CN112407325B - Instruction exciter for evaluating seaworthiness conformity of civil aircraft stability control characteristic - Google Patents

Instruction exciter for evaluating seaworthiness conformity of civil aircraft stability control characteristic Download PDF

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CN112407325B
CN112407325B CN202011245270.0A CN202011245270A CN112407325B CN 112407325 B CN112407325 B CN 112407325B CN 202011245270 A CN202011245270 A CN 202011245270A CN 112407325 B CN112407325 B CN 112407325B
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aircraft
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CN112407325A (en
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张曙光
袁明涛
贺睿琛
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Beihang University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
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    • B64F5/60—Testing or inspecting aircraft components or systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
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Abstract

The invention belongs to the field of civil aircraft airworthiness conformity assessment, and particularly relates to a command exciter for civil aircraft stability control characteristic airworthiness conformity assessment, which comprises a civil aircraft stability control characteristic airworthiness assessment action set which is stored in the command exciter and is based on automatic command excitation, wherein the action set comprises 5 longitudinal action subsets, 3 transverse course action subsets and 2 other action subsets. The invention designs 5 functional modules according to the functional requirements; and then respectively carrying out control structure and automatic instruction design according to 4 control channels of a longitudinal rod, a side rod, a pedal and an accelerator of the airplane, wherein the automatic instructions are combined instructions and comprise an initial open-loop input instruction, an airplane real-time state quantity feedback control increment instruction and an airplane configuration switching instruction. The action set designed by the invention is easy to realize, is suitable for simulation and flight tests, and has high evaluation accuracy.

Description

Instruction exciter for evaluating seaworthiness conformity of civil aircraft stability control characteristic
Technical Field
The invention belongs to the field of civil aircraft seaworthiness conformity assessment, and particularly relates to an instruction exciter for evaluating the seaworthiness conformity of civil aircraft stability control characteristics.
Background
The technology based on digital simulation flight is a technology with wide application prospect, and particularly refers to that in the design stage, engineering technicians perform man-machine closed loop simulation calculation on a specific checking flight task by using a digital computer on the basis of performing mathematical modeling on aircraft flight dynamics and pilot operation, and whether the safety of aircraft flight and operation and the operation characteristic can meet the design requirements or not is inspected according to the obtained result. The conventional flight simulation method is mainly used for calculating the open-loop response of the aircraft under given input, and after a pilot control model is introduced into the digital virtual flight, the control behavior characteristics of the pilot are fully considered, so that the simulation of the closed-loop flight task specified by airworthiness standards can be completed. In addition, compared with the strict virtual flight, the digital virtual flight does not need hardware support and real driver participation, has better economy, and simultaneously relaxes the requirement of online real-time calculation, thereby allowing more precise and accurate aircraft system motion modeling, and being particularly suitable for evaluating the stability operating characteristic and the seaworthiness conformance in the aircraft design scheme. Therefore, the digital virtual flight method effectively overcomes the defects of an empirical formula and an engineering estimation method, and can more accurately, effectively, conveniently and quickly evaluate the airworthiness conformity of the civil aircraft flight performance.
However, when the airworthiness conformity assessment of the stability operating characteristic is carried out in the early stage of civil aircraft design by using digital simulation flight, the digitization and automation of the operation action command of each specific term are the most critical step, and the accurate assessment of the conformity can be ensured only by accurately designing the action command.
Disclosure of Invention
In order to solve the problems of how to realize automatic assessment on the seaworthiness of the civil aircraft stability control characteristic and how to accurately excite a control command in the process, the invention provides a command exciter for assessing the seaworthiness of the civil aircraft stability control characteristic, which comprises a civil aircraft stability control characteristic seaworthiness assessment action set which is stored in the command exciter and is based on automatic command excitation, wherein the action set comprises 5 longitudinal action subsets, 3 transverse course action subsets and 2 other action subsets, and has the characteristics of easiness in implementation, suitability for simulation and flight test, and high assessment accuracy.
In order to achieve the aim, the invention provides a command exciter for evaluating the seaworthiness of the civil aircraft stability-operating characteristic, which comprises a civil aircraft stability-operating characteristic seaworthiness consistency evaluation action set which is stored in the command exciter and is based on automatic command excitation, wherein the civil aircraft stability-operating characteristic seaworthiness consistency evaluation action set comprises a longitudinal action subset, a transverse course action subset and other action subsets;
the longitudinal motion subset comprises one or more of a CCAR25.145 longitudinal maneuver, a CCAR25.173 longitudinal static stability maneuver, a CCAR25.203 stall characteristic maneuver, a CCAR25.231 longitudinal stability and maneuverability maneuver, and a CCAR25.255 mis-trim characteristic maneuver;
the lateral maneuver subset comprises one or more of a CCAR25.147 lateral maneuver, a CCAR25.149 minimum maneuver speed maneuver, and a CCAR25.177 lateral static stability maneuver;
the other action subsets comprise one or two of CCAR25.181 dynamic stability action and CCAR 25.233 ground heading stability characteristic action;
each action in the longitudinal action subset, the lateral action subset, and the other action subsets includes one or more of the following channel instructions: a longitudinal rod channel instruction, a side rod channel instruction, a pedal channel instruction and an accelerator channel instruction; each channel instruction is a combined instruction of an initial open-loop input instruction, an airplane real-time state quantity feedback control increment instruction and an airplane configuration folding and unfolding instruction;
each action in the longitudinal action subset, the lateral action subset, and the other action subsets comprises one or more of the following functional modules: the device comprises a simulation control steering column or pedal module, an airplane configuration switching module, an airplane longitudinal attitude keeping module, an airplane transverse attitude keeping module and an airplane heading attitude keeping module; the analog control driving rod or pedal module is used for realizing control instructions with different amplification and different speeds by setting the control gain so as to simulate a driver to push and pull the driving rod or pedal slowly or quickly at a constant speed; the aircraft configuration switching module is used for representing the position states of the configuration, the throttle and the undercarriage by setting different constant values so as to realize the switching of the aircraft configuration, the throttle and the undercarriage in the flight process; the aircraft longitudinal attitude keeping module is used for keeping the aircraft longitudinal attitude by introducing the state quantity feedback control of the pitch angle speed and the track inclination angle into the longitudinal rod channel; the aircraft transverse attitude keeping module is used for keeping the aircraft transverse attitude by introducing state quantity feedback control of the roll angular velocity and the yaw angular velocity into the side rod channel; the aircraft course attitude keeping module is used for introducing yaw rate state quantity feedback control through a pedal channel to keep the aircraft course attitude.
