CN110606192A - Airplane front wheel turning control method - Google Patents
Airplane front wheel turning control method Download PDFInfo
- Publication number
- CN110606192A CN110606192A CN201911019523.XA CN201911019523A CN110606192A CN 110606192 A CN110606192 A CN 110606192A CN 201911019523 A CN201911019523 A CN 201911019523A CN 110606192 A CN110606192 A CN 110606192A
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- CN
- China
- Prior art keywords
- airplane
- aircraft
- front wheel
- state
- control method
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C19/00—Aircraft control not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/34—Alighting gear characterised by elements which contact the ground or similar surface wheeled type, e.g. multi-wheeled bogies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/38—Adjustment of complete wings or parts thereof
- B64C3/56—Folding or collapsing to reduce overall dimensions of aircraft
Abstract
The application belongs to the technical field of airplane front wheel turning control, and particularly relates to an airplane front wheel turning control method, which comprises the following steps: judging whether the airplane is in the air; if the airplane is in the air, setting the front wheel of the airplane in a damping and swing-reducing state; if the airplane is not in the air, judging whether the front wheel of the airplane is in a large-angle traction state or not, and judging whether the airplane is in an ejection position or not, and if the front wheel of the airplane is in the large-angle traction state or the airplane is in the ejection position, setting the front wheel of the airplane to be in a damping and swing-reducing state; otherwise, setting the front wheel of the airplane to be in a power turning state.
Description
Technical Field
The application belongs to the technical field of airplane front wheel turning control, and particularly relates to an airplane front wheel turning control method.
Background
The general airplane has a wide use environment, the debugging and transportation of the airplane can depend on a large amount of ground equipment, the execution of other airplane tasks is basically not influenced when a single machine breaks down, the requirements on the front wheel turning control logic and the angle are single, in comparison, the airplane on a ship has a narrow use space, the space is vacated for preparing the subsequent tasks by fast taking off and landing of the airplane, the airplane front wheel is required to be fast and conveniently switched among multiple angles and multiple states on the premise of ensuring the safety of the airplane, and the current control method for turning the front wheel of the airplane cannot meet the requirements.
The present application is made in view of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
It is an object of the present application to provide a method of controlling aircraft nose wheel turning that overcomes or mitigates at least one of the disadvantages of the prior art.
The technical scheme of the application is as follows:
an aircraft nose wheel turning control method comprises the following steps:
judging whether the airplane is in the air;
if the airplane is in the air, setting the front wheel of the airplane in a damping and swing-reducing state;
if the airplane is not in the air, judging whether the front wheel of the airplane is in a large-angle traction state or not, and judging whether the airplane is in an ejection position or not, and if the front wheel of the airplane is in the large-angle traction state or the airplane is in the ejection position, setting the front wheel of the airplane to be in a damping and swing-reducing state; otherwise, setting the front wheel of the airplane to be in a power turning state.
According to at least one embodiment of the present application, determining whether an aircraft is in the air specifically includes:
and judging whether the airplane is in the air or not according to the airplane wheel bearing signal.
According to at least one embodiment of the present application, determining whether an aircraft is in the air specifically includes:
and judging whether the aircraft is in the air or not according to the aircraft landing gear retraction signal.
According to at least one embodiment of the present application, determining whether the aircraft is in the ejection position specifically includes:
and judging whether the airplane is at the ejection position or not according to the ejection rod position signal.
According to at least one embodiment of the present application, the gain of aircraft toe turn from aircraft foot pedal displacement varies with aircraft speed when the aircraft toe is in a powered turn condition.
According to at least one embodiment of the present application, the gain of the aircraft pedal displacement to the aircraft nose wheel turn varies with the aircraft speed, specifically:
the higher the speed of the airplane is, the smaller the gain of the pedal displacement of the airplane to the front wheel turning angle of the airplane is.
According to at least one embodiment of the present application, the aircraft speed is derived from an aircraft wheel speed signal.
