CN112253319B - Automatic thrust control method and system for controlling takeoff/missed approach of airplane - Google Patents
Automatic thrust control method and system for controlling takeoff/missed approach of airplane Download PDFInfo
- Publication number
- CN112253319B CN112253319B CN202011089990.2A CN202011089990A CN112253319B CN 112253319 B CN112253319 B CN 112253319B CN 202011089990 A CN202011089990 A CN 202011089990A CN 112253319 B CN112253319 B CN 112253319B
- Authority
- CN
- China
- Prior art keywords
- takeoff
- thrust
- automatic
- control system
- engine
- Prior art date
- 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.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses an automatic thrust control method and system for controlling takeoff/missed approach of an airplane. The automatic thrust control method includes: when the airplane is in a takeoff mode, responding to a single signal for representing that only one engine works normally, judging whether the current speed of the airplane reaches a takeoff decision speed or not, and keeping an automatic takeoff thrust control system in a preset state when the judgment result is that the takeoff decision speed is not reached; and starting the automatic thrust reserve through the automatic take-off thrust control system when the take-off decision speed is reached so as to increase the thrust of the normally working engine to the maximum take-off thrust. According to the invention, the takeoff decision speed and the re-flying height are introduced into the trigger logic as judgment references, so that the thrust requirements under different takeoff/re-flying scenes can be accurately distinguished, the automatic thrust reserve is accurately and reliably triggered and applied, and the control and balance of a unit are facilitated.
Description
Technical Field
The invention relates to an integrated system for monitoring and controlling an engine of an aircraft, in particular to a technology for controlling the thrust of the aircraft in the takeoff and fly-back phases, and particularly relates to an automatic thrust control method and system for controlling the takeoff/fly-back of the aircraft.
Background
When the single takeoff performance of a traditional airplane becomes the limitation of the airport adaptability of the elbow-controlled airplane, the single takeoff performance is improved by generally adopting a mode of improving normal takeoff thrust, but the cost of service life and economy of an engine is needed to be paid when the normal takeoff thrust is improved, and the improvement of the single takeoff performance which is changed from the mode is not economical due to the low occurrence probability of the single takeoff performance.
An Automatic Takeoff Thrust Control System (ATTCS for short) and an Automatic Thrust Reserve (APR for short) are key solutions for solving the problem of poor economy due to improvement of single Takeoff performance. The thrust of the engine on the working side can be automatically improved under the condition of no need of unit intervention when the failure of a single engine occurs in the launch/fly-back stage, so that the single launch/fly-back performance of the airplane can meet the requirements specified by airworthiness provisions.
The advantage of an aircraft employing an ATTCS system is that ATTCS will only use additional auto thrust reserve when single takeoff is actually taking place, improving single takeoff/missed approach performance, and not changing the already sufficient dual takeoff performance at all. Because the probability of single-engine failure during takeoff is very low, the airplane adopting the ATTCS system can enable the takeoff performance of the airplane to have better airport adaptability almost without paying the cost of the service life and the economy of an engine, and the design flexibility and the operation economy are obviously improved.
The ATTCS system adopted in some civil transport aircraft can utilize the engine on the working side to provide thrust exceeding normal takeoff when a single engine fails, so that the aircraft can obtain sufficient climbing gradient. The Chinese invention patent CN104271923B and the US6880784B1 provide a design of a thrust protection module of an engine on the side based on monitoring and comparison of power of the engine on the opposite side, and simultaneously the 14CFR PART25 standard and the CCAR 25 standard stipulate the requirements which an automatic take-off thrust control system (ATTCS) should meet from the airworthiness angle through an appendix I, thereby covering the aspects of performance setting, safety, indication alarm, unit operation and the like.
However, none of the above prior art and related standards specify these requirements for the ATTCS system and how the engine protection module is integrated and implemented on the aircraft and its system design, nor do they present methods, triggering logic and automatic control strategies to identify specific scenarios for start/missed approach.
The ATTCS system can implement its functions through different architectures and logics based on the respective needs and design concepts of the aircraft manufacturer, and thus has advantages and disadvantages. At present, the structure for realizing functions of an advanced and mature aircraft equipped with an ATTCS system is generally similar to that of the American patent US6880784B1, the ATTCS function is selected mostly through a Flight Management System (FMS), the engine failure is identified through OEI logic, and the function of thrust increase is realized through an engine control system. However, due to the characteristics of the composition architecture and the limitations of the working logic, the integration method of the ATTCS system can achieve its basic functions, but has the following three disadvantages and shortcomings:
a) The choice of the maximum power of the engine is highly dependent on the Flight Management System (FMS) and its human-computer interface CDU, with adverse effects on reliability
Although the ATTCS system of the existing airplane can timely identify the single failure state and effectively improve the thrust of an engine on the working side, the unit-oriented operation window of the ATTCS system is highly dependent on the normal work of a complex professional Flight Management System (FMS), and the operation of connecting and restraining the ATTCS system through a CDU of the FMS needs to enter a plurality of pages, so that the implementation is complex. When the computer of FMS or its man-machine interface CDU is out of order or not working, ATTCS system can't be selected or shut down. Moreover, in ground maintenance of the engine, the FMS/CDU device will therefore become an essential support device for engine power selection, and the operation, procedure and equipment thereof are cumbersome, increasing maintenance costs.
b) The ATTCS system has simple triggering logic and inconspicuous scene distinction, is frequently triggered when unnecessary triggering is carried out, and brings unnecessary trouble to unit control
At present, the working logic of the existing ATTCS system can trigger and apply automatic thrust reserve as long as the failure of a single engine is identified in the takeoff and re-flight phases, and the automatic thrust reserve can cause negative effects and troubles to unit control under some practical situations. For example, when the takeoff is in a low speed stage, a single-shot failure occurs, and the unit usually decides to interrupt the takeoff. At the moment, the automatic thrust reserve is triggered to further improve the thrust, so that the operation of the airplane for deceleration and stop on the ground is not facilitated, if the operation of the unit for accelerator withdrawal and interruption is too late, the increased thrust can enable the airplane to be continuously accelerated, and the stopping distance and the braking energy of the airplane are increased.