Further, the mathematical expression of the command for simulating the operation of the driving lever or pedaling the pedal module is as follows:
F1＝k1t or Fc-Δ (1)
Wherein, F1Is the steering column force; k is a radical of1The open-loop steering column or pedal channel is gained; t is sampling time; fcThe initial value of the force of the steering column is obtained; when sampling by unit of deltaThe increment between;
the instruction mathematical expression of the airplane configuration switching module is as follows:
δTeither 0-1 or cons (2)
Wherein, deltaTIs the throttle input value, cons is the constant value of the airplane configuration;
the instruction mathematical expression of the airplane longitudinal attitude keeping module is as follows:
Figure BDA0002769778880000031
wherein, FeThe force of the vertical rod is adopted; fecThe initial rod force of the longitudinal rod is obtained; q is the pitch angular velocity of the aircraft, k2Feeding back the gain of the channel for the pitch angle speed q; t islqA lag compensation time constant of a pitch angle velocity q feedback channel; gamma is the track inclination angle of the aircraft, k3Gain of a track dip gamma feedback channel; k is a radical oflγEliminating the gain of a steady-state error link for a track inclination angle gamma feedback channel; s is a complex variable;
the instruction mathematical expression of the aircraft transverse attitude keeping module is as follows;
Figure BDA0002769778880000032
wherein, FaIs a side lever force; facInitiating a lever force for the side lever; p is the roll rate of the aircraft, k4Feeding back the gain of the channel for the roll angular velocity p; t islpA lag compensation time constant of a feedback channel of the roll angular velocity p; r is the yaw rate, k, of the aircraft5Feeding back the gain of the channel for the yaw rate r; t islrA lag compensation time constant of a yaw rate feedback channel is obtained;
the aircraft course attitude keeping module has the following instruction mathematical expression:
Figure BDA0002769778880000033
wherein, FrThe pedal force is adopted; frcIs the initial force of the foot pedal.
Further, in each action in the longitudinal action subset, a side rod channel instruction is to introduce a transverse attitude keeping function module of the airplane into the side rod channel to realize the transverse heading attitude stabilization of the airplane; the step channel instruction is that the aircraft course attitude keeping module is introduced into the step channel to realize the stability of the aircraft course attitude; the command of the longitudinal rod channel is to introduce the speed, the altitude, the pitch angle speed and the track inclination angle state quantity feedback control of the airplane into the longitudinal rod channel to achieve the target flight requirement; the throttle channel instruction is the feedback control of the speed and altitude state quantity of the airplane introduced into the throttle channel, so that the airplane can keep or meet the requirements of the speed and altitude.
Further, in each action of the lateral course action subset, a longitudinal rod channel instruction is to introduce a longitudinal attitude keeping function module of the airplane into the longitudinal rod channel to realize the stability of the longitudinal attitude in the flight process; the side rod channel instruction is that the state quantity feedback control of the roll angle, the roll angular velocity and the yaw angular velocity of the airplane is introduced into the side rod channel to achieve the target flight requirement; the step channel instruction is to introduce the state quantity feedback control of the yaw angle, the lateral offset of the airplane and the yaw angular speed in the step channel to achieve the target flight requirement.
Further, in the longitudinal operation action of the CCAR25.145, a longitudinal rod channel instruction is that flight speed feedback is introduced into the longitudinal rod channel to serve as an operation triggering criterion, namely, an open-loop signal simulation pull rod which gradually increases is given, after speed triggering warning, an increasing open-loop signal simulation push rod is reversely input, and after the upper limit of speed is touched, the longitudinal rod input is switched to introduce pitch angle speed feedback to maintain the stable attitude of the airplane; the longitudinal rod commands of each stage are as follows:
Figure BDA0002769778880000041
wherein, TqCompensating the time constant for the lag; v is the aircraft speed; vSWWarning speed for stall; vSRA reference stall speed; vFEThe maximum flap maximum lowering flying speed;
in the CCAR25.173 longitudinal static stability action, the longitudinal rod channel instruction is that when the longitudinal rod channel adopts a stable push-pull rod method, namely a push-pull rod, a stable slope is maintained firstly to increase the rod force, the speed is increased and decreased along with the stable slope, when the upper limit and the lower limit of the speed are reached, the rod force is not increased any more, the maximum rod force at the moment is maintained for a period of time, then the longitudinal rod is slowly released until the maximum rod force is zero, wherein the gain is used for controlling the speed change; the side rod channel instruction is that an airplane transverse attitude keeping module is introduced into the side rod channel to maintain the original transverse heading attitude of the airplane; the step channel instruction is that an aircraft course attitude keeping module is introduced into a step channel to maintain the original course attitude of the aircraft; the longitudinal rod instructions of each stage are as follows:
Figure BDA0002769778880000042
in the formula, VmaxUpper limit of speed, VminIs the lower speed limit;
in the CCAR25.203 stall characteristic action, a longitudinal rod command is an open-loop stably increasing signal simulation pull rod, and the pulling force is increased to trigger a stall criterion; then, the pine rod is pulled out until the requirement of pulling out is met; the longitudinal rod instructions of each stage are as follows:
Figure BDA0002769778880000051
wherein the content of the first and second substances,
Figure BDA0002769778880000052
in order to be the rate of change of the pitch angle,
Figure BDA0002769778880000053
is the rate of change of height.