According to at least one embodiment of the application, when the front wheel of the airplane is in a power turning state, the wing state of the airplane is judged, and the gain of the pedal displacement of the airplane to the front wheel turning angle of the airplane is set according to the wing state of the airplane.
According to at least one embodiment of the application, the method for judging the state of the wing of the airplane specifically comprises the following steps:
and judging the state of the airplane wing according to the wing folding locking signal and the wing flattening locking signal.
According to at least one embodiment of the application, the gain of the aircraft pedal displacement to the aircraft nose wheel turning angle is set according to the wing state, specifically:
when the wings of the airplane are in a folded state, the gain of the airplane front wheel turning angle by the displacement of the airplane pedals is greatly increased;
when the wings of the airplane are in a flattening state, the gain of the pedal displacement of the airplane to the front wheel turning angle of the airplane is set to be small.
Drawings
Fig. 1 is a flowchart of an aircraft nose wheel turning control method according to an embodiment of the present application.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant application and are not limiting of the application. It should be noted that, for convenience of description, only the portions related to the present application are shown in the drawings.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.
It should be noted that in the description of the present application, the terms of direction or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Furthermore, it should be noted that, in the description of the present application, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those skilled in the art as the case may be.
The present application is described in further detail below with reference to fig. 1.
An aircraft nose wheel turning control method comprises the following steps:
judging whether the airplane is in the air;
if the airplane is in the air, setting the front wheels of the airplane to be in a damping and swing-reducing state, and cutting off a power source of a front wheel steering actuating mechanism;
if the airplane is not in the air, namely the airplane is at the ground position or at a position equal to the ground, such as on a deck of a ship, judging whether the front wheel of the airplane is in a large-angle traction state or not and judging whether the airplane is at an ejection position or not, if the front wheel of the airplane is in the large-angle traction state or the airplane is at the ejection position, setting the front wheel of the airplane to be in a damping and swing-reducing state, and cutting off a power source of a front wheel steering actuating mechanism; otherwise, setting the front wheel of the airplane to be in a power turning state, and connecting a power source to the front wheel turning executing mechanism.
With regard to the aircraft nose wheel turning control method disclosed in the above embodiments, it can be understood by those skilled in the art that the aircraft nose wheel has two states of power turning and damping and pendulum reduction, and the aircraft nose wheel turning is used for adjusting the heading when the aircraft is on the ground, so when the aircraft nose wheel is set in the power turning state, it is first determined whether the aircraft is in the air, that is, whether the aircraft is on the ground, and it is only possible to set the aircraft nose wheel in the power turning state when the aircraft is determined to be on the ground.
With regard to the aircraft nose wheel turning control method disclosed in the above embodiment, it can be further understood by those skilled in the art that when the aircraft is not in the air, that is, the aircraft is in the ground position, if the aircraft nose wheel is in the large-angle traction state, or the aircraft is in the ejection position, and the aircraft nose wheel is set to be in the power turning state, damage may be caused to the aircraft nose landing gear, so to ensure safety of the aircraft structure, the aircraft nose wheel is set to be in the power turning state only when the aircraft nose wheel is in the designed turning angle range and the aircraft is not in the ejection position.
In some optional embodiments, determining whether the aircraft is in the air specifically includes:
and judging whether the airplane is in the air or not according to the airplane wheel bearing signal.
In some optional embodiments, determining whether the aircraft is in the air specifically includes:
and judging whether the aircraft is in the air or not according to the aircraft landing gear retraction signal.
In some optional embodiments, determining whether the aircraft is in the ejection position specifically includes:
and judging whether the airplane is at the ejection position or not according to the ejection rod position signal.
In some optional embodiments, when the aircraft is not in the air, that is, the aircraft is at a ground position or a position equivalent to the ground, when faults affecting the mission are generated and the redundant front wheel state is not controllable, the front wheel turning risks to be uncontrollable, and the front wheel of the aircraft is allowed to be set to be in a power turning state when the faults do not affect the safety.
