheless, an air crash accident occurs in which many airplanes are out of control during takeoff.
The existing large-scale airplane is generally provided with 2-3 elevation angle sensors, the elevation angle sensors are generally arranged on the outer side of the airplane body, and the defect that the failure rate is high. For an aircraft that is only equipped with 2 elevation angle sensors, if 1 of them fails, it is difficult to judge the flight attitude of the aircraft. For the airplane provided with 3 elevation angle sensors, if 1 of the airplanes fails, the flight attitude of the airplane can be judged; however, if 2 of the faults occur, the flight attitude of the aircraft cannot be judged, and even misjudgment can occur.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention provides a method for improving the safety of a large-scale airplane in the take-off process, wherein a set of high-precision height sensors are respectively installed at the nose and the tail of the airplane along the longitudinal axis of the airplane, different slopes and slope difference values of a track curve of the airplane nose and the tail corresponding to two sets of height sensor data values along with the time duration are calculated in real time according to different time interval values in the take-off process, the corresponding range of a safe take-off envelope (namely the curve of the height value along with the time variation in the take-off process of the airplane) is designed in advance according to the take-off characteristics of various airplanes, and when any deviation occurs, an early warning signal is given immediately to prompt a pilot to check and process immediately; or correcting the control parameters in time.
The technical scheme adopted by the invention for solving the technical problems is as follows: a method for improving the safety of a large-scale airplane in the take-off process includes utilizing the height data of a nose and a tail in the take-off process of the airplane to calculate the slope values and deviations of two height track curves of the nose and the tail at different time intervals in the take-off process of the airplane in real time, judging whether the curve values and deviations are within a preset safety range according to calculation results, giving an early warning signal in time when one deviation occurs, and giving an early warning and forcibly intervening in the lifting control of the airplane when all the curves are deviated.
Compared with the prior art, the invention has the following positive effects:
the invention monitors the altitude change signals of the nose and the tail of the airplane in real time by respectively installing a set of high-precision altitude sensors at the nose and the tail of the airplane, transmits the two sets of altitude signals to an A/D transmitter to be converted into digital signals to be transmitted to a flight control computer, and the computer calculates the slope and the slope difference of the trajectory curve of the altitude data of the nose and the tail of the airplane along with the time duration in real time, and the two slope values and the difference are compared with the flight envelope preset by the computer, and if the two slope values and the difference deviate, an early warning is given in real time to prompt a pilot to take measures to correct the two slope values and the difference. The invention improves the defect that the existing large-scale airplane only depends on the elevation angle sensor to control the safety of the airplane in the takeoff process.
Detailed Description
Let fa (t) be the head height data, fb (t) be the tail height data, L be the linear distance of the two height sensors, ti1For the ith round of calculationAt a starting time ti2Is ti1Time Δ 1(0.1S to 10S) later, ti3Is ti2The time delay Δ 2 (10S-60S) after, ti4Is ti3The time delay delta 3 (60S-2 min), ti5Is ti4Delay delta 4(2 min-5 min) time, Si1For aircraft from ti1Flying to t at momenti2Horizontal distance of time, Si2For aircraft from ti1Flying to t at momenti3Horizontal distance of time, Si3For aircraft from ti1Flying to t at momenti4Horizontal distance of time, Si4For aircraft from ti1Flying to t at momenti5Horizontal distance of time, Si23For aircraft from ti2Flying to t at momenti3Horizontal distance of time, Si34For aircraft from ti3Flying to t at momenti4Horizontal distance of time, Si45For aircraft from ti4Flying to t at momenti5And the horizontal distance at the moment, alpha 1 is the maximum airplane stall angle, alpha 2 is the early warning airplane stall angle, alpha 3 is the minimum airplane takeoff angle, and represents that the relation between the front quantity and the rear quantity is a logical AND.
In the following, the description will be given by taking the i-th wheel as an example, where i is 1,2,3, and …, where Δ t is equal to the interval time between the start times of the calculation of the two adjacent wheels, and is between 100 milliseconds and 500 milliseconds.