Further, in the CCAR25.149 minimum operating speed action, the command of the side rod channel is that after a critical engine fails, an airplane transverse attitude keeping module is introduced into the side rod channel; the longitudinal rod channel instruction is that when a critical engine fails, the longitudinal rod channel is introduced into an airplane longitudinal attitude keeping module; when the critical engine fails, the pedal channel is immediately pedaled to make the rudder fully deflected after the critical engine stops so as to reduce the course change of the airplane after the critical engine stops as much as possible, and when the course change quantity of the airplane gradually becomes smaller, the course attitude keeping module is introduced to make the airplane finally fly along a straight line; wherein each channel instruction is as follows:
Figure BDA0002769778880000054
wherein D isthFor throttle input, DthcFor initial reference throttle input, k6Gain is manipulated for the throttle channel;
Figure BDA0002769778880000055
is the pitch angle rate of change;
Figure BDA0002769778880000056
is the rate of change of speed;
wherein, the instruction of throttle passageway is:
Figure BDA0002769778880000057
wherein, tEFCritical moment when engine suddenly comes to a stop, Dp-cFor the key engine, front throttle, Dp-ucFor the key engine, after stopping, throttle Dp-ioAnd Dp-matpRepresenting the throttle bias with the engine at park and maximum available takeoff power, respectively;
wherein, the instructions of each stage of the pedal channel are as follows:
Figure BDA0002769778880000061
wherein, tpdThe time interval from the moment of shutting down the engine to the moment when the driver perceives and starts to take operation measures; t is t1The moment when the pilot starts to reduce the rudder deflection angle in the process that the aircraft course change quantity gradually becomes smaller; fr-maxThe maximum operating force of the pedal to one side of the engine in normal operation is obtained;
in the CCAR25.177 lateral static stability action, the pedal channel instruction is to control the deflection of the rudder in the pedal channel, so that the rudder deflects from a neutral position to the maximum available deflection, wherein an open-loop stepped instruction is adopted.
Further, in the dynamic stability action of the CCAR25.181, a longitudinal rod channel instruction and a pedal channel instruction are respectively subjected to pitching operation and sideslip bidirectional pulse or square wave operation, short-period and Dutch roll oscillation modes are excited, the amplitude of the operation instruction is prevented from causing obvious nonlinear response, enough signal characteristics are provided for avoiding noise influence, and the operation frequency is close to the prediction frequency of the modes; wherein the instructions of the longitudinal rod channel and the pedal channel are as follows:
Figure BDA0002769778880000062
wherein, TL、TIRespectively a lead compensation time constant and a lag compensation time constant, F0Is an open loop constant instruction.
Further, the initial open-loop input command comprises a Step value, a Cons constant value and a Ramp signal command, and the airplane configuration retraction command comprises a flap and undercarriage retraction command.
In order to realize the automatic assessment of the airworthiness conformity of the civil aircraft stability control characteristic, the invention also provides a method for automatically assessing the airworthiness conformity by calling the action set in the instruction exciter in the closed-loop simulation process, which comprises the following steps:
s1: designing an examination task according to airworthiness clause requirements, wherein the examination task comprises airplane configuration parameters, an initial flight state, a pilot operation program and use conditions in a quantification mode;
s2: when digital virtual flight is carried out on various flight tasks of the airplane, a man-machine closed-loop simulation model is established and an action set in the instruction exciter is called;
s3: simulating various test tasks required by the clauses to obtain a real-time simulation curve of the digital virtual flight;
s4: the assessment criterion for the airworthiness requirement can assess the stability and airworthiness conformity of the airplane according to the real-time simulation curve obtained by digital virtual flight.
The invention has the beneficial effects that:
1) the establishment of the action set realizes the most critical step in the automatic airworthiness conformity evaluation flow of the civil aircraft stability operating characteristic, and provides theoretical guidance and data support for the design of an early-stage scheme of an airplane, subsequent flight simulation test, the determination of a flight test scheme and the like;
2) the invention perfects the research of civil aircraft stability airworthiness terms, including longitudinal/lateral course control, longitudinal static stability, dynamic stability, high-speed characteristic, mismatch balance and the like; the method for automatically evaluating the seaworthiness conformity of the civil aircraft stability handling characteristic by means of the action set realizes the evaluation automation and improves the evaluation efficiency of the seaworthiness conformity; the action set of the invention has the characteristics of easy realization, suitability for analog simulation and flight test, high evaluation accuracy and the like.
Drawings
FIG. 1 is a airworthiness clause related to the stability control characteristic of civil aircraft;
FIG. 2 is a schematic diagram illustrating an airworthiness conformity assessment action set of the civil aircraft stability control characteristic according to an embodiment of the present invention;
FIG. 3 is a longitudinal attitude keeping function module of an embodiment of the invention;
FIG. 4 is a transverse attitude keeping function module of an embodiment of the present invention;
FIG. 5 is a model of generation of instructions for each channel according to an embodiment of the present invention;
FIG. 6 is a block diagram of a vertical motion subset design in accordance with an embodiment of the present invention;
FIG. 7 is a block diagram of a lateral motion subset design according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a CCAR25.145 longitudinal bar command according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a CCAR25.173 longitudinal motion vertical bar command of an embodiment of the present invention;
FIG. 10 is a schematic diagram of the longitudinal motion of CCAR25.203 according to an embodiment of the present invention;
FIG. 11 is a schematic diagram of a CCAR25.203 longitudinal motion vertical bar command of an embodiment of the present invention;
FIG. 12 is a schematic diagram of a horizontal motion structure of CCAR25.149 according to an embodiment of the present invention;
FIG. 13 is a schematic diagram of a CCAR25.149 lateral motion pedal command according to an embodiment of the present invention;
FIG. 14 is a schematic diagram of a horizontal motion structure of CCAR25.177 according to an embodiment of the present invention;
FIG. 15 is a diagram of other motion instructions of CCAR25.181 according to an embodiment of the present invention;
FIG. 16 is a flowchart illustrating an automated airworthiness compliance assessment process according to an embodiment of the present invention.
Detailed Description
The invention is further described below with reference to the accompanying drawings and examples, it being understood that the examples described below are intended to facilitate the understanding of the invention, and are not intended to limit it in any way.
In this embodiment, firstly, according to the simulation operation requirements of the relevant airworthiness clauses in the partition of the CCAR25 part b (as shown in fig. 1, the total 14 airworthiness clauses related to the civil aircraft stability control characteristic), 5 kinds of function modules are designed according to the function requirements: the device comprises a simulation control steering column or pedal module, an airplane configuration switching module, an airplane longitudinal attitude keeping module, an airplane transverse attitude keeping module and an airplane heading attitude keeping module; then divide the action into 3 types according to the function difference that 4 manipulation channels of vertical pole, side lever, pedal and throttle of aircraft realized: the method comprises a longitudinal action subset, a horizontal action subset and other action subsets, wherein the instruction structure design of each manipulation channel in each action subset calls 5 designed function modules.