In addition, the existing ATTCS system working logic triggers automatic thrust reserve after single-shot failure, regardless of whether the flying height is far away from the obstacle crossing range, the automatic thrust reserve is usually limited by the running time, and the triggering of the automatic thrust reserve without occasion and opportunity often causes the unit to be confused or inconvenient to operate under the condition of single-shot operation.
c) The ATTCS system has single control strategy for automatically storing thrust, lacks flexible thrust control capability and also can cause inconvenience to unit control
The existing ATTCS system can improve the thrust of an engine on a working side to the maximum takeoff thrust of the engine when single engine fails in the takeoff stage. However, for practical scenes such as flexible takeoff, the single-shot thrust increment is too large, which causes an excessive yawing moment (the yawing moment can be increased by 35% to the maximum extent), thus increasing the operation burden of the unit and being not beneficial to the unit to balance and adjust the course through a control plane in the transverse course.
Therefore, it is desirable to provide an automatic thrust control method and system for controlling airplane takeoff/missed approach with flexible scene adaptability and thrust selection strategy, which can be better adapted to subdivided single-launch failure scenes such as flexible takeoff, so as to at least partially eliminate the above-mentioned drawbacks of the prior art.
Disclosure of Invention
The invention aims to solve the technical problems that when the existing ATTCS system is in a single failure state, the triggering logic and the control strategy are rough, unnecessary triggering and application of automatic thrust reserve are easy to occur, flexible thrust control capability is lacked, inconvenience is brought to unit control, and meanwhile, the reliability is insufficient due to high dependence on a flight management system and a man-machine interaction interface thereof, and a novel automatic thrust control method and a novel automatic thrust control system for controlling the takeoff/re-flight of an airplane are provided.
The invention solves the technical problems through the following technical scheme:
the invention provides an automatic thrust control method for controlling the takeoff of an airplane, wherein the airplane is provided with an automatic takeoff thrust control system and at least two engines, the automatic takeoff thrust control system is configured to enable automatic thrust reserve when only one of the engines works normally so as to promote the thrust of the engine which works normally, and the automatic thrust control method is characterized by comprising the following steps:
when the airplane is in a takeoff mode, responding to a single signal for representing that only one engine works normally, judging whether the current speed of the airplane reaches a takeoff decision speed or not, and keeping the automatic takeoff thrust control system in a preset state when the judgment result is that the current speed of the airplane does not reach the takeoff decision speed; and starting the automatic thrust reserve through the automatic take-off thrust control system when the take-off decision speed is reached so as to lift the thrust of the normally working engine to the maximum take-off thrust.
According to an embodiment of the present invention, the automatic thrust control method further includes:
when the airplane is in a takeoff mode, determining that the takeoff mode is selected to be a normal takeoff mode or a flexible takeoff mode; and the number of the first and second groups,
calculating the maximum takeoff thrust from an ambient temperature associated with the normal takeoff mode upon selection of the normal takeoff mode while enabling the automatic thrust reserve via the automatic takeoff thrust control system; and under the condition that the flexible takeoff mode is selected, calculating the maximum takeoff thrust according to a flexible takeoff temperature associated with the flexible takeoff mode, wherein the flexible takeoff temperature is higher than the environment temperature.
According to an embodiment of the present invention, the automatic thrust control method further includes:
and judging whether the airplane is in a normal takeoff mode or a flexible takeoff mode according to whether the angle of the throttle lever of the airplane reaches a normal takeoff position corresponding to the normal takeoff mode and whether the angle of the throttle lever of the airplane reaches a flexible takeoff position corresponding to the flexible takeoff mode.
According to one embodiment of the invention, when the current speed of the aircraft does not reach the takeoff decision speed, a prompt signal for prompting an engine to slow down is output.
According to one embodiment of the invention, the cue signal comprises a sound signal and/or a CAS alarm signal.
According to an embodiment of the present invention, the automatic thrust control method further includes:
when the airplane is in a re-flying mode, responding to a single signal for representing that only one engine works normally, judging whether the current altitude of the airplane reaches a re-flying target altitude, and starting the automatic thrust reserve through the automatic takeoff thrust control system when the current altitude of the airplane does not reach the re-flying target altitude, so that the thrust of the engine working normally is increased to the maximum re-flying thrust, and the thrust of the engine working normally is kept when the current altitude of the airplane reaches the re-flying target altitude.
The invention also provides an automatic thrust control method for controlling the fly-back of an aircraft, wherein the aircraft is provided with an automatic take-off thrust control system and at least two engines, the automatic take-off thrust control system is configured to enable automatic thrust reserve when only one of the engines works normally so as to promote the thrust of the normally working engine, and the automatic thrust control method is characterized by comprising the following steps:
when the airplane is in a re-flying mode, responding to a single signal for representing that only one engine works normally, judging whether the current altitude of the airplane reaches a re-flying target altitude, and starting the automatic thrust reserve through the automatic takeoff thrust control system when the current altitude of the airplane does not reach the re-flying target altitude, so that the thrust of the engine working normally is increased to the maximum re-flying thrust, and the thrust of the engine working normally is maintained when the re-flying target altitude is reached.