The first time period:
first, calculating the head and tail at ti2Elevation angle value at time:
Ci1＝arcsin((fa(ti2)-fb(ti2))/L；
second, the computer head itself starts from ti1Time ti2Flight path slope (angle value) at time:
Ai1＝arctg((fa(ti2)-fa(ti1))/Si1；
thirdly, the computer tail self-runs from ti1Time ti2Flight path slope (angle value) at time:
Bi1＝arctg((fb(ti2)-fb(ti1))/Si1；
fourthly, judging whether the flight path of the airplane exceeds an allowable range:
when (alpha 3)<Ci1<α2)and(α3<Ai1<α2)and(α3<Bi1<Alpha 2), the takeoff of the airplane is normal;
when (alpha 2 is less than or equal to Ci1<α1)and((Ai1<α2)or(Bi1<Alpha 2)), indicating that the head or tail height sensor has a fault, and giving an equipment fault early warning;
when (alpha 2 is less than or equal to Ci1<α1)and((Ai1≥α2)or(Bi1More than or equal to alpha 2)), the takeoff elevation angle of the airplane exceeds a preset value, the stalling risk exists, and an alarm is given;
when (alpha 2 is less than or equal to Ci1<α1)and((Ai1≥α2)and(Bi1Alpha 2) is judged, the departure elevation angle of the airplane is judged to exceed the allowable value, early warning is given, direct intervention is carried out, the nose is lowered until three angles C of the first time period of the next round (the (i +1) th round)(i+1)1、A(i+1)1、B(i+1)1When at least two of the two are simultaneously smaller than alpha 2, the forced intervention process is ended, and normal flight is resumed.
A second time period:
first, calculating the head and tail at ti3Elevation angle value at time:
Ci2＝arcsin((fa(ti3)-fb(ti3))/L；
second, calculating the head and tail of the aircrafti1Time ti3Flight path slope (angle value) at time:
Ai2＝arctg((fa(ti3)-fa(ti1))/Si2；
Bi2＝arctg((fb(ti3)-fb(ti1))/Si2；
thirdly, calculating the head and tail slave ti2Time ti3Flight path slope (angle value) at time:
Ai23＝arctg((fa(ti3)-fa(ti2))/Si23；
Bi23＝arctg((fb(ti3)-fb(ti2))/Si23；
fourthly, judging whether the flight path of the airplane exceeds an allowable range:
when (alpha 3)<Ci2<α2)and(α3<Ai2<α2)and(α3<Bi2<Alpha 2), the takeoff of the airplane is normal;
when (alpha 2 is less than or equal to Ci2<α1)and((Ai2<α2)or(Bi2<Alpha 2)), indicating that the head or tail height sensor has a fault, and giving an equipment fault early warning;
when (alpha 2 is less than or equal to Ci2<α1)and((Ai2≥α2)or(Bi2More than or equal to alpha 2)), the takeoff elevation angle of the airplane exceeds a preset value, the stalling risk exists, and an alarm is given;
when (alpha 2 is less than or equal to Ci2<α1)and((Ai2≥α2)and(Bi2Alpha 2) is judged, the departure elevation angle of the airplane is judged to exceed the allowable value, early warning is given, direct intervention is carried out, the nose is lowered until three angles C of a second time period of the next round (the (i +1) th round)(i+1)2、A(i+1)23、B(i+1)23When at least two of the two are simultaneously smaller than alpha 2, the forced intervention process is ended, and normal flight is resumed.