As shown in fig. 2, the civil aircraft maneuvering characteristic airworthiness conformance assessment action set of the embodiment comprises a longitudinal action subset, a lateral course action subset and other action subsets, wherein the longitudinal action subset comprises a CCAR25.145 longitudinal maneuvering action, a CCAR25.173 longitudinal static stability action, a CCAR25.203 stall characteristic action, a CCAR25.231 longitudinal stability and maneuverability action, and a CCAR25.255 misbalancing characteristic action; the lateral motion subset comprises CCAR25.147 lateral steering motion, CCAR25.149 minimum steering speed motion and CCAR25.177 lateral static stability motion; other motion subsets include the CCAR25.181 dynamic stability motion and the CCAR 25.233 ground heading stability feature motion.
Further, as a primary link of the action set design, the design requirements of the function modules are from research on seaworthiness clauses of the CCAR25 department, and the 5 kinds of function modules in this embodiment respectively realize the following 5 kinds of seaworthiness function requirements:
1) simulating to operate a steering column or pedal module: the device is used for simulating that a driver pushes and pulls a rod, pedals a pedal or presses a side lever at a constant speed, slowly or quickly, and the corresponding mathematical expression of the instruction is as follows:
F1＝k1t or Fc-Δ (1)
Wherein, F1Is the steering column force; k is a radical of1The open-loop steering column or pedal channel is gained; t is sampling time; fcIs the initial value of the rod force; delta is the increment of unit sampling time;
2) the aircraft configuration switching module: for realizing the switching of airplane configurations (flaps, undercarriages, spoilers and the like) in the flight process, the corresponding instruction mathematical expression is as follows:
δTeither 0-1 or cons (2)
Wherein, deltaTFor throttle input values, cons is a constant value for the aircraft configuration.
3) Aircraft longitudinal attitude keeping module: the airplane longitudinal attitude keeping device is used for taking a side lever and a pedal as main operation input, taking a longitudinal lever and an accelerator as auxiliary function input, and keeping a corresponding instruction mathematical expression as follows:
Figure BDA0002769778880000091
wherein, FeThe force of the vertical rod is adopted; fecThe initial rod force of the longitudinal rod is obtained; q is the pitch angular velocity of the aircraft, k2Feeding back the gain of the channel for the pitch angle speed q; t islqA lag compensation time constant of a pitch angle velocity q feedback channel; gamma is the track inclination angle of the aircraft, k3Gain of a track dip gamma feedback channel;
Figure BDA0002769778880000092
eliminating the gain of a steady-state error link for a track inclination angle gamma feedback channel; s is a complex variable.
4) Aircraft lateral attitude keeping module: the device is used for taking a longitudinal rod and an accelerator as main operation input, taking a side rod as auxiliary function input, and realizing the maintenance of the transverse attitude of the airplane, wherein the corresponding instruction mathematical expression is as follows;
Figure BDA0002769778880000093
wherein, FaIs a side lever force; facInitiating a lever force for the side lever; p is the roll rate of the aircraft, k4Feeding back the gain of the channel for the roll angular velocity p; t islpA lag compensation time constant of a feedback channel of the roll angular velocity p; r is the yaw rate, k, of the aircraft5Feeding back the gain of the channel for the yaw rate r; t islrThe time constant is compensated for the lag of the yaw rate r feedback path.
5) The aircraft course attitude keeping module: the device is used for taking a longitudinal rod and an accelerator as main operation input and taking a pedal as auxiliary function input to realize the maintenance of the aircraft course attitude, and the corresponding instruction mathematical expression is as follows:
Figure BDA0002769778880000094
wherein, FrThe pedal force is adopted; frcIs the initial force of the foot pedal.
In particular, the gain k can be set in the push-pull rod module1The increment delta is used for realizing instruction output with different amplification and different speeds so as to push and pull the rod at a constant speed, slowly and quickly; switching modules such as configuration, throttle and landing gear can represent each position state by setting different constant values, for example, 0 represents retraction and 1 represents extension; the longitudinal attitude keeping functional module can realize the keeping of the longitudinal attitude of the airplane by introducing the state feedback control of the pitch angle speed and the track inclination angle in the longitudinal rod channel; the transverse attitude keeping functional module can realize the keeping of the transverse attitude of the airplane by introducing the state feedback control of the rolling angular velocity and the yaw angular velocity into the side rod channel; the course attitude keeping function module can introduce the feedback control of the yaw rate r through the pedal channel to realize the keeping of the course attitude of the airplane. The structural designs of the longitudinal attitude keeping function module and the lateral attitude keeping function module are shown in fig. 3 and 4, respectively, in which Y isγOperating the track inclination model, Y, for the driverqSteering the pitch rate model for the driver, deltaeFor aircraft elevators rudder angle, YpFor the driver to manipulate the roll angular velocity model, YrSteering the yaw rate model, delta, for the driveraThe rudder deflection angle of the auxiliary wing of the airplane is shown.
Further, in the embodiment, the commands of the action set are respectively designed according to 4 control channels of a longitudinal rod, a side rod, a pedal and a throttle of the airplane. The instructions of all the control channels are combined instructions, and are specifically synthesized by an initial open-loop input (Step value, Cons constant value and Ramp signal) instruction, an airplane real-time state quantity feedback control increment instruction and an airplane configuration switching instruction (an accelerator switch, flap switching, undercarriage retraction and the like).
The instruction generation model design process of each steering channel is as follows:
in general digital virtual flight task simulation, an instruction generation model is divided into an Inner-loop (Inner-loop) and an Outer-loop (Outer-loop) two-loop control structure, the Inner-loop control tracks an attitude instruction of an aircraft and then gives a control surface manipulation quantity, as shown in fig. 5, in the figure, H is the height of the aircraft, and V is the aircraft heightPhi is the yaw angle of the aircraft, beta is the sideslip angle of the aircraft, theta is the pitch angle of the aircraft,
Figure BDA0002769778880000101
the rolling angle of the airplane is shown, and T is an accelerator; beta is acIs a reference sideslip angle, θ, of the aircraftcIs a reference pitch angle for the aircraft,
Figure BDA0002769778880000102
is a reference roll angle, T, of the aircraftcIs a reference throttle; deltarFor aircraft rudder deflection angle, deltatAnd is the output of the accelerator.