The invention also provides an automatic thrust control system for controlling the takeoff/missed approach of an aircraft, the aircraft being equipped with at least two engines, the automatic thrust control system comprising an automatic takeoff thrust control system configured to enable automatic thrust reserve to boost the thrust of only one of the engines when it is working normally, and a full authority digital electronic control device for providing full authority for the engine control,
the full-authority digital electronic control device is configured to be capable of responding to a single signal for representing that only one engine works normally when the aircraft is in a takeoff mode, judging whether the current speed of the aircraft reaches a takeoff decision speed or not, keeping the automatic takeoff thrust control system in a preset state when the takeoff decision speed is not reached, and starting the automatic thrust reserve through the automatic takeoff thrust control system when the takeoff decision speed is reached so as to improve the thrust of the engine working normally to the maximum takeoff thrust.
According to one embodiment of the present invention, the full authority digital electronic control device is further configured to be able to confirm that an aircraft is in a normal takeoff mode or a flexible takeoff mode, and to calculate the maximum takeoff thrust in the normal takeoff mode according to an ambient temperature associated with the normal takeoff mode; and under the flexible takeoff mode, calculating the maximum takeoff thrust according to a flexible takeoff temperature associated with the flexible takeoff mode, wherein the flexible takeoff temperature is higher than the environment temperature.
According to an embodiment of the invention, the automatic thrust control system further comprises:
an engine indication and warning system configured to output a prompt signal for prompting an engine to slow down when a current speed of the aircraft does not reach the takeoff decision speed.
According to an embodiment of the present invention, the full authority digital electronic control device is further configured to determine whether the current altitude of the aircraft reaches a missed approach target altitude in response to the single signal when the aircraft is in a missed approach mode, and enable the automatic thrust reserve via the automatic takeoff thrust control system when the missed approach target altitude is not reached, so as to raise the thrust of the engine working normally to a maximum missed approach thrust, and maintain the thrust of the engine working normally when the missed approach target altitude is reached.
According to an embodiment of the invention, the automatic thrust control system further comprises:
a suppression circuit of an auto-takeoff thrust control system, the suppression circuit configured to be operable to cause the auto-takeoff thrust control system to be turned on or suppressed;
a function suppression light switch of an automatic takeoff thrust control system, the function suppression light switch configured to be capable of indicating an operating state of the automatic takeoff thrust control system and being manually operable to suppress the automatic takeoff thrust control system.
According to one embodiment of the invention, the suppression circuit is in communication connection with the full authority digital electronic control device and is configured to automatically suppress the automatic takeoff thrust control system and output an alarm prompt when the full authority digital electronic control device fails in self-detection.
On the basis of the common knowledge in the field, the above preferred conditions can be combined randomly to obtain the preferred embodiments of the invention.
The positive progress effects of the invention are as follows:
according to the automatic thrust control method and system for controlling the takeoff/missed approach of the airplane, the takeoff decision speed and the missed approach height are introduced into the trigger logic to serve as judgment references, thrust requirements under different takeoff/missed approach situations can be accurately distinguished, so that automatic thrust reserve is accurately and reliably triggered and applied, the control difficulty of takeoff/missed approach of the airplane in a single failure state is reduced, and unit control and balance are facilitated.
Drawings
Fig. 1 is a schematic flow diagram of an automatic thrust control method for controlling aircraft takeoff according to a preferred embodiment of the present invention.
Fig. 2 is an exemplary diagram of control logic involved in a thrust control strategy after an ATTCS system is triggered in an automatic thrust control method for controlling takeoff/missed approach of an aircraft according to a preferred embodiment of the present invention.
Fig. 3 is a schematic architecture diagram of an ATTCS system involved in an automatic thrust control system for controlling takeoff/missed approach of an aircraft according to a preferred embodiment of the present invention.
Detailed Description
The following detailed description of the preferred embodiments of the present invention, taken in conjunction with the accompanying drawings, is intended to be illustrative, and not restrictive, and it is intended that all such modifications and equivalents be included within the scope of the present invention.
In the following detailed description, directional terms, such as "left", "right", "upper", "lower", "front", "rear", and the like, are used with reference to the orientation as illustrated in the drawings. Components of embodiments of the present invention can be positioned in a number of different orientations and the directional terminology is used for purposes of illustration and is in no way limiting.
The automatic thrust control method and the automatic thrust control system for controlling the takeoff/missed approach of an aircraft referred to in the following detailed description are illustrated for an aircraft equipped with an automatic takeoff thrust control system and two engines, wherein the automatic takeoff thrust control system is configured to enable an automatic thrust reserve when only one of said engines is operating normally, so as to boost the thrust of said engine operating normally,
referring to fig. 1 to 3, an automatic thrust control method for controlling takeoff/missed approach of an aircraft according to a preferred embodiment of the present invention includes:
when the airplane is in a take-off mode, responding to a single signal for representing that only one engine works normally, judging whether the current speed of the airplane reaches a take-off decision speed or not, and keeping the automatic take-off thrust control system in a preset state when the judgment result is that the current speed of the airplane does not reach the take-off decision speed; and starting the automatic thrust reserve through the automatic take-off thrust control system when the take-off decision speed is reached so as to lift the thrust of the normally working engine to the maximum take-off thrust.
It should be understood that the situations described herein where the takeoff decision speed is not reached may also include situations where a valid takeoff decision speed signal is not received.