A third time period:
first, calculating the head and tail at ti4Elevation angle value at time:
Ci3＝arcsin((fa(ti4)-fb(ti4))/L；
second, calculating the head and tail of the aircrafti1Time ti4Flight path slope (angle value) at time:
Ai3＝arctg((fa(ti4)-fa(ti1))/Si3；
Bi3＝arctg((fb(ti4)-fb(ti1))/Si3；
thirdly, calculating the head and tail slave ti3Time ti4Flight path slope (angle value) at time:
Ai34＝arctg((fa(ti4)-fa(ti3))/Si34；
Bi34＝arctg((fb(ti4)-fb(ti3))/Si34；
fourthly, judging whether the flight path of the airplane exceeds an allowable range:
when (alpha 3)<Ci3<α2)and(α3<Ai3<α2)and(α3<Bi3<Alpha 2), the takeoff of the airplane is normal;
when (alpha 2 is less than or equal to Ci3<α1)and((Ai3<α2)or(Bi3<Alpha 2)), indicating that the head or tail height sensor has a fault, and giving an equipment fault early warning;
when (alpha 2 is less than or equal to Ci3<α1)and((Ai3≥α2)or(Bi3More than or equal to alpha 2)), the takeoff elevation angle of the airplane exceeds a preset value, the stalling risk exists, and an alarm is given;
when (alpha 2 is less than or equal to Ci3<α1)and((Ai3≥α2)and(Bi3More than or equal to alpha 2)), judging that the takeoff elevation angle of the airplane exceeds an allowable value, giving an early warning, directly intervening, and lowering the aircraft nose until three angles C of a third time period of a next wheel (i +1 th wheel)(i+1)3、A(i+1)34、B(i+1)34When at least two of the two are simultaneously smaller than alpha 2, the forced intervention process is ended, and normal flight is resumed.
And a fourth time period:
first, calculating the head and tail at ti5Elevation angle value at time:
Ci4＝arcsin((fa(ti5)-fb(ti5))/L；
second, calculating the head and tail of the aircrafti1Time ti5Flight path slope (angle value) at time:
Ai4＝arctg((fa(ti5)-fa(ti1))/Si4；
Bi4＝arctg((fb(ti5)-fb(ti1))/Si4；
thirdly, calculating the head and tail slave ti4Time ti5Flight path slope (angle) at timeValue):
Ai45＝arctg((fa(ti5)-fa(ti4))/Si45；
Bi45＝arctg((fb(ti5)-fb(ti4))/Si45；
fourthly, judging whether the flight path of the airplane exceeds an allowable range:
when (alpha 3)<Ci4<α2)and(α3<Ai4<α2)and(α3<Bi4<Alpha 2), the takeoff of the airplane is normal;
when (alpha 2 is less than or equal to Ci4<α1)and((Ai4<α2)or(Bi4<Alpha 2)), indicating that the head or tail height sensor has a fault, and giving an equipment fault early warning;
when (alpha 2 is less than or equal to Ci4<α1)and((Ai4≥α2)or(Bi4More than or equal to alpha 2)), the takeoff elevation angle of the airplane exceeds a preset value, the stalling risk exists, and an alarm is given;
when (alpha 2 is less than or equal to Ci4<α1)and((Ai4≥α2)and(Bi4Alpha 2) is judged, the departure elevation angle of the airplane is judged to exceed the allowable value, early warning is given, direct intervention is carried out, the nose is lowered until three angles C of a fourth time period of a next wheel (the (i +1) th wheel)(i+1)4、A(i+1)45、B(i+1)45When at least two of the two are simultaneously smaller than alpha 2, the forced intervention process is ended, and normal flight is resumed.
Let the take-off time of the airplane be t11From t11Starting the calculation and judgment of the 1 st round of four time periods at the moment;
after gap Δ t, from t21Starting the calculation and judgment of four time periods of the 2 nd round at the moment;
……；
spaced (i-2) behind (delta t) from (t)(i-1)1Starting the calculation and judgment of the four time periods of the (i-1) th round at the moment;
spaced (i-1) behind (delta t) from (t)i1Calculating and judging four time periods of the ith round at the moment;
after i intervals of Δ t, from t(i+1)1Starting four periods of time for the (i +1) th round at the momentCalculating and judging;
……；
each round must satisfy simultaneously:
((α3<Cij<α2)and((Aij<α2)or(Bij<α 2)), wherein: j ═ 1,2,3,4,) flight safety is confirmed;
when (alpha 2 is less than or equal to Cij<α 1) and any of the following occurs:
(((Aij≥α2)or(Bijα 2) in which: j ═ 1,2,3,4,), then an early warning is given immediately and the operation is intervened, lowering the head until the next round (round i +1) of three angles C of the same time period(i+1)j、A(i+1)j(j+1)、B(i+1)j(j+1)When at least two of the two are simultaneously smaller than alpha 2, the forced intervention process is ended, and normal flight is resumed.