And the outer ring control generates an attitude command according to the requirements of the flight attitude, the speed and the track attitude angle of the airplane. The outer ring model does not have a general form, the specific form is different due to the control channel, the flight mission and even the personal control habit of a driver, for example, in the air section of the taking-off and landing process, an outer ring controller of the command generation model consists of 3 controllers of height, course and speed, the tracking or the keeping of the height, the course and the speed is respectively realized, and the pitching attitude, the rolling attitude and the thrust adjustment command are correspondingly generated; the inner ring controller consists of 4 controllers of roll, pitch, yaw and thrust controllers, and controls the control quantities of the ailerons, the elevator, the rudder and the accelerator channel by taking roll attitude, pitch attitude, sideslip and thrust instructions as input respectively.
The manipulation strategy and command design for the subset of vertical actions of the present embodiment is shown in FIG. 6, wherein δ0For initial command input, VcIs the reference speed of the aircraft, HcIs a reference altitude of the aircraft; y isvhFor the driver to operate the velocity altitude model, YαθγOperating an incidence angle, a pitch angle, a track inclination angle model for a driver, wherein the speed and the altitude of the aircraft can be controlled jointly through an accelerator channel and a pitch channel; for the design of a pitch angle of a pitch channel, a track inclination angle and an attack angle, the aircraft should maintain or reach a required angle as much as possible; the initial input of the rolling channel and the yaw channel is enabled to be zero, and the aircraft is maintained if necessary by introducing the feedback of the rolling angular speed and the yaw angular speedThe horizontal attitude is stable. The initial instruction input of the outer ring control structure corresponding to the longitudinal action subset structure is as follows:
Figure BDA0002769778880000111
wherein, delta0The input of the initial instruction is represented, and the input can be formed by various mathematical modules, such as mathematical modules of step values, constant values, ramp signals and the like; cons is a constant value, step is a step signal, ramp is a ramp signal; h0As the initial height, Δ H is the height change amount.
The structure of the lateral motion subset of the present embodiment is shown in fig. 7: in the figure YφFor the driver to manipulate the roll angle model, YψSteering the yaw angle model for the driver, deltar0Is the initial input of the rudder. Keeping the initial input of the throttle channel unchanged; introducing a pitch angle speed q and track inclination angle gamma feedback in a pitch channel to enable the airplane to maintain or reach a required angle as much as possible; the initial input of the rolling channel and the yaw channel is the initial pedal or side lever force and the requirements of the initial rolling angle and the yaw angle, and the feedback link leads the aircraft to reach and keep the expected required lateral course attitude by introducing the feedback of the rolling angular velocity p and the yaw angular velocity r. The initial instruction input corresponding to the transverse course motion subset is as follows:
Figure BDA0002769778880000112
wherein phi isc、ψcRespectively representing the aircraft roll angle and the aircraft yaw angle required to be maintained or achieved by the clause as outer ring input parameters; deltaT0For initial throttle input, deltaTcmdIs a throttle reference value, δa0For the initial input of the open-loop aileron, phicmdFor aircraft roll angle reference value, psicmdAircraft yaw angle reference value.
The longitudinal motion subset of the present invention is described in detail below by CCAR25.145 longitudinal maneuver, CCAR25.173 longitudinal static stability, and CCAR25.203 stall characteristic longitudinal motion design.
FIG. 8 is a schematic diagram of a CCAR25.145 longitudinal motion vertical bar command, wherein Fmax1Maximum thrust of the longitudinal bar, Fmax2Maximum tension of the longitudinal bar, Fe1Is the final steady state value of the longitudinal rod. During CCAR25.145 maneuver design, when the aircraft speed is greater than the stall warning speed VSWAnd the longitudinal operating force is less than 222N, slowly pulling the rod, otherwise slowly pushing the rod until the speed is increased to 1.6VSR(reference stall speed) or maximum flap lowering flying speed VFEAnd then slowly releasing the rod. Speed feedback is introduced into a longitudinal rod channel to serve as a trigger criterion, an open-loop signal pull rod which gradually increases is given, after speed trigger warning, an increasing open-loop signal push rod is reversely input to touch 1.6VSRAnd then, the longitudinal rod is changed into a mode of introducing pitch angle speed q feedback to maintain the stable attitude of the airplane. The longitudinal rod instructions of each stage are as follows:
Figure BDA0002769778880000121
wherein, TqThe time constant is compensated for by hysteresis, and the functions of instruction smoothing and filtering are mainly performed.
FIG. 9 is a schematic diagram of a longitudinal motion command of CCAR25.173, where t1 is the rod releasing time during the rod pulling process, and t2 is the rod releasing time during the rod pushing process. The longitudinal rod channel adopts a stable push-pull rod method, namely when a push rod is pushed, the rod force is increased by keeping a stable slope, the speed is increased, when the speed reaches the upper limit, the rod force is not increased any more, the maximum rod force at the moment is kept, and then the longitudinal rod is slowly released until the rod force returns to zero; in the same way, when the rod is pulled, the rod force is increased by keeping a stable slope, the speed is reduced, when the speed reaches the lower limit, the rod force is not increased any more, the maximum rod force at the moment is kept, and then the longitudinal rod is slowly released until the longitudinal rod returns to zero; the side rod channel introduces feedback of a rolling angular velocity p and a yaw angular velocity r, and the pedal channel introduces feedback of the yaw angular velocity r to maintain the original horizontal attitude of the airplane during longitudinal operation. From push-pull rod to trigger speed limit to gradual rod release, where the longitudinal rod command at each stage is designed as follows:
Figure BDA0002769778880000122
in order to ensure that the speed changes too fast or the response is too slow in the process of pushing and pulling the rod, the operation gain k1 of the driver is a core point designed for an instruction, and 2 is temporarily taken through tests.