It should be understood that for a typical dual engine aircraft, referred to herein as a single engine failure signal, the single engine failure signal may be a single signal or a combination of signals.
Wherein, for the logic for judging the single failure of the engine, the following is simply given as an example:
OEI = False if the local engine N1 signal is False;
if the local engine N1 signal is active, OEI = True if the difference between the local engine N1 speed and the other engine N1 speed is greater than 15% and a short validation time has elapsed;
if the difference between the rotating speed of the local engine N1 and the rotating speed of the other engine N1 is less than 13%, and a certain confirmation time passes, OEI = False;
OEI = True if the other engine N1 signal continues to be in error.
According to some preferred embodiments of the present invention, the automatic thrust control method further comprises:
when the airplane is in a takeoff mode, determining that the takeoff mode is selected to be a normal takeoff mode or a flexible takeoff mode; and (c) a second step of,
calculating the maximum takeoff thrust from an ambient temperature associated with the normal takeoff mode upon selection of the normal takeoff mode while enabling the automatic thrust reserve via the automatic takeoff thrust control system; and under the condition that the flexible takeoff mode is selected, calculating the maximum takeoff thrust according to a flexible takeoff temperature associated with the flexible takeoff mode, wherein the flexible takeoff temperature is higher than the environment temperature.
According to some preferred embodiments of the present invention, the automatic thrust control method further comprises:
and judging whether the airplane is in a normal takeoff mode or a flexible takeoff mode according to whether the angle of the throttle lever of the airplane reaches a normal takeoff position corresponding to the normal takeoff mode and whether the angle of the throttle lever of the airplane reaches a flexible takeoff position corresponding to the flexible takeoff mode.
According to some preferred embodiments of the present invention, when the current speed of the aircraft does not reach the takeoff decision speed, a prompt signal for prompting an engine to slow down is output. Wherein it is further preferred that the cue signal comprises a sound signal and/or a CAS alarm signal.
According to some preferred embodiments of the present invention, the automatic thrust control method further comprises:
when the airplane is in a re-flying mode, responding to a single signal for representing that only one engine works normally, judging whether the current altitude of the airplane reaches a re-flying target altitude, and starting the automatic thrust reserve through the automatic takeoff thrust control system when the re-flying target altitude is not reached so as to enable the thrust and lifting force of the engine working normally to be maximum re-flying thrust and keep the thrust of the engine working normally when the re-flying target altitude is reached.
It should be understood that, in the case described herein where the missed approach target height is not reached, situations where a valid missed approach target altitude signal is not received may also be included.
Preferably, in the aircraft to which the above automatic thrust control method is applied, in addition to the ATTCS system, a suppression circuit and a suppression switch of the ATTCS system may be further provided. Wherein the suppression circuit is configured to be operable to cause the auto-takeoff thrust control system to be turned on or suppressed, and a function suppression light switch is configured to be operable to indicate an operational status of the auto-takeoff thrust control system and to be manually operable to suppress the auto-takeoff thrust control system.
On the basis of the above described preferred embodiments of the invention, specific triggering logic for the suppression, switching on, pre-setting, activation and exit of the ATTCS system as described below can be employed for a variety of scenarios for takeoff/missed approach.
When the ATTCS inhibit switch is pressed or FADEC self-test fails, ATTCS system function will be in an inhibit state. When the ATTCS system self-checking of the FADEC passes and the ATTCS suppression switch is not pressed down, the ATTCS system is in a connection state;
in the takeoff or fly-back stage, if a takeoff/fly-back mode is selected, when any throttle lever moves to a takeoff/fly-back position and ATTCS is switched on, the ATTCS system is in a pre-positioned state, namely the ATTCS system is in an equipment state, namely once the trigger condition of the ATTCS system is met, the ATTCS system is triggered.
If the flexible takeoff mode is selected, when the takeoff data is set and the Throttle Lever Angle (TLA) is greater than the flexible takeoff setting angle, the ATTCS is switched on and is preset.
The ATTCS system is triggered when a take-off and go condition is met (such as the speed at take-off reaches the take-off decision speed V1 or the altitude at go-around does not reach the go-around target altitude), the ATTCS system is in a pre-set state and an engine failure (OEI) occurs.
If the takeoff phase flag becomes false (false), the ATTCS system pre-set state will be released. In addition, in the takeoff and fly-back modes, if the ATTCS system is in an activated state, the double-engine Throttle Lever Angle (TLA) is lower than the normal takeoff position (TO/GA), and the engine speed is lower than the engine reference speed at the TO/GA position, the ATTCS preset state is released. Similarly, for the flexible takeoff mode, if the ATTCS system is activated, if the dual-engine Throttle Lever Angle (TLA) is lower than the flexible takeoff position which is initially set, the preset state of the ATTCS system is released.
According to the automatic thrust control method of the above preferred embodiment of the present invention, the control strategy in the event of engine failure as shown in fig. 2 and described below can be designed for various scenarios of takeoff/missed approach.