The safety performance of the aircraft in the takeoff process can be obviously improved by calculating and circularly processing the calculation and judgment processes in real time. The defect that the existing airplane is excessively dependent on the data of the elevation angle sensor to pilot is overcome.

Claims (5)

1. A method for improving the safety of a large airplane in the takeoff process is characterized in that: calculating the slope values and deviations of two altitude trajectory curves of the nose and the tail at different time intervals in the take-off process of the airplane in real time by using the altitude data of the nose and the tail in the take-off process of the airplane, judging whether the curve values and the deviations are within a preset safety range according to the calculation result, giving an early warning signal in time when one deviation occurs, and forcibly intervening in the lifting control of the airplane when the early warning is given when all the deviations occur; wherein the real-time calculation process is as follows: starting the calculation of a first wheel from the takeoff moment of the airplane, and then restarting a new round of calculation after the interval delta t, wherein the calculation and judgment process of each round comprises the following four time periods:
let fa (t) be the head height data, fb (t) be the tail height data, L be the linear distance between the head and tail height sensors, ti1Starting time, t, calculated for the ith roundi2Is ti1Behind delay delta 1Time of day ti3Is ti2The moment after the delay Δ 2, ti4Is ti3Time delay Δ 3 later, ti5Is ti4Time delay Δ 4 later, Si1For aircraft from ti1Flying to t at momenti2Horizontal distance of time, Si2For aircraft from ti1Flying to t at momenti3Horizontal distance of time, Si3For aircraft from ti1Flying to t at momenti4Horizontal distance of time, Si4For aircraft from ti1Flying to t at momenti5Horizontal distance of time, Si23For aircraft from ti2Flying to t at momenti3Horizontal distance of time, Si34For aircraft from ti3Flying to t at momenti4Horizontal distance of time, Si45For aircraft from ti4Flying to t at momenti5The horizontal distance at the moment, alpha 1 is the maximum airplane stall angle, alpha 2 is the early warning airplane stall angle, alpha 3 is the minimum airplane takeoff angle,
the first time period:
first, calculating the head and tail at ti2Elevation angle value at time:
Ci1＝arcsin((fa(ti2)-fb(ti2))/L；
second, the computer head itself starts from ti1Time ti2Flight path slope at time:
Ai1＝arctg((fa(ti2)-fa(ti1))/Si1；
thirdly, the computer tail self-runs from ti1Time ti2Flight path slope at time:
Bi1＝arctg((fb(ti2)-fb(ti1))/Si1；
fourthly, judging whether the flight path of the airplane exceeds an allowable range:
when (alpha 2 is less than or equal to Ci1<α1)and((Ai1≥α2)or(Bi1More than or equal to alpha 2)), giving a stall risk early warning;
when (alpha 2 is less than or equal to Ci1<α1)and((Ai1≥α2)and(Bi1α 2) is given, the risk early warning exceeding the allowable value is given, and the machine head is lowered until three angles C of the first time period of the next round(i+1)1、A(i+1)1、B(i+1)1When at least two of the flying vehicles are simultaneously smaller than alpha 2, the normal flying is recovered;
a second time period:
first, calculating the head and tail at ti3Elevation angle value at time:
Ci2＝arcsin((fa(ti3)-fb(ti3))/L；
second, calculating the head and tail of the aircrafti1Time ti3Flight path slope at time:
Ai2＝arctg((fa(ti3)-fa(ti1))/Si2；
Bi2＝arctg((fb(ti3)-fb(ti1))/Si2；
thirdly, calculating the head and tail slave ti2Time ti3Flight path slope at time:
Ai23＝arctg((fa(ti3)-fa(ti2))/Si23；