FIG. 10 shows the structure of the longitudinal motion of CCAR25.203, in which Y ishFor the driver to manipulate the height model, YθThe pitch model is manipulated for the driver. The control command design logic is to start to simulate the pull rod for an open-loop signal with steadily increasing, and to increase the pulling force by 0.03N at each sampling time point, wherein the stall triggering criteria are as follows: introducing rate of change of pitch angle
Figure BDA0002769778880000131
And rate of change of height
Figure BDA0002769778880000132
Feedback when
Figure BDA0002769778880000133
When or at the time
Figure BDA0002769778880000134
Stall of-2.0 is reached; after stalling, multiplying the longitudinal rod by a proportionality coefficient of 0.996 to simulate gradual rod loosening; after stalling, the longitudinal rod is quickly loosened to 30N in the stage of changing the longitudinal rod out, then the feedback of the pitch angle speed q is introduced for automatic adjustment, the accelerator is quickly increased by 10 percent, and when the acceleration of the pitch angle is accelerated
Figure BDA0002769778880000135
Is less than 0.005 and the absolute value of the pitch steering force is less than 10N, it is determined that a change has occurred; modified rear throttle channel introduction altitude change rate
Figure BDA0002769778880000136
The feedback slowly retracts to the original trim value. From the drawbar to the triggered stall condition to the gradual release rod change, each of whichThe command excitation of the phase vertical bar is shown in FIG. 11, and the command expression is:
Figure BDA0002769778880000137
wherein, the increment delta is moderate and temporarily takes 0.03N.
The course maneuver subset of the present invention is further illustrated by the CCAR25.149 minimum maneuver speed and the CCAR25.177 course static stability maneuver design.
The horizontal motion structure of CCAR25.149 in this embodiment is shown in FIG. 12, in which Y isVThe speed model is manipulated for the driver. The action mainly considers the failure of a critical engine, the attitude and the course of the airplane are kept stable, and the minimum operating speed V in the airMCA(D) And (4) controlling the reduction of the accelerator. Therefore, time t feedback is introduced in the simulation process, and the critical engine is closed at the moment t; introducing a side rod channel into an airplane transverse attitude keeping module; a step channel is led into an airplane course attitude keeping module; the longitudinal rod channel is introduced into the airplane longitudinal attitude keeping module to maintain the attitude stability of the airplane; minimum steering velocity V in the airMCA(D) Rate of change of speed introduced into throttle passage
Figure BDA0002769778880000138
Feedback to maintain speed stability, wherein the instructions for each channel are designed as follows:
Figure BDA0002769778880000141
in the inner loop of the elevator steering channel, the outer loop represents the driver's inclination deviation (γ) according to the trackcγ) to determine the required change in pitch angle Δ θ of the aircraftc. Inclination deviation (gamma) of driver according to flight pathc- γ) to determine Δ θcIn addition, the inclination deviation (gamma) of the simulated driver according to the trackc- γ) versus Δ θcAnd (5) correcting to reduce the steady-state error behavior of gamma, and introducing an integration link. Wherein the command of the throttle channel is designed as：
Figure BDA0002769778880000142
Wherein, tEFCritical moment when engine suddenly comes to a stop, Dp-cFor the key engine, front throttle, Dp-ucFor the key engine, after stopping, throttle Dp-ioAnd Dp-matpRepresenting the throttle bias with the engine at rest and maximum available takeoff power, respectively.
The CCAR25.149 yaw action pedal command design of the embodiment is as shown in FIG. 13, in the pedal operation channel, after the driver notices the key engine stop, the driver immediately pedals the rudder to make the rudder fully biased by Frc＝Fmax，FmaxThe force is limited to the maximum for the sidestick to minimize changes in aircraft heading after key engine stops. When the course change quantity of the airplane is gradually reduced, the rudder is controlled according to the change of the yaw angular speed, so that the airplane finally flies along a straight line. The instructions of each stage of the pedal channel are designed as follows:
Figure BDA0002769778880000143
wherein, tpdThe time interval from the moment of shutting down the engine to the moment when the driver perceives and starts to take operation measures; t is t1The moment when the pilot starts to reduce the rudder deflection angle in the process that the aircraft course change quantity gradually becomes smaller; fr-maxThe maximum operating force of the pedal to one side of the engine in normal operation.
The horizontal motion of the CCAR25.177 in this embodiment is shown in FIG. 14, wherein Y isδrThe tunnel model is manipulated for the driver's foot-pedal. The control strategy and the command of the driver are the control speed of the accelerator channel, so that the initial flying speed of the accelerator channel is kept unchanged as much as possible; the pitching channel controls the track inclination angle gamma to ensure that the plane flies as flat as possible, and the command is given to get the gamma c0; the rolling channel controls the track deflection angle speed r to make the track deflection angle input into the rudderWhen the steady state value is basically unchanged, the command yaw angular speed r is equal to 0; the yaw channel controls the rudder skewness, the yaw channel needs to deflect from a neutral position to the maximum available design skewness, in order to fully reflect that the airplane can realize steady linear sideslip flight, a stepped rudder instruction is adopted, and the rudder skewness lasts for a long enough time.
Other subsets of the motion of the present invention are described below by the CCAR25.181 dynamic stability motion design.
Other actions of the CCAR25.181 in this embodiment are as shown in fig. 15, and perform pitch steering and side-slip bidirectional pulse or square wave steering, respectively, to excite short-period and dutch-roll oscillation modes, where the magnitude of the steering command is appropriate, so as not to cause significant nonlinear response, and there is enough signal characteristics to avoid noise influence, and the steering frequency ω is preferably close to the predicted frequency of the mode, the natural frequency is 2.05rad/s, and the period is preferably 2.05rad/s
Figure BDA0002769778880000151
The following can be obtained by calculation: f0About 50N. The final longitudinal bar and pedal channel commands are designed as:
Figure BDA0002769778880000152
wherein, TL、TIA lead compensation time constant and a lag compensation time constant, respectively, for smoothing the instructions, F0Is an open loop constant instruction.
Particularly, the invention further provides a method for automatically evaluating airworthiness conformity of civil aircraft stability control characteristics based on the action set, as shown in fig. 16, the method comprises the following steps:
s1: design and assessment task
The starting point of the design of the assessment tasks is the airworthiness clause requirement, and the selected assessment tasks have the maximum relevance with the airworthiness clause requirement. Assessment tasks may include aircraft configuration parameters, initial flight status, pilot handling procedures, conditions of use, and the like.
S2: designing action set and establishing man-machine closed loop simulation model
Each flight task relates to a plurality of control channels, each control channel also relates to a plurality of driver models, and the design of an automatic command action set is provided with a design method similar to an automatic driving model, such as tracking height, track angle and the like, and also relates to a stability augmentation control method. But the module is oriented to airworthiness requirements, one part of the steering action is directly from CCAR25 airworthiness clauses and consultation announcement AC requirements, the other part is from attitude keeping or maneuvering requirements of the airplane, the output signal of the airplane is fed back to the steering module, response input is triggered in real time according to the signal, and the requirements of the clauses on steering of the steering column, such as the rod force gradient and the like, are also focused. Meanwhile, a man-machine closed-loop simulation model established in the automatic airworthiness conformity evaluation process should include an airplane six-degree-of-freedom dynamic model, an airplane control system model, a ground motion model, a wind field model, an action set model and the like.