In some alternative embodiments, the gain of the aircraft pedal displacement on aircraft nose wheel turning varies with aircraft speed when the aircraft nose wheel is in a powered turning state.
For the aircraft nose wheel turning control method disclosed in the above embodiments, it can be understood by those skilled in the art that the turning of the aircraft is controlled by operating the aircraft pedals, the aircraft nose wheel turning angle is related to the displacement of the aircraft pedals, when the aircraft slides on the ground, the operator changes the aircraft nose wheel turning angle by operating the pedals, the adjustment of the ground course of the aircraft is realized, different gains need to be set under the condition that the speeds of the aircraft are different, the turning of the aircraft is realized, and the safety of the aircraft is ensured.
In some optional embodiments, the gain of the aircraft pedal displacement to the aircraft nose wheel turn varies with the aircraft speed, specifically:
the larger the airplane speed is, the smaller the gain of the airplane pedal displacement to the airplane front wheel turning angle is, so that the danger caused by the overlarge gain when the airplane slides on the high-speed ground is avoided.
In some alternative embodiments, the aircraft speed is derived from an aircraft wheel speed signal.
In some optional embodiments, when the front wheel of the airplane is in a power turning state, the wing state of the airplane is judged, and the gain of the pedal displacement of the airplane to the front wheel turning angle of the airplane is set according to the wing state of the airplane.
In some optional embodiments, the determining the wing state of the aircraft specifically includes:
and judging the state of the airplane wing according to the wing folding locking signal and the wing flattening locking signal.
In some optional embodiments, the gain of the aircraft pedal displacement to the aircraft nose wheel turning angle is set according to the wing state, specifically:
when the wings of the airplane are in a folded state, the gain of the airplane front wheel turning angle by the displacement of the airplane pedals is greatly increased;
when the wings of the airplane are in a flattening state, the gain of the pedal displacement of the airplane to the front wheel turning angle of the airplane is set to be small.
In some alternative embodiments, a cockpit switch may be provided to control the gain of aircraft pedal displacement to aircraft nose wheel turning angle to switch between a large gain and a small gain.
In some optional embodiments, since the damped oscillation reduction state is a safe state of the front wheel of the airplane, a front wheel turning emergency cut-off button can be arranged in the cabin to cut off a power source of a front wheel turning actuating mechanism, so that the highest authority of an operator on state control of the front wheel turning system of the airplane is ensured.
So far, the technical solutions of the present application have been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present application is obviously not limited to these specific embodiments. Equivalent changes or substitutions of related technical features can be made by those skilled in the art without departing from the principle of the present application, and the technical scheme after the changes or substitutions will fall into the protection scope of the present application.
Claims (10)
1. An aircraft nose wheel turning control method is characterized by comprising the following steps:
judging whether the airplane is in the air;
if the airplane is in the air, setting the front wheel of the airplane in a damping and swing-reducing state;
if the airplane is not in the air, judging whether the front wheel of the airplane is in a large-angle traction state or not, and judging whether the airplane is in an ejection position or not, and if the front wheel of the airplane is in the large-angle traction state or the airplane is in the ejection position, setting the front wheel of the airplane to be in a damping and swing-reducing state; otherwise, setting the front wheel of the airplane to be in a power turning state.
2. The aircraft nose wheel turning control method according to claim 1,
the judging whether the airplane is in the air specifically comprises the following steps:
and judging whether the airplane is in the air or not according to the airplane wheel bearing signal.
3. The aircraft nose wheel turning control method according to claim 1,
the judging whether the airplane is in the air specifically comprises the following steps:
and judging whether the aircraft is in the air or not according to the aircraft landing gear retraction signal.
4. The aircraft nose wheel turning control method according to claim 1,
the method for judging whether the airplane is at the ejection position specifically comprises the following steps:
and judging whether the airplane is at the ejection position or not according to the ejection rod position signal.
5. The aircraft nose wheel turning control method according to claim 1,
when the front wheel of the airplane is in a power turning state, the gain of the turning of the front wheel of the airplane caused by the displacement of the pedal of the airplane changes along with the speed of the airplane.
6. The aircraft nose wheel turning control method according to claim 5,
the gain of the aircraft pedal displacement to the turning of the front wheel of the aircraft changes along with the speed of the aircraft, and specifically comprises the following steps:
the higher the speed of the airplane is, the smaller the gain of the pedal displacement of the airplane to the front wheel turning angle of the airplane is.
7. The aircraft nose wheel turning control method according to claim 5,
the aircraft speed is derived from an aircraft wheel speed signal.
8. The aircraft nose wheel turning control method according to claim 1,
and when the front wheel of the airplane is in a power turning state, judging the wing state of the airplane, and setting the gain of the pedal displacement of the airplane to the front wheel turning angle of the airplane according to the wing state of the airplane.
9. The aircraft nose wheel turning control method according to claim 8,
the method for judging the state of the aircraft wing specifically comprises the following steps:
and judging the state of the airplane wing according to the wing folding locking signal and the wing flattening locking signal.
10. The aircraft nose wheel turning control method according to claim 9,
the gain of the aircraft pedal displacement to the aircraft nose wheel turning angle is set according to the wing state, and the method specifically comprises the following steps:
when the wings of the airplane are in a folded state, the gain of the airplane front wheel turning angle by the displacement of the airplane pedals is greatly increased;
when the wings of the airplane are in a flattening state, the gain of the pedal displacement of the airplane to the front wheel turning angle of the airplane is set to be small.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911019523.XA CN110606192A (en) | 2019-10-24 | 2019-10-24 | Airplane front wheel turning control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911019523.XA CN110606192A (en) | 2019-10-24 | 2019-10-24 | Airplane front wheel turning control method |
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| Publication Number | Publication Date |
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| CN110606192A true CN110606192A (en) | 2019-12-24 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911019523.XA Pending CN110606192A (en) | 2019-10-24 | 2019-10-24 | Airplane front wheel turning control method |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111196354A (en) * | 2020-02-07 | 2020-05-26 | 任年栋 | Control method for magnetorheological shimmy damper of aircraft landing gear |
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| CN1166638A (en) * | 1996-05-14 | 1997-12-03 | 波音公司 | Method and apparatus for turn coordination gain as function of flap position |
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| CN106125573A (en) * | 2016-06-22 | 2016-11-16 | 陕西宝成航空仪表有限责任公司 | Aircraft nose wheel Servo Control box method for designing based on graphical model |
| US20170158316A1 (en) * | 2015-12-07 | 2017-06-08 | Safran Landing Systems UK Limited | Fully electric speed-proportional nose wheel steering system for an aircraft |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1166638A (en) * | 1996-05-14 | 1997-12-03 | 波音公司 | Method and apparatus for turn coordination gain as function of flap position |
| CN101879944A (en) * | 2010-07-19 | 2010-11-10 | 中国航空工业集团公司西安飞机设计研究所 | Method for realizing novel turning control law |
| CN103523217A (en) * | 2012-07-06 | 2014-01-22 | 哈尔滨飞机工业集团有限责任公司 | Nose-wheel steering system of aircraft |
| CN104648663A (en) * | 2013-11-22 | 2015-05-27 | 中国航空工业集团公司西安飞机设计研究所 | Telex steering system of carrier-based aircraft |
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| CN104192301A (en) * | 2014-09-24 | 2014-12-10 | 佛山市神风航空科技有限公司 | Manpowered variable wing airplane |
| US20170158316A1 (en) * | 2015-12-07 | 2017-06-08 | Safran Landing Systems UK Limited | Fully electric speed-proportional nose wheel steering system for an aircraft |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111196354A (en) * | 2020-02-07 | 2020-05-26 | 任年栋 | Control method for magnetorheological shimmy damper of aircraft landing gear |
| CN111196354B (en) * | 2020-02-07 | 2021-09-28 | 北京保力马测控技术有限公司 | Control method for magnetorheological shimmy damper of aircraft landing gear |
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Application publication date: 20191224 |