Bi23＝arctg((fb(ti3)-fb(ti2))/Si23；
fourthly, judging whether the flight path of the airplane exceeds an allowable range:
when (alpha 2 is less than or equal to Ci2<α1)and((Ai2≥α2)or(Bi2More than or equal to alpha 2)), giving a stall risk early warning;
when (alpha 2 is less than or equal to Ci2<α1)and((Ai2≥α2)and(Bi2α 2) is given, the risk early warning exceeding the allowable value is given, and the machine head is lowered until three angles C of the second time period of the next round(i+1)2、A(i+1)23、B(i+1)23When at least two of the flying vehicles are simultaneously smaller than alpha 2, the normal flying is recovered;
a third time period:
first, calculating the head and tail at ti4Elevation angle value at time:
Ci3＝arcsin((fa(ti4)-fb(ti4))/L；
second, calculating the head and tail of the aircrafti1Time ti4Flight path slope at time:
Ai3＝arctg((fa(ti4)-fa(ti1))/Si3；
Bi3＝arctg((fb(ti4)-fb(ti1))/Si3；
thirdly, calculating the head and tail slave ti3Time ti4Flight path slope at time:
Ai34＝arctg((fa(ti4)-fa(ti3))/Si34；
Bi34＝arctg((fb(ti4)-fb(ti3))/Si34；
fourthly, judging whether the flight path of the airplane exceeds an allowable range:
when (alpha 2 is less than or equal to Ci3<α1)and((Ai3≥α2)or(Bi3More than or equal to alpha 2)), giving a stall risk early warning;
when (alpha 2 is less than or equal to Ci3<α1)and((Ai3≥α2)and(Bi3α 2) is given, the risk early warning exceeding the allowable value is given, and the machine head is lowered until three angles C of the third time period of the next round(i+1)3、A(i+1)34、B(i+1)34When at least two of the flying vehicles are simultaneously smaller than alpha 2, the normal flying is recovered;
and a fourth time period:
first, calculating the head and tail at ti5Elevation angle value at time:
Ci4＝arcsin((fa(ti5)-fb(ti5))/L；
second, calculating the head and tail of the aircrafti1Time ti5Flight path slope at time:
Ai4＝arctg((fa(ti5)-fa(ti1))/Si4；
Bi4＝arctg((fb(ti5)-fb(ti1))/Si4；
third step, calculatingHead and tail partsi4Time ti5Flight path slope at time:
Ai45＝arctg((fa(ti5)-fa(ti4))/Si45；
Bi45＝arctg((fb(ti5)-fb(ti4))/Si45；
fourthly, judging whether the flight path of the airplane exceeds an allowable range:
when (alpha 2 is less than or equal to Ci4<α1)and((Ai4≥α2)or(Bi4More than or equal to alpha 2)), giving a stall risk early warning;
when (alpha 2 is less than or equal to Ci4<α1)and((Ai4≥α2)and(Bi4α 2) is given, the risk early warning exceeding the allowable value is given, and the head is lowered until three angles C of the fourth time period of the next round(i+1)4、A(i+1)45、B(i+1)45When at least two of the flying vehicles are simultaneously smaller than alpha 2, the normal flying is recovered.
2. A method of improving the safety of a large aircraft during takeoff as claimed in claim 1, wherein: the delta 1 has a value of 0.1S to 10S, the delta 2 has a value of 10S to 60S, the delta 3 has a value of 60S to 2min, and the delta 4 has a value of 2min to 5 min.
3. A method of improving the safety of a large aircraft during takeoff as claimed in claim 1, wherein: when each time period occurs (alpha 2 ≦ Cij<α1)and((Aij<α2)or(Bij<α 2)), a warning of the failure of the height sensor is given.
4. A method of improving the safety of a large aircraft during takeoff as claimed in claim 1, wherein: the Δ t takes a value of 100-500 milliseconds.
5. A method of improving the safety of a large aircraft during takeoff as claimed in claim 1, wherein: the altitude data of the nose and the tail are acquired in real time by altitude sensors respectively mounted on the nose and the tail along the longitudinal axis of the aircraft.
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