For the case of an aircraft in takeoff:
if the airplane speed is less than the takeoff decision speed V1 and the engine effect occurs or the bus signal of the engine interaction on the opposite side is lost, the ATTCS system keeps a preposition state, the automatic thrust reserve of the engine is not automatically triggered, but a prompt signal of 'slowing down the engine' can be triggered. The signal can indicate an alarm system for the airplane to output sound and CAS alarm to the unit to remind the unit and prevent the airplane from rushing out of the runway;
if the airplane speed is higher than the takeoff decision speed V1 or the V1 is invalid and an engine is effective or an opposite-side engine interaction bus signal is lost, the engine automatic thrust reserve is automatically triggered, and the thrust of the engine on the working side automatically rises to the maximum takeoff thrust corresponding to the flexible takeoff temperature (the maximum is not more than the normal takeoff thrust plus 10 percent). Namely, the single takeoff performance is improved;
for the case of an aircraft in a agile takeoff state:
if the airplane speed is less than the takeoff decision speed V1 and the engine effect occurs or the bus signal of the engine interaction on the opposite side is lost, the ATTCS system keeps a preposition state, the automatic thrust reserve of the engine is not automatically triggered, but a prompt signal of 'slowing down the engine' can be triggered. The signal can indicate an alarm system for the airplane to make a sound and CAS alarm for the airplane to remind the airplane set to avoid the airplane rushing out of the runway;
if the airplane speed is greater than the takeoff decision speed V1 or the V1 is invalid and an engine is valid or an opposite-side engine interaction bus signal is lost, the automatic thrust reserve of the engine is automatically triggered by the ATTCS system, and the thrust of the engine on the working side is increased to the maximum takeoff thrust corresponding to the flexible takeoff temperature (for example, the maximum is not more than the set flexible takeoff thrust + 10%).
The thrust set in this way can properly improve the single-engine takeoff performance to the level necessary for meeting the safety of airworthiness provisions, but can avoid overlarge asymmetric moment caused by overlarge thrust increase and generate adverse interference on the unit transverse course operation; at the moment, if the unit needs larger thrust, the throttle lever can be pushed to the maximum position manually, and the engine can be lifted to the maximum takeoff thrust.
For the case where the aircraft is in a missed approach state:
if the airplane height is smaller than the re-flying target height or the re-flying height is invalid and an engine is effective or a bus signal of the interaction of the opposite engine is lost, the automatic thrust reserve of the engine is automatically triggered by an ATTCS system, and the thrust of the engine on the working side is automatically raised to the maximum re-flying thrust (the maximum does not exceed the normal re-flying thrust plus 10%). Namely, the single-shot fly-back performance is improved;
if the airplane height is larger than the fly-back target height and the engine effect occurs or the bus signal of the interaction of the opposite engine is lost, the automatic thrust reserve of the engine is not automatically excited, and the thrust of the engine on the working side keeps the fly-back thrust unchanged.
Referring to fig. 1-3, an automatic thrust control system according to some preferred embodiments of the present invention includes an automatic takeoff thrust control system configured to enable an automatic thrust reserve to boost the thrust of only one of the engines when the engine is operating normally and a full authority digital electronic control (i.e., FADEC) for providing full authority of engine control.
The full-authority digital electronic control device is configured to be capable of responding to a single signal for representing that only one engine works normally when the aircraft is in a takeoff mode, judging whether the current speed of the aircraft reaches a takeoff decision speed, keeping the automatic takeoff thrust control system in a preset state when the takeoff decision speed is not reached, and starting the automatic thrust reserve through the automatic takeoff thrust control system when the takeoff decision speed is reached so as to promote the thrust of the engine working normally to the maximum takeoff thrust.
According to some preferred embodiments of the present invention, the full authority digital electronic control device is further configured to be able to confirm that an aircraft is in a normal takeoff mode or a flexible takeoff mode, and, in the normal takeoff mode, calculate the maximum takeoff thrust as a function of an ambient temperature associated with the normal takeoff mode; and under the flexible takeoff mode, calculating the maximum takeoff thrust according to a flexible takeoff temperature associated with the flexible takeoff mode, wherein the flexible takeoff temperature is higher than the environment temperature.
According to some preferred embodiments of the present invention, the automatic thrust control system further comprises:
an engine indication and warning system configured to output a prompt signal for prompting an engine to slow down when a current speed of the aircraft does not reach the takeoff decision speed.
According to some preferred embodiments of the present invention, the full authority digital electronic control device is further configured to determine whether the current altitude of the aircraft reaches a missed approach target altitude in response to the single signal when the aircraft is in a missed approach mode, and enable the automatic thrust reserve via the automatic takeoff thrust control system when the missed approach target altitude is not reached, so as to raise the thrust of the engine in normal operation to a maximum missed approach thrust, and maintain the thrust of the engine in normal operation when the missed approach target altitude is reached.
As shown in fig. 3, the automatic thrust control system may be mainly composed of an ATTCS inhibitor switch, a DCU (data concentration unit), left and right engine FADECs, a throttle control assembly, an EICAS display screen, and the like. The ATTCS suppression switch can be connected with a DCU, and the DCU is connected with FADECs of a left engine and a right engine through a bus. Wherein the ATTCS suppression switch can be configured to indicate an operating state of the automatic takeoff thrust control system and can be manually operated to suppress the automatic takeoff thrust control system.
The ATTCS system integrated by the structure can not only operate independently of a flight management system, but also have flexible scene adaptability and a thrust selection strategy.
Further preferably, the suppression circuit is in communication connection with the full authority digital electronic control device and is configured to automatically suppress the automatic takeoff thrust control system when the full authority digital electronic control device fails in self-detection.
In the system architecture as described above, the main function of the FADEC in the ATTCS system can be as a functional logic calculation unit of the ATTCS system, which is responsible for all relevant logic judgment and engine instruction calculation of the ATTCS system.