S3: clause required various test task simulation
When digital virtual flight is carried out on various flight tasks of the airplane, such as take-off, landing, taxiing, turning and the like, a man-machine closed loop simulation model is built.
S4: the assessment criterion for the airworthiness requirement can be used for assessing the stability and airworthiness conformity of the airplane according to the real-time simulation curve obtained by digital virtual flight, and if the stability and airworthiness of the airplane does not meet the assessment criterion, the airplane needs to be improved and designed.
It will be apparent to those skilled in the art that various modifications and improvements can be made to the embodiments of the present invention without departing from the inventive concept thereof, and these modifications and improvements are intended to be within the scope of the invention.

Claims (9)

1. An instruction exciter for civil aircraft stability control characteristic seaworthiness conformity assessment, comprising a civil aircraft stability control characteristic seaworthiness conformity assessment action set based on automatic instruction excitation, which is stored in the instruction exciter, and is characterized in that the action set comprises a longitudinal action subset, a transverse course action subset and other action subsets;
the longitudinal motion subset comprises one or more of a CCAR25.145 longitudinal maneuver, a CCAR25.173 longitudinal static stability maneuver, a CCAR25.203 stall characteristic maneuver, a CCAR25.231 longitudinal stability and maneuverability maneuver, and a CCAR25.255 mis-trim characteristic maneuver;
the lateral maneuver subset comprises one or more of a CCAR25.147 lateral maneuver, a CCAR25.149 minimum maneuver speed maneuver, and a CCAR25.177 lateral static stability maneuver;
the other action subsets comprise one or two of CCAR25.181 dynamic stability action and CCAR 25.233 ground heading stability characteristic action;
each action in the longitudinal action subset, the lateral action subset, and the other action subsets includes one or more of the following channel instructions: a longitudinal rod channel instruction, a side rod channel instruction, a pedal channel instruction and an accelerator channel instruction; each channel instruction is a combined instruction of an initial open-loop input instruction, an airplane real-time state quantity feedback control increment instruction and an airplane configuration folding and unfolding instruction;
each action in the longitudinal action subset, the lateral action subset, and the other action subsets comprises one or more of the following functional modules: the device comprises a simulation control steering column or pedal module, an airplane configuration switching module, an airplane longitudinal attitude keeping module, an airplane transverse attitude keeping module and an airplane heading attitude keeping module; the analog control driving rod or pedal module is used for realizing control instructions with different amplification and different speeds by setting the control gain so as to simulate a driver to push and pull the driving rod or pedal slowly or quickly at a constant speed; the aircraft configuration switching module is used for representing the position states of the configuration, the throttle and the undercarriage by setting different constant values so as to realize the switching of the aircraft configuration, the throttle and the undercarriage in the flight process; the aircraft longitudinal attitude keeping module is used for keeping the aircraft longitudinal attitude by introducing the state quantity feedback control of the pitch angle speed and the track inclination angle into the longitudinal rod channel; the aircraft transverse attitude keeping module is used for keeping the aircraft transverse attitude by introducing state quantity feedback control of the roll angular velocity and the yaw angular velocity into the side rod channel; the aircraft course attitude keeping module is used for introducing yaw rate state quantity feedback control through a pedal channel to keep the aircraft course attitude.
2. The command exciter of claim 1, wherein the command mathematical expression of the analog manipulation steering column or pedaling module is:
F1＝k1t or Fc-Δ (1)
Wherein, F1Is the steering column force; k is a radical of1The open-loop steering column or pedal channel is gained; t is sampling time; fcThe initial value of the force of the steering column is obtained; delta is the increment of unit sampling time;
the instruction mathematical expression of the airplane configuration switching module is as follows:
δTeither 0-1 or cons (2)
Wherein, deltaTIs the throttle input value, cons is the constant value of the airplane configuration;
the instruction mathematical expression of the airplane longitudinal attitude keeping module is as follows:
Figure FDA0003394405220000021
wherein, FeThe force of the vertical rod is adopted; fecThe initial rod force of the longitudinal rod is obtained; q is the pitch angular velocity of the aircraft, k2Feeding back the gain of the channel for the pitch angle speed q; t islqA lag compensation time constant of a pitch angle velocity q feedback channel; gamma is the track inclination angle of the aircraft, k3Gain of a track dip gamma feedback channel; k is a radical oflγEliminating the gain of a steady-state error link for a track inclination angle gamma feedback channel; s is a complex variable;
the instruction mathematical expression of the aircraft transverse attitude keeping module is as follows;
Figure FDA0003394405220000022
wherein, FaIs a side lever force; facInitiating a lever force for the side lever; p is the roll rate of the aircraft, k4Feeding back the gain of the channel for the roll angular velocity p; t islpA lag compensation time constant of a feedback channel of the roll angular velocity p; r is the yaw rate, k, of the aircraft5Feeding back the gain of the channel for the yaw rate r; t islrA lag compensation time constant of a yaw rate feedback channel is obtained;
the aircraft course attitude keeping module has the following instruction mathematical expression:
Figure FDA0003394405220000023
wherein, FrThe pedal force is adopted; frcIs the initial force of the foot pedal.
3. The command exciter of claim 1, wherein in each of the subset of longitudinal motions, the sidebar channel command is to introduce an aircraft lateral attitude hold function module in the sidebar channel to achieve aircraft lateral attitude stabilization; the step channel instruction is that the aircraft course attitude keeping module is introduced into the step channel to realize the stability of the aircraft course attitude; the command of the longitudinal rod channel is to introduce the speed, the altitude, the pitch angle speed and the track inclination angle state quantity feedback control of the airplane into the longitudinal rod channel to achieve the target flight requirement; the throttle channel instruction is the feedback control of the speed and altitude state quantity of the airplane introduced into the throttle channel, so that the airplane can keep or meet the requirements of the speed and altitude.