The FADEC realizes the conversion of the working states of 'on', 'pre-position', 'triggering' and 'exit' of the ATTCS system through the program logic stored in the FADEC, and completely realizes the following functions: collecting a signal from a Throttle Lever (TLA) and an N1 rotating speed signal of an opposite side engine transmitted by an opposite side FADEC interaction bus, and calculating and judging whether the opposite side engine fails or not (OEI logic); judging the takeoff/missed approach scene (such as normal takeoff, flexible takeoff, missed approach and the like) of the airplane according to the airplane signal transmitted by the airplane bus; and when the failure of the engine on the opposite side is known, generating an engine control instruction according to thrust strategies formulated according to requirements of different stages of different scenes, and realizing the function of automatically controlling the thrust of the engine on the working side.
The main function of the EICAS (i.e. engine indication and alarm system) display screen in the ATTCS system can be as a logic state indicator of the ATTCS system, which can judge a bit according to an ATTCS logic signal output by the FADEC, and design respective display marks or display methods indicating that the ATTCS system is in a suppression state, a connection state, a pre-position state, an excitation state and an exit state according to various scenes of takeoff/missed-flight.
The ATTCS inhibitor switch may then be mounted, for example, on the lower right side of the EICAS display screen of the cockpit. The inhibit switch can have two states of press-in and press-out: and when the indicating lamp is turned off in the press-out state, the corresponding suppression circuit is in an open circuit state, which represents that the function of the ATTCS system is in a normal on state. When the ATTCS system function suppression lamp is pressed, an amber indicator lamp on the switch can be lightened and displayed as a 'DEACT' character, which indicates that the ATTCS system function is suppressed or an abnormal state exists. In addition, the switch can be configured to receive the judgment result of the health state of the ATTCS system when the FADEC self-test is performed, if the ATTCS system is available, the indicator light is turned off, and if the ATTCS system fails in the function self-test, the indicator light is turned on and displayed as an amber character 'DEACT'.
Therefore, the automatic thrust control system according to the above preferred embodiment of the present invention has advantages of high reliability and flexibility in turning on or suppressing operations, compared to the ATTCS system typical in the prior art, which does not rely on a complicated flight management system (FMS/CDU) to operate as the conventional ATTCS system, and is high in reliability. Meanwhile, the ATTCS suppression switch provides another way for acquiring the ATTCS system fault warning, and the ATTCS suppression switch has the advantages of visual reading, simplicity in operation and good real-time performance.
In summary, the automatic thrust control method and system for controlling take-off/take-off of an aircraft according to the above preferred embodiments of the present invention can reliably increase thrust in time only when it is necessary to trigger an automatic thrust reserve.
The working logic of the traditional ATTCS system can trigger automatic thrust reserve immediately without stage and scene division as long as detecting that a single engine fails.
Compared with the prior art, for the takeoff scene, according to the scheme of the preferred embodiment of the invention, the takeoff decision speed V1 input by the unit is introduced into the working logic to judge whether the APR is triggered, the condition that the speed is higher than V1 when the single engine fails is triggered, and the condition that the speed is lower than V1 is not triggered, so that the condition that the thrust of the engine is still increased to the maximum takeoff thrust when the unit executes the takeoff interruption operation is avoided, the unit can more favorably slide on the ground in a deceleration manner, and the stop distance and the brake energy are prevented from being increased.
For the missed approach scenario, the solution according to the above preferred embodiment of the present invention introduces a missed approach pre-selected altitude, which can be input by the crew, in the working logic as an input for determining whether the APR is triggered. Therefore, the requirement of airworthiness on single-shot fly-back performance can be met in the altitude interval with the obstacle crossing performance requirement, unnecessary single-shot high thrust can be prevented from being triggered after the altitude higher than the fly-back program requirement, balanced control of the unit on the single-shot failure airplane is facilitated, and unnecessary high-power running and cycle counting of the engine are avoided.
In addition, according to the scheme of the preferred embodiment of the invention, a more flexible automatic single-shot thrust reserve control strategy can be realized, so that the operating load of the unit is more optimized after single-shot failure, and the economical efficiency of the engine is good.
The traditional typical ATTCS system can only use uniform and fixed maximum thrust reserve no matter normal take-off or flexible take-off, when single failure occurs in flexible take-off and a working side engine triggers the thrust reserve, the yawing moment of an airplane can be increased rapidly, and a unit is required to perform course correction by intervention with larger rudder control amount in time.
Compared with the prior art, the scheme of the preferred embodiment of the invention can ensure the best single-shot performance by using the maximum reserve thrust in the normal takeoff mode, and can meet the basic requirement of airworthiness on the single-shot performance by using the smaller flexible reserve thrust in the flexible takeoff mode, avoid the overlarge single-shot yawing moment caused by overlarge increment, and is beneficial to the control and balance of the unit.
While specific embodiments of the invention have been described above, it will be understood by those skilled in the art that these are by way of example only, and that the scope of the invention is defined by the appended claims. Various changes or modifications to these embodiments may be made by those skilled in the art without departing from the principle and spirit of this invention, and these changes and modifications are within the scope of this invention.
Claims (12)
1. An automatic thrust control method for controlling the takeoff of an aircraft, wherein the aircraft is equipped with a full authority digital electronic control device, an automatic takeoff thrust control system, at least two engines and a double throttle lever for operating the engines respectively, the automatic takeoff thrust control system is configured to enable an automatic thrust reserve when only one of the engines is normally operated to boost the thrust of the normally operated engine, characterized in that the automatic takeoff thrust control system is further configured to be able to recognize that only one of the engines is normally operated by simultaneously monitoring and comparing the difference in the rotation speed of the engine on the present side and the engine on the opposite side, the automatic takeoff thrust control system is provided with a suppression switch and is configured to have a suppression state, an on state, a pre-set state, an excitation state and an exit state, the automatic thrust control method comprises:
when the suppression switch is pressed down or the self-detection of the full-weight digital electronic control device does not pass, keeping the automatic take-off thrust control system in the suppression state, and when the suppression switch is not pressed down and the self-detection of the full-weight digital electronic control device passes, enabling the automatic take-off thrust control system to be in the on state, wherein the on state allows the automatic take-off thrust control system to be capable of being pre-positioned;
under the condition that the automatic takeoff thrust control system is in the on state, when any throttle lever moves to a takeoff position, the automatic takeoff thrust control system enters a pre-positioning state;
when the airplane is in a takeoff mode, responding to a single signal for representing that only one engine works normally, judging whether the current speed of the airplane reaches a takeoff decision speed or not, and keeping the automatic takeoff thrust control system in a preset state when the judgment result is that the current speed of the airplane does not reach the takeoff decision speed;
once the takeoff decision speed is reached, enabling the automatic thrust reserve via the automatic takeoff thrust control system to boost the thrust of the normally operating engine to a maximum takeoff thrust; and
and when the angles of the double-engine throttle levers are all lower than a normal takeoff position and the engine rotating speeds of the engines are all lower than the corresponding engine reference rotating speeds of the normal takeoff position, the pre-position state of the automatic takeoff thrust control system is released so as to avoid starting the automatic thrust reserve.
2. The automatic thrust control method according to claim 1, further comprising:
when the airplane is in a takeoff mode, determining that the takeoff mode is selected to be a normal takeoff mode or a flexible takeoff mode; and the number of the first and second groups,
calculating the maximum takeoff thrust from an ambient temperature associated with the normal takeoff mode when the normal takeoff mode is selected while the automatic thrust reserve is enabled via the automatic takeoff thrust control system; and under the condition that the flexible takeoff mode is selected, calculating the maximum takeoff thrust according to a flexible takeoff temperature associated with the flexible takeoff mode, wherein the flexible takeoff temperature is higher than the environment temperature.
3. The automatic thrust control method according to claim 2, further comprising:
and judging whether the airplane is in a normal takeoff mode or a flexible takeoff mode according to whether the angle of the throttle lever of the airplane reaches a normal takeoff position corresponding to the normal takeoff mode and whether the angle of the throttle lever of the airplane reaches a flexible takeoff position corresponding to the flexible takeoff mode.
4. The automatic thrust control method according to claim 1, wherein a prompt signal for prompting an engine to slow down is output when the current speed of the aircraft does not reach the takeoff decision speed.
5. The automatic thrust control method according to claim 4, wherein said cue signal comprises an audio signal and/or a CAS alarm signal.
6. The automatic thrust control method according to claim 1, further comprising:
when the airplane is in a re-flying mode, responding to a single signal for representing that only one engine works normally, judging whether the current altitude of the airplane reaches a re-flying target altitude, and starting the automatic thrust reserve through the automatic takeoff thrust control system when the re-flying target altitude is not reached so as to enable the thrust and lifting force of the engine working normally to be maximum re-flying thrust and keep the thrust of the engine working normally when the re-flying target altitude is reached.
7. An automatic thrust control system for controlling takeoff/missed approach of an aircraft, the aircraft being equipped with at least two engines and a double-engine throttle lever for operating the engines respectively, the automatic thrust control system comprising an automatic takeoff thrust control system and a full authority digital electronic control device, the automatic takeoff thrust control system being configured to enable an automatic thrust reserve to boost the thrust of the normally operating engines when only one of the engines is operating normally, the full authority digital electronic control device being for providing full authority for control of the engines, characterized in that the automatic thrust control system is further configured to be able to recognize that only one of the engines is operating normally by simultaneously monitoring and comparing the difference in rotational speed of the engine on the side and the engine on the opposite side, the automatic takeoff thrust control system having a suppression switch and being configured to have a suppression state, an on state, a pre-position state, an excitation state and an exit state;
the full authority digital electronic control apparatus is configured to be capable of:
maintaining the automatic takeoff thrust control system in the suppression state when the suppression switch is pressed or the self-detection of the full-authority digital electronic control device is not passed, and enabling the automatic takeoff thrust control system to be in the on state when the suppression switch is not pressed and the self-detection of the full-authority digital electronic control device is passed, wherein the on state allows the automatic takeoff thrust control system to be pre-positioned;
under the condition that the automatic take-off thrust control system is in the on state, when any throttle lever moves to a take-off position, the automatic take-off thrust control system enters a pre-positioning state;
when the airplane is in a takeoff mode, responding to a single signal for representing normal work of only one engine, judging whether the current speed of the airplane reaches a takeoff decision speed, keeping the automatic takeoff thrust control system in a preset state when the takeoff decision speed is not reached, starting the automatic thrust reserve through the automatic takeoff thrust control system once the takeoff decision speed is reached so as to promote the thrust of the engine which normally works to the maximum takeoff thrust, and when the angles of the double throttle levers are all lower than a normal takeoff position and the engine rotating speeds of the engines are all lower than the corresponding engine reference rotating speed when the normal takeoff position is reached, removing the preset state of the automatic takeoff thrust control system so as to avoid starting the automatic thrust reserve.
8. The automatic thrust control system of claim 7, wherein said full-authority digital electronic control device is further configured to be able to confirm that an aircraft is in a normal takeoff mode or a agile takeoff mode, and, in said normal takeoff mode, calculate said maximum takeoff thrust as a function of an ambient temperature associated with said normal takeoff mode; and under the flexible takeoff mode, calculating the maximum takeoff thrust according to a flexible takeoff temperature associated with the flexible takeoff mode, wherein the flexible takeoff temperature is higher than the environment temperature.