4. The command exciter of claim 1, wherein in each of the lateral-directional subset of motions, the longitudinal-beam channel command is to introduce an airplane longitudinal-attitude-keeping function module into the longitudinal-beam channel to achieve longitudinal-attitude stabilization during flight; the side rod channel instruction is that the state quantity feedback control of the roll angle, the roll angular velocity and the yaw angular velocity of the airplane is introduced into the side rod channel to achieve the target flight requirement; the step channel instruction is to introduce the state quantity feedback control of the yaw angle, the lateral offset of the airplane and the yaw angular speed in the step channel to achieve the target flight requirement.
5. Instruction initiator according to one of the claims 2-4,
in the CCAR25.145 longitudinal operation, a longitudinal rod channel instruction is that flight speed feedback is introduced into the longitudinal rod channel to serve as an operation triggering criterion, namely, an open-loop signal simulation pull rod which gradually increases is given firstly, after speed triggering warning, an increasing open-loop signal simulation push rod is reversely input, and after the upper limit of speed is touched, the longitudinal rod input is switched to the introduction of pitch angle speed feedback to maintain the stable attitude of the airplane; the longitudinal rod commands of each stage are as follows:
Figure FDA0003394405220000031
wherein, TqCompensating the time constant for the lag; v is the aircraft speed; vSWWarning speed for stall; vSRA reference stall speed; vFEThe maximum flap maximum lowering flying speed;
in the CCAR25.173 longitudinal static stability action, the longitudinal rod channel instruction is that when the longitudinal rod channel adopts a stable push-pull rod method, namely a push-pull rod, a stable slope is maintained firstly to increase the rod force, the speed is increased and decreased along with the stable slope, when the upper limit and the lower limit of the speed are reached, the rod force is not increased any more, the maximum rod force at the moment is maintained for a period of time, then the longitudinal rod is slowly released until the maximum rod force is zero, wherein the gain is used for controlling the speed change; the side rod channel instruction is that an airplane transverse attitude keeping module is introduced into the side rod channel to maintain the original transverse heading attitude of the airplane; the step channel instruction is that an aircraft course attitude keeping module is introduced into a step channel to maintain the original course attitude of the aircraft; the longitudinal rod instructions of each stage are as follows:
Figure FDA0003394405220000041
in the formula, VmaxUpper limit of speed, VminIs the lower speed limit;
in the CCAR25.203 stall characteristic action, a longitudinal rod command is an open-loop stably increasing signal simulation pull rod, and the pulling force is increased to trigger a stall criterion; then, the pine rod is pulled out until the requirement of pulling out is met; the longitudinal rod instructions of each stage are as follows:
Figure FDA0003394405220000042
wherein the content of the first and second substances,
Figure FDA0003394405220000043
in order to be the rate of change of the pitch angle,
Figure FDA0003394405220000044
is the rate of change of height.
6. Instruction initiator according to one of the claims 2-4,
in the CCAR25.149 minimum operation speed action, a side rod channel instruction is that an airplane transverse attitude keeping module is introduced into the side rod channel after a critical engine fails; the longitudinal rod channel instruction is that when a critical engine fails, the longitudinal rod channel is introduced into an airplane longitudinal attitude keeping module; when the critical engine fails, the pedal channel is immediately pedaled to make the rudder fully deflected after the key engine stops so as to reduce the course change of the airplane after the key engine stops, and when the course change quantity of the airplane gradually becomes smaller, the course attitude keeping module is introduced to make the airplane finally fly along a straight line; wherein each channel instruction is as follows:
Figure FDA0003394405220000045
wherein D isthFor throttle input, DthcFor initial reference throttle input, k6Gain is manipulated for the throttle channel;
Figure FDA0003394405220000051
is the pitch angle rate of change;
Figure FDA0003394405220000052
is the rate of change of speed;
wherein, the instruction of throttle passageway is:
Figure FDA0003394405220000053
wherein, tEFCritical moment when engine suddenly comes to a stop, Dp-cFor the key engine, front throttle, Dp-ucFor the key engine, after stopping, throttle Dp-ioAnd Dp-matpRepresenting the throttle bias with the engine at park and maximum available takeoff power, respectively;
wherein, the instructions of each stage of the pedal channel are as follows:
Figure FDA0003394405220000054
wherein, tpdThe time interval from the moment of shutting down the engine to the moment when the driver perceives and starts to take operation measures; t is t1The moment when the pilot starts to reduce the rudder deflection angle in the process that the aircraft course change quantity gradually becomes smaller; fr-maxThe maximum operating force of the pedal to one side of the engine in normal operation is obtained;
in the CCAR25.177 lateral static stability action, the pedal channel instruction is to control the deflection of the rudder in the pedal channel, so that the rudder deflects from a neutral position to the maximum available deflection, wherein an open-loop stepped instruction is adopted.
7. Instruction initiator according to one of the claims 2-4,
in the CCAR25.181 dynamic stability action, a longitudinal rod channel instruction and a pedal channel instruction are respectively subjected to pitching operation and sideslip bidirectional pulse or square wave operation, short-period and Dutch roll oscillation modes are excited, the operation instruction amplitude is prevented from causing obvious nonlinear response, enough signal characteristics are provided for avoiding noise influence, and the operation frequency is close to the prediction frequency of the modes; wherein the instructions of the longitudinal rod channel and the pedal channel are as follows:
Figure FDA0003394405220000055
wherein, TL、TIRespectively a lead compensation time constant and a lag compensation time constant, F0Is an open loop constant instruction.
8. The command initiator of any one of claims 1-7 wherein the initial open loop input commands comprise Step, Cons constant and Ramp signal commands and the aircraft configuration retraction commands comprise flap and landing gear retraction commands.
9. A method for automated airworthiness assessment using an instruction instigator according to any of claims 1 to 8, characterized in that it comprises the following steps:
s1: designing an examination task according to airworthiness clause requirements, wherein the examination task comprises airplane configuration parameters, an initial flight state, a pilot operation program and use conditions in a quantification mode;
s2: establishing a flight dynamics model of the aircraft and invoking a set of actions stored in the command exciter according to one of claims 1 to 8, while digitally virtually flying various flight missions of the aircraft;
s3: simulating various test tasks required by the clauses to obtain a real-time simulation curve of the digital virtual flight;
s4: the assessment criterion for the airworthiness requirement can assess the stability and airworthiness conformity of the airplane according to the real-time simulation curve obtained by digital virtual flight.
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