9. The automatic thrust control system of claim 7, further comprising:
an engine indication and warning system configured to output a prompt signal for prompting an engine to slow down when a current speed of the aircraft does not reach the takeoff decision speed.
10. The automatic thrust control system of claim 7, wherein the full-authority digital electronic control device is further configured to determine whether a current altitude of the aircraft reaches a missed approach target altitude in response to the single signal while the aircraft is in a missed approach mode, and to enable the automatic thrust reserve via the automatic takeoff thrust control system to boost a thrust of the normally operating engine to a maximum missed approach thrust when the missed approach target altitude is not reached, and to maintain a thrust of the normally operating engine when the missed approach target altitude is reached.
11. The automatic thrust control system of claim 7, further comprising:
a suppression circuit of an auto-takeoff thrust control system, the suppression circuit configured to be operable to cause the auto-takeoff thrust control system to be turned on or suppressed;
a function suppression light switch of an automatic takeoff thrust control system, the function suppression light switch configured to be capable of indicating an operating state of the automatic takeoff thrust control system and being manually operable to suppress the automatic takeoff thrust control system.
12. The automatic thrust control system of claim 11, wherein said suppression circuit is communicatively coupled to said full authority digital electronic control device and configured to automatically suppress said automatic takeoff thrust control system and output an alert prompt when said full authority digital electronic control device fails a self-test.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011089990.2A CN112253319B (en) | 2020-10-13 | 2020-10-13 | Automatic thrust control method and system for controlling takeoff/missed approach of airplane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011089990.2A CN112253319B (en) | 2020-10-13 | 2020-10-13 | Automatic thrust control method and system for controlling takeoff/missed approach of airplane |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112253319A CN112253319A (en) | 2021-01-22 |
| CN112253319B true CN112253319B (en) | 2023-02-03 |
Family
ID=74243135
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011089990.2A Active CN112253319B (en) | 2020-10-13 | 2020-10-13 | Automatic thrust control method and system for controlling takeoff/missed approach of airplane |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112253319B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2604183A (en) * | 2021-02-26 | 2022-08-31 | Airbus Operations Ltd | Aircraft system |
| GB2604180A (en) * | 2021-02-26 | 2022-08-31 | Airbus Operations Ltd | Aircraft system |
| CN115562359B (en) * | 2022-12-07 | 2023-08-04 | 中国航空工业集团公司西安飞机设计研究所 | Flexible temperature take-off function realization method and device |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6880784B1 (en) * | 2003-05-08 | 2005-04-19 | Supersonic Aerospace International, Llc | Automatic takeoff thrust management system |
| FR2990002B1 (en) * | 2012-04-27 | 2016-01-22 | Snecma | TURBOMACHINE COMPRISING A MONITORING SYSTEM COMPRISING A TURBOMACHINE PROTECTIVE FUNCTION ENGAGEMENT MODULE AND MONITORING METHOD |
| CN103057711B (en) * | 2012-12-04 | 2016-09-21 | 中国商用飞机有限责任公司 | For the method and apparatus controlling the additional takeoff thrust of aircraft |
| US10815000B2 (en) * | 2016-05-31 | 2020-10-27 | Embraer S.A. | Short rejected takeoff system and method |
-
2020
- 2020-10-13 CN CN202011089990.2A patent/CN112253319B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN112253319A (en) | 2021-01-22 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112253319B (en) | Automatic thrust control method and system for controlling takeoff/missed approach of airplane | |
| CN106402370B (en) | Automatic transmission throttle pedal fault handling method and system | |
| US8223039B2 (en) | Method and a device for detecting a thrust dissymmetry of an aircraft during landing | |
| CN110525415A (en) | A kind of train classification emergency braking control method, system and train | |
| CN113895451A (en) | Safety redundancy and fault diagnosis system and method based on automatic driving system | |
| CN111824173A (en) | Grading processing method and device suitable for faults of intelligent driving system | |
| CN112389640B (en) | Unmanned aerial vehicle control system that stalls | |
| CN102464108A (en) | Engine failure treating method for unmanned aerial vehicle | |
| WO2021228060A1 (en) | Method and device for protecting train operation | |
| CA2424251C (en) | Thrust control malfunction accommodation system and method | |
| CN111874256A (en) | Fault emergency processing method and device for solar unmanned aerial vehicle | |
| EP3514782A1 (en) | Methods system for real-time assessment and assistance of reduced engine taxi operations for an aircraft | |
| CN112173169A (en) | Automatic checking method for engine power of three-engine helicopter | |
| EP2133264A1 (en) | Light multipurpose aircraft provided with a control integrated system | |
| CN109733626B (en) | Amphibious aircraft cabin door alarm and indication system | |
| CN109720589B (en) | Indication and alarm system of rudder control system of large amphibious aircraft | |
| CN116224761A (en) | Flight control method, unmanned aerial vehicle, terminal equipment and medium | |
| CN115933488A (en) | Underground rail vehicle control method, device, equipment and storage medium | |
| CN211519815U (en) | Arrangement structure of main control room of nuclear power ship | |
| CN111016969B (en) | Method and device for controlling vehicle intervention type coasting | |
| CN112173134B (en) | Full-power emergency mode control method for three-power helicopter | |
| CN111846250A (en) | Method and system for controlling speed and attitude modes of an aircraft | |
| CN114183250B (en) | Unmanned aerial vehicle engine starting method | |
| Su | Check for updates Research on Development of Warning Principle and Display Analysis of Large Aircraft | |
| CN210234886U (en) | Anti-collision system debugging system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |