CN113460289B - Method, system and device for pitch trim feedback of aircraft - Google Patents
Method, system and device for pitch trim feedback of aircraft Download PDFInfo
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- CN113460289B CN113460289B CN202111035687.9A CN202111035687A CN113460289B CN 113460289 B CN113460289 B CN 113460289B CN 202111035687 A CN202111035687 A CN 202111035687A CN 113460289 B CN113460289 B CN 113460289B
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- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
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- B64C13/10—Initiating means actuated personally comprising warning devices
Abstract
A pitch trim feedback method and system for an aircraft is disclosed. The method comprises the following steps: acquiring a pitching trim state signal; screening one or more effective pitching balancing state signals in a preset range from the pitching balancing state signals; generating a shock instruction corresponding to the one or more effective pitch trim status signals; and generating a vibration feedback corresponding to the pitch trim state based on the vibration command. According to the method disclosed by the invention, the pitching trim state feedback can be provided for the pilot in a vibration tactile feedback mode except for the existing feedback modes such as visual feedback and auditory feedback, the loads of the pilot such as vision and auditory feedback are relieved, and the flight safety is further improved.
Description
Technical Field
The present disclosure relates generally to the field of control, and more particularly, to a method, system, and apparatus for pitch trim feedback for an aircraft.
Background
The flying quality of the aircraft is improved to a certain extent by the presence of a fly-by-wire (fly-by-wire) system, and the air control law of the fly-by-wire system can realize automatic pitch trim by taking an Nz control law as an example, and at the moment, an artificial pitch trim switch is restrained. Pitching trim generally refers to trim through a horizontal stabilizer and an elevator, and the trim modes corresponding to different flight control laws are different.
Shortly before, the wave sound 737 MAX accident startled the world. The accident preliminary survey report indicates: mcas (manual metrology evaluation system) has moved the Pitch Trim (Pitch Trim) from 4.60 units to 0.4 units in the direction of the Aircraft's head lowering twice (collectively known as AND-Aircraft Nose Down in the survey report), during which the pilot also used the main Trim flap on the pilot stick to input Trim commands in the direction of the Aircraft's head raising (collectively known as ANU-Aircraft Nose Up in the survey report), moving the Pitch Trim back to 2.3 units. Currently, when there is a conflict in the operating authority between the pilot and the computer during the flight, there is no direct feedback method to alert the pilot of the existence of such a conflict. If the pilot can find that the pilot and the computer conflict when operating the pitch trim at the same time, the pilot can choose to disconnect the automatic trim of the computer, so that accidents can be avoided.
In view of safety concerns, there is a need to improve the pilot's driving experience while attempting to improve autopilot performance. For example, when aircraft control law degradation requires manual pitch balancing, conventional pitch balancing feedback approaches (such as via steering forces and displays) have limited warning effects on the pilot. In addition, since the content that the pilot needs to manipulate is very complicated, many visual, auditory feedback, etc. are provided to the pilot.
Therefore, there is a pressing need to provide other intuitive feedback means for the pilot to provide feedback to the pilot to better ensure flight safety.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
The pilot needs to perform complicated operations in the flight process, deal with various onboard states and perform appropriate treatment to ensure the normal flight of the aircraft. The pressures encountered are particularly great when the pilot is faced with extreme conditions. In order to further improve flight safety, it is desirable to provide state feedback to the pilot in various ways, share existing feedback ways such as vision, hearing and the like, and relieve the vision and hearing load of the pilot. The present disclosure discloses a method, system, and apparatus for pitch trim feedback for an aircraft. Aspects of the present disclosure can provide vibrotactile feedback to a pilot so that the pilot learns the feedback by feel, without the pilot learning the feedback visually from an instrument display panel or audibly from other devices.
The method and the system have the advantages that the visual and auditory loads of the pilot can be shared by the aid of the self touch of the pilot, feedback and/or warning can be provided for the pilot more reasonably through multiple modes, the reaction time of the pilot is shortened, and flight safety is further improved. The present disclosure illustrates aspects of the present disclosure below with a pitch trim feedback as an example. Those skilled in the art will appreciate that while the present disclosure discloses a method for pitch trim feedback for an aircraft, a seismic feedback method according to the present disclosure may also provide seismic feedback based on other status information without departing from the scope of the present disclosure.
According to one aspect of the present disclosure, a method for pitch trim feedback for an aircraft is disclosed, the method comprising: acquiring a pitching trim state signal; screening one or more effective pitching balancing state signals in a preset range from the pitching balancing state signals; generating a shock instruction corresponding to the one or more effective pitch trim status signals; and generating a vibration feedback corresponding to the pitch trim state based on the vibration command.
In an example scenario, obtaining the pitch trim status signal further comprises: acquiring a pitching trim state signal from a flight control computer; or acquire a pitch trim status signal from one or more pitch trim status signal sources.
In an example case, the step of screening the effective pitch trim status signal within a preset range from the pitch trim status signals further comprises: judging whether the duration time of the pitching trim state signal exceeds a duration time threshold value or not; if the duration of the pitch trim status signal exceeds the duration threshold, the pitch trim status signal is an effective pitch trim status signal; if the duration of the pitch trim status signal does not exceed the duration threshold, then the pitch trim status signal is not a valid pitch trim status signal.
In an example case, the step of screening the effective pitch trim status signal within a preset range from the pitch trim status signals further comprises: determining a type of a pitch trim status signal; judging whether the pitching balancing state signal exceeds a preset threshold range corresponding to the type of the pitching balancing state signal; if the value of the pitching balancing state signal is within the range of the preset threshold value, the pitching balancing state signal is an effective pitching balancing state signal; and if the value of the pitching balancing state signal exceeds the range of the preset threshold value, the pitching balancing state signal is not an effective pitching balancing state signal.
In an example scenario, generating the shock instruction corresponding to the one or more effective pitch trim status signals further comprises: if no effective pitching balancing state signal is screened from the pitching balancing state signals, no vibration feedback is generated; or if an effective pitching balancing state signal in a preset range is screened from the pitching balancing state signals, generating a vibration instruction corresponding to the effective pitching balancing state signal; or if a plurality of effective pitch trim status signals within a preset range are screened from the pitch trim status signals, then: (a) generating a shock instruction corresponding to the effective pitch trim status signal having the highest priority among the plurality of effective pitch trim status signals; or (b) generating shock instructions corresponding to a predetermined number of the plurality of effective pitch trim status signals having a high priority; or (c) combining a predetermined number of the prioritized effective pitch trim status signals and generating a shock instruction corresponding to the combination of the predetermined number of effective pitch trim status signals.
In one example scenario, the pitch trim status signal includes: a pitch trim function feedback signal, a pitch trim fault feedback signal, or any combination thereof.
In an example scenario, the shock instruction includes a shock pattern including one or more of: vibration frequency, vibration amplitude, vibration duration, vibration rhythm, and/or vibration interval.
In accordance with another aspect of the present disclosure, a system for pitch trim feedback for an aircraft is disclosed, the system comprising: a signal acquisition module configured to acquire a pitch trim status signal; a signal screening module configured to screen out one or more valid pitch trim status signals within a preset range from the pitch trim status signals; a shock instruction generation module configured to generate a shock instruction corresponding to the one or more effective pitch trim status signals; and a vibration feedback module configured to generate vibration feedback corresponding to the pitch trim state based on the vibration instruction.
In accordance with yet another aspect of the present disclosure, a system for pitch trim feedback for an aircraft is disclosed, the system comprising: a memory; and a processor in communication with the memory, the processor configured to: acquiring a pitching trim state signal; screening one or more effective pitching balancing state signals in a preset range from the pitching balancing state signals; generating a shock instruction corresponding to the one or more effective pitch trim status signals; and generating a vibration feedback corresponding to the pitch trim state based on the vibration command.
According to yet another aspect of the disclosure, a computer-readable medium having stored thereon processor-executable code executable by a processor to: acquiring a pitching trim state signal; screening one or more effective pitching balancing state signals in a preset range from the pitching balancing state signals; generating a shock instruction corresponding to the one or more effective pitch trim status signals; and generating a vibration feedback corresponding to the pitch trim state based on the vibration command.
Aspects of the present disclosure can provide vibrotactile sensations in addition to visual feedback, auditory feedback to feedback different conditions to the pilot through the most direct tactile feedback. The method and the device can also make validity judgment on the pitching trim state signal so as to avoid the phenomena of mistaken vibration or excessive vibration feedback and the like. Aspects of the present disclosure further enable prioritization of a plurality of valid signals in the case where the plurality of valid signals are acquired, so that feedback can be performed according to priority levels, thereby enabling efficient feedback.
Additionally, in providing vibrotactile feedback for artificial pitch trim, the method for pitch trim feedback for an aircraft according to the present disclosure can alleviate the workload of a pilot to visually observe the trim state through the pilot, thereby solving the problem of hysteresis and the like of sensing the trim state through the manipulation force. The pitching trim feedback method for the aircraft can also generate different vibration instructions for different states of the horizontal tail trim to feed back, and provides tactile warnings except visual and auditory warnings, so that the most direct tactile feedback can feed back different trim states to a pilot.
This disclosure is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This disclosure is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Additional aspects, features and/or advantages of various embodiments will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the disclosure.
Drawings
So that the manner in which the above recited features of the present disclosure can be understood in detail, a more particular description of the disclosure, briefly summarized above, may be had by reference to aspects, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only certain typical aspects of this disclosure and are therefore not to be considered limiting of its scope, for the description may admit to other equally effective aspects. In the drawings:
FIG. 1 illustrates a flow diagram of a method for pitch trim feedback for an aircraft according to one embodiment of the present disclosure.
FIG. 2 shows a block diagram of a system for seismic feedback according to one embodiment of the present disclosure.
FIG. 3 shows a block diagram of a device including a system for seismic feedback according to one embodiment of the present disclosure.
Detailed Description
The detailed description set forth below in connection with the appended drawings is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein may be practiced. The detailed description includes specific details to provide a thorough understanding of various concepts. It will be apparent, however, to one skilled in the art that these concepts may be practiced without these specific details.
Based on the present teachings, one skilled in the art should appreciate that the scope of the present disclosure is intended to cover any aspect of the present disclosure, whether implemented independently or in combination with any other aspect of the present disclosure. For example, an apparatus may be implemented or a method may be practiced using any number of the aspects set forth. In addition, the scope of the present disclosure is intended to cover such an apparatus or method practiced using other structure, functionality, or structure and functionality in addition to or other than the various aspects of the present disclosure set forth.
Although specific aspects are described herein, numerous variations and permutations of these aspects fall within the scope of the present disclosure. Although some benefits and advantages of the preferred aspects are mentioned, the scope of the present disclosure is not intended to be limited to a particular benefit, use, or objective. The detailed description and drawings are merely illustrative of the disclosure rather than limiting, the scope of the disclosure being defined by the appended claims and equivalents thereof.
The pilot needs to perform complicated operations in the flight process, deal with various onboard states and perform appropriate treatment to ensure the normal flight of the aircraft. The pressures encountered are particularly great when the pilot is faced with extreme conditions. In order to further improve flight safety, it is desirable to provide state feedback to the pilot in various ways, share existing feedback ways such as vision, hearing and the like, and relieve the vision and hearing load of the pilot. The present disclosure discloses a method, system, and apparatus for pitch trim feedback for an aircraft. Aspects of the present disclosure can provide vibrotactile feedback to a pilot so that the pilot learns the feedback by feel, without the pilot learning the feedback visually from an instrument display panel or audibly from other devices.
The method and the system have the advantages that the visual and auditory loads of the pilot can be shared by the aid of the self touch of the pilot, feedback and/or warning can be provided for the pilot more reasonably through multiple modes, the reaction time of the pilot is shortened, and flight safety is further improved. The present disclosure illustrates aspects of the present disclosure below with a pitch trim feedback as an example. Those skilled in the art will appreciate that while the present disclosure discloses a method for pitch trim feedback for an aircraft, a seismic feedback method according to the present disclosure may also provide seismic feedback based on other status information without departing from the scope of the present disclosure.
Aspects of the present disclosure will be explained below with reference to the drawings.
Fig. 1 illustrates a flow diagram of a method for pitch trim feedback for an aircraft in accordance with one or more aspects of the present disclosure.
According to one aspect of the disclosure, referring to fig. 1, the method provides vibrotactile feedback to the pilot based on the pitch trim state, i.e., the current pitch trim state of the aircraft is fed back to the pilot by vibrotactile sensations, which help the pilot to quickly learn the current pitch trim state of the aircraft. The vibration feedback method is described below taking vibration feedback based on the pitch trim state as an example. The method includes steps S1-S4.
Step S1: a pitch trim status signal is acquired. For example, the pitch trim status signal may be obtained from a flight control computer. For another example, the pitch trim status signal may be obtained from other systems on the aircraft. Typically, the flight control computer and/or other system onboard the aircraft may obtain a pitch trim status signal from the signal source. Additionally or alternatively, the pitch trim status signal may be obtained directly from the signal source. The signal source may be a detection component (e.g., a sensor, etc.) for detecting a pitch trim state.
In some cases, the pitch trim status signal may include a pitch trim function feedback signal (hereinafter referred to as a function feedback signal). The functional feedback signal typically feeds back some characteristic function in the pitch trim function. For example, the functional feedback signal may include, but is not limited to: feedback signals for feeding back a particular trim value (e.g., feedback signals for feeding back a trim to a particular or critical point, such as feedback signals for feeding back a trim to a limit position, etc.), feedback signals for feeding back a trim green (e.g., feedback signals for feeding back a trim in a reasonable area). In some cases, the pitch trim status signal may also include a feedback signal that feeds back the intermittent suppression of the trim (e.g., a feedback signal that feeds back a system suppression trim function (such as 3 second suppression, 5 second suppression, etc.) caused by a single press of the trim switch for too long). In some cases, the pitch trim status signal may also include a feedback signal that feeds back the artificial trim suppression signal (e.g., a feedback signal that feeds back artificial pitch trim suppression under the Nz control law, etc.).
In some cases, the pitch trim status signal may also include a pitch trim fault signal (hereinafter trim fault signal). The trim fault signal generally feeds back to the situation where the pitch trim is faulty. For example, trim fault signals may include, but are not limited to: feedback signals of feedback balancing error touch, feedback signals of feedback balancing failure, feedback signals of feedback manual balancing and automatic balancing conflict and the like. For example, in the 737 MAX accident, the pilot controls the airplane to raise its head, while the automatic trim controls the airplane to lower its head, which is a conflict between typical manual trim and automatic trim. In some cases, the trim fault signal may also include a feedback signal that is a feedback level fin fault. For example, some of the pitch trim status signals and their corresponding priorities are listed in table 1 below. The signals listed in table 1 are merely examples, and aspects of the present disclosure may also feed back other signals.
TABLE 1 Pitch trim status Signal
Additionally or alternatively, in one embodiment, a corresponding shock instruction may also be generated based on other fault alert signals (e.g., high priority system level fault feedback) and shock feedback corresponding to the fault alert may be generated based on the shock instruction.
Step S2: and screening one or more effective pitch trim state signals within a preset range from the pitch trim state signals.
It is well known that aircraft inherently exhibit some degree of pitch and vibration during flight. Furthermore, the aircraft may experience a greater degree of pitch and vibration due to airflow, etc. Therefore, a false signal, an invalid signal, a collision signal, and the like may be included in the pitch trim state signal acquired in step S11. Therefore, it may be necessary to determine the validity of the acquired signal and screen out an effective pitch trim state signal that needs to be fed back, so as to ensure the correctness and timeliness of the vibration feedback.
In one example, the step of screening the pitch trim status signals for one or more effective pitch trim status signals within a preset range further comprises: and judging whether the duration time of the pitching trim state signal exceeds a duration time threshold value. The pitch trim status signal is a valid pitch trim status signal if the duration of the pitch trim status signal exceeds a duration threshold. If the duration of the pitch trim status signal does not exceed the duration threshold, the pitch trim status signal is not a valid pitch trim status signal. In some cases, the pitch trim status signal may be preset for all pitch trim status signals. In some cases, the pitch trim status signals may be preset separately for different types of pitch trim status signals.
For example, in some cases, the duration threshold for some types of pitch trim status signals may be 1 ms, 2ms, 1 s, etc. In some cases, the duration threshold for some types of pitch trim status signals may be 100 ms, 10 s, etc. For example, the source of acquisition may be signal 5, i.e., a manual pitch trim false touch signal, which does not last more than 50 ms. The duration of this false touch signal is detected to be too short to exceed a duration threshold (e.g., 100 ms), from which it can be determined that the manual pitch trim false touch signal is not a valid pitch trim status signal. If the duration of the pitch trim status signal does not exceed the duration threshold, i.e., the pitch trim status signal is transient, short lived, the pitch trim status signal may be due to an unexpected violent shock of the aircraft, a disturbed fluctuation of the trim signal, etc., and thus may not be fed back.
In one example, the step of screening the pitch trim status signals for one or more effective pitch trim status signals within a preset range further comprises: and determining the type of the pitching balancing state signal, and judging whether the pitching balancing state signal exceeds a preset threshold range corresponding to the type of the pitching balancing state signal. The pitch trim status signal is a valid pitch trim status signal if the value of the pitch trim status signal is within a preset threshold range. If the value of the pitch trim status signal is outside of a preset threshold range, the pitch trim status signal is not a valid pitch trim status signal. In some examples, the preset threshold range may include, but is not limited to: an amplitude preset range, a frequency preset range, a duration preset range, or a combination thereof.
Step S3: a shock instruction corresponding to the one or more effective pitch trim status signals is generated.
In the first embodiment, if one effective pitch trim state signal within a preset range is screened from the pitch trim state signals, a shake command corresponding to the one effective pitch trim state signal is generated.
In the second embodiment, if a plurality of effective pitch trim status signals within a preset range are screened out from the pitch trim status signals, a shake instruction corresponding to an effective pitch trim status signal having the highest priority among the plurality of effective pitch trim status signals is generated. In some examples, when the artificial pitch trim inhibit signal and the pitch trim fault signal are acquired simultaneously and both signals are determined to be valid pitch trim status signals, both signals need to be prioritized. In this example case, since the pitch trim failure signal has a higher priority than the artificial pitch trim suppression signal, a shock instruction corresponding to the pitch trim failure signal having a high priority will be generated.
In the third embodiment, if a plurality of effective pitch trim status signals within a preset range are screened out from the pitch trim status signals, a shock instruction corresponding to a predetermined number of effective pitch trim status signals having a high priority among the plurality of effective pitch trim status signals is generated, wherein the predetermined number may be any positive integer. In some examples, when the predetermined number is set to 2, a signal having the highest priority may be selected from the prioritized plurality of signals and a signal having a second highest priority may be further selected, and a shock instruction corresponding to the first high priority signal may be generated and a shock instruction corresponding to the second high priority signal may be generated. For example, when the signal 1-critical trim value, the signal 3-butt trim intermittent suppression, and the signal 7-trim rate abnormality are simultaneously acquired and it is determined that these three signals are all valid pitch trim state signals, since the priority of the signal 7 is higher than that of the signal 1 and the priority of the signal 1 is higher than that of the signal 3, the signal 7 and the signal 3 can be selected from these three signals, and a shock instruction corresponding to the signal 7 is generated and a shock instruction corresponding to the signal 3 is generated.
In the fourth embodiment, if a plurality of effective pitch trim status signals within a preset range are screened out from the pitch trim status signals, the first predetermined number of effective pitch trim status signals of the prioritized plurality of effective pitch trim status signals are combined and a shake instruction corresponding to the combination of the predetermined number of effective pitch trim status signals is generated. In some examples, a predetermined number of signals having high priorities may be sequentially selected from the prioritized plurality of signals for combination, and a shock instruction corresponding to the combination of the predetermined number of signals may be generated based on a shock instruction generation rule, where the predetermined number may be any positive integer. For example, when the signal 1-critical trim value, the signal 3-butt trim intermittent suppression, and the signal 7-trim rate abnormality are simultaneously acquired and it is determined that all of the three signals are valid pitch trim state signals, since the priority of the signal 7 is higher than that of the signal 1 and the priority of the signal 1 is higher than that of the signal 3, when the predetermined number is 2, the first 2 signals are selected from the three signals to be combined, that is, the signal 7+ the signal 3, and a shock instruction corresponding to the combination of the signals 7 and 3 is generated.
Generally, the trim fault type signal has a higher priority than the normal cue type signal, e.g., signal 7-trim rate exception has a higher priority than signal 3-tailed trim intermittent suppression. Signals of the same type are sorted according to a certain priority, the signal with larger influence on the airplane has higher priority, and the specific priority order is shown in table 1.
Additionally or alternatively, shock instructions corresponding to the signals may be first generated and then prioritized before the signals are selected.
In a further embodiment, it may additionally be determined whether the acquired signal is the same as the last acquired signal. If the acquired signal has been given the vibration feedback in the last vibration feedback, when it is detected that the signal given the vibration feedback is given this time, the priority ranking may be performed this time, that is, the signal given the vibration feedback is shifted backward. For example, in the case where the signal 1, the signal 3, and the signal 7 are detected as described above, a shock instruction corresponding to the combination of the signal 7+ the signal 3 has been generated. In this case, when the signal is detected next time, if the signal 7 or the signal 3 is detected, the priority of the signal 7 or the signal 3 may be shifted backward.
The shock instruction may include a shock mode. For example, the vibration pattern may include one or more of: vibration frequency, vibration amplitude, vibration duration, vibration rhythm, vibration interval, etc. Notably, the vibration amplitude may be designed to take into account the aircraft's own vibrations. In some cases, vibratory feedback may be provided to the trim button. Additionally or alternatively, the vibration feedback may also be provided to the pilot, for example, any part of the pilot's body. For example, vibration feedback may be provided to the pilot via the pilot seat. As another example, the vibration feedback may be provided to the pilot via the handle of the pilot's seat. The correspondence between the generated shock command and the signal can be seen in table 2, for example.
TABLE 2 examples of vibration modes corresponding to signals
In the fifth embodiment, if no valid pitch trim status signal is screened from the pitch trim status signals, no vibration feedback is generated.
In step S4, a vibration feedback corresponding to the pitch trim state is generated based on the vibration instruction.
In some embodiments, when a plurality of shock feedbacks are generated based on a plurality of shock instructions, one or more of the generated shock instructions may be issued in order of priority, as the case may be. For example, the number of shock instructions to be issued may be determined as desired.
Additionally, the same shock command may be issued for 2 seconds and then stopped or intermittently issued. For another example, the different vibration commands are continuously sent for 3 seconds and then are stopped or intermittently sent. Therefore, the normal pitching balancing operation of the pilot can be prevented from being influenced by vibration feedback, and instruction monitoring is provided for the system so as to improve the safety margin of the system.
Through the mode, the vibration instruction needing to be generated can be accurately determined, misjudgment on the vibration signal or generation of vibration and vibration leakage is avoided, and differential vibration feedback instructions can be generated for different vibration signals. In addition, different vibration instructions can correspond to different vibration feedback effects. For example, shock instruction 1 may be a shock of 0.5 seconds duration in one pass, while shock instruction 2 may be a shock of 0.2 seconds duration in two consecutive passes, separated by 0.1 seconds. The vibration feedback can be continuous vibration or pulse vibration, and can also be vibration signal types such as different vibration intensities. In addition, whether the sending time of the vibration instruction is too long or whether the sending of the vibration instruction is wrong can be judged. If the vibration emitting time course is determined or the vibration command is emitted wrongly, the vibration command can be cut off or changed.
Aspects of the present disclosure can provide vibrotactile sensations in addition to visual feedback, auditory feedback to feedback different conditions to the pilot through the most direct tactile feedback. The method and the device can also make validity judgment on the pitching trim state signal so as to avoid the phenomena of mistaken vibration or excessive vibration feedback and the like. Aspects of the present disclosure further enable prioritization of a plurality of valid signals in the case where the plurality of valid signals are acquired, so that feedback can be performed according to priority levels, thereby enabling efficient feedback.
Fig. 2 shows a block diagram of a system 200 for seismic feedback according to one embodiment of the present disclosure. Referring to fig. 2, a system 200 includes: a signal acquisition module 210 for acquiring a pitch trim status signal; a signal screening module 220 for screening one or more effective pitch trim status signals within a preset range from the pitch trim status signals; a shock instruction generation module 230 for generating a shock instruction corresponding to one or more effective pitch trim status signals; a vibration feedback module 240 for generating a vibration feedback corresponding to the pitch trim state based on the vibration command. Further, the system 200 may optionally include a storage module 250 for storing preset correspondences between different signals and/or different combinations of signals and different shock instructions, shock trigger logic, feedback durations, and the like.
Fig. 3 shows a block diagram of a device 300 including a system for seismic feedback according to one embodiment of the present disclosure. Referring to fig. 3, device 300 may include a processor 301, a communication component 302, a shock instruction generation component 303, a shock feedback component 304, a memory 305, a sensor 306, and an I/O interface 307. The device illustrates a general hardware environment in which the present disclosure may be applied in accordance with exemplary embodiments of the present disclosure. The above-described method may be implemented in whole or at least in part by the device 300 or a similar device or system.
The apparatus 300 may be a trim control box, trim control buttons, a computer and control components, etc.
The processor 301 generally controls the overall operation of the device 300, such as, but not limited to, signal resolution, logic determination, information recording, and the like. Processor 301 may include one or more processors to execute instructions to perform all or a portion of the steps of the above-described method. Further, processor 301 may include one or more components to better perform processing functions or to facilitate communications with other components. The processor 301 may be any type of processor and may include, but is not limited to, a general purpose processor and/or a special purpose processor (e.g., a special purpose processing chip), an intelligent hardware device (e.g., a general purpose processor, a DSP, a CPU, a microcontroller, an ASIC, an FPGA, a programmable logic device, discrete gate or transistor logic components, discrete hardware components, or any combination thereof). In some cases, the processor 301 may be configured to operate the memory array using a memory controller. In other cases, the memory controller may be integrated into the processor 301. The processor 301 may be configured to execute computer readable instructions stored in the memory to perform various functions described herein.
The communication component 302 can be used for communication between the apparatus 300 and other devices or systems including, but not limited to, actuation devices, control devices, recording devices, information systems, and alarm systems.
Shock instruction generation component 303 may be operative to generate a shock instruction corresponding to one or more effective pitch trim status signals.
The seismic feedback component 304 may be configured to generate a seismic feedback corresponding to the pitch trim state based on the seismic command to provide the seismic feedback to the pilot.
The sensors 306 may include one or more sensors for detecting a pitch trim state.
The I/O interface component 307 may provide an interface between the processor 301 and peripheral modules, which may be physical buttons or virtual buttons.
It will be apparent to those skilled in the art from the foregoing description that the present disclosure may be implemented in software having necessary hardware or in hardware, firmware, etc. Based on such understanding, embodiments of the present disclosure may be partially implemented in software. The computer software may be stored in a readable storage medium such as a floppy disk, a hard disk, an optical disk, or a flash memory of the computer. The computer software includes a series of instructions to cause a computer (e.g., a personal computer, a service station, or a network terminal) to perform a method or a portion thereof according to various embodiments of the present disclosure.
The word "exemplary" is used herein to mean "serving as an example, embodiment, or illustration. Any aspect described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other aspects.
The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein, but is to be accorded the full scope consistent with the language claims, wherein reference to an element in the singular is not intended to mean "one and only one" unless specifically so stated, but rather "one or more. The term "some" means one or more unless specifically stated otherwise. All structural and functional equivalents to the elements of the various aspects described throughout this disclosure that are known or later come to be known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the claims.
Claims (9)
1. A method for pitch trim feedback for an aircraft, comprising:
acquiring a pitch trim status signal, wherein the pitch trim status signal comprises: a feedback signal for feeding back a specific balancing value, a feedback signal for feeding back a balancing green band, a feedback signal for feeding back a balancing intermittent suppression signal and a feedback signal for feeding back an artificial balancing suppression signal, and a feedback signal for feeding back a balancing false touch, a feedback signal for feeding back a balancing failure and a feedback signal for feeding back a conflict between artificial balancing and automatic balancing;
screening one or more pitching balancing state signals in a preset range from the pitching balancing state signals;
generating a shock instruction corresponding to the screened one or more pitch trim status signals, wherein generating the shock instruction corresponding to the screened one or more pitch trim status signals comprises: if a plurality of pitching balancing state signals within a preset range are screened out from the pitching balancing state signals, combining the front preset number of screened pitching balancing state signals in the screened plurality of pitching balancing state signals after priority sorting and generating vibration instructions corresponding to the combination of the preset number of screened pitching balancing state signals; and
generating a shake feedback corresponding to a pitch trim state based on the shake command, wherein the shake feedback is provided to a trim button.
2. The method of claim 1, wherein acquiring the pitch trim status signal further comprises:
acquiring the pitching trim state signal from a flight control computer; or
The pitch trim status signals are obtained from one or more pitch trim status signal sources.
3. The method of claim 1, wherein screening the pitch trim status signals for a predetermined range further comprises:
judging whether the duration time of the pitching trim state signal exceeds a duration time threshold value;
if the duration time of the pitching balancing state signal exceeds the duration time threshold value, the pitching balancing state signal is the screened pitching balancing state signal;
and if the duration time of the pitching balancing state signal does not exceed the duration time threshold value, the pitching balancing state signal is not the screened pitching balancing state signal.
4. The method of claim 1, wherein screening the pitch trim status signals for a predetermined range further comprises:
determining a type of the pitch trim status signal; and
judging whether the pitching balancing state signal exceeds a preset threshold range corresponding to the type of the pitching balancing state signal;
if the value of the pitching balancing state signal is within the preset threshold range, the pitching balancing state signal is the screened pitching balancing state signal;
and if the value of the pitching balancing state signal exceeds the preset threshold range, the pitching balancing state signal is not the screened pitching balancing state signal.
5. The method of claim 1, wherein generating a shock instruction corresponding to the one or more pitch trim status signals further comprises:
if the pitch trim status signal is not screened out from the pitch trim status signals, no vibration feedback is generated; or
If one pitching balancing state signal in a preset range is screened out from the pitching balancing state signals, generating a vibration instruction corresponding to the screened out pitching balancing state signal; or
If a plurality of pitch trim status signals within a preset range are screened from the pitch trim status signals, then:
generating a vibration instruction corresponding to the pitch trim state signal with the highest priority in the screened plurality of pitch trim state signals; or
Generating a shake instruction corresponding to a predetermined number of pitch trim state signals having a high priority among the screened plurality of pitch trim state signals.
6. The method of claim 1, wherein the shock instruction comprises a shock pattern comprising one or more of: vibration frequency, vibration amplitude, vibration duration, vibration rhythm, and/or vibration interval.
7. A system for pitch trim feedback for an aircraft, comprising:
a signal acquisition module configured to acquire a pitch trim status signal, wherein the pitch trim status signal comprises: a feedback signal for feeding back a specific balancing value, a feedback signal for feeding back a balancing green band, a feedback signal for feeding back a balancing intermittent suppression signal and a feedback signal for feeding back an artificial balancing suppression signal, and a feedback signal for feeding back a balancing false touch, a feedback signal for feeding back a balancing failure and a feedback signal for feeding back a conflict between artificial balancing and automatic balancing;
a signal screening module configured to screen out one or more pitch trim status signals within a preset range from the pitch trim status signals;
a vibration instruction generation module configured to generate a vibration instruction corresponding to the one or more pitch trim status signals, wherein generating a vibration instruction corresponding to the screened one or more pitch trim status signals comprises: if a plurality of pitching balancing state signals within a preset range are screened out from the pitching balancing state signals, combining the front preset number of screened pitching balancing state signals in the screened plurality of pitching balancing state signals after priority sorting and generating vibration instructions corresponding to the combination of the preset number of screened pitching balancing state signals; and
a seismic feedback module configured to generate a seismic feedback corresponding to a pitch trim state based on the seismic command, wherein the seismic feedback is provided to a trim button.
8. A system for pitch trim feedback for an aircraft, comprising:
a memory; and
a processor in communication with the memory, the processor configured to perform the method of any of claims 1-6.
9. A computer readable medium having stored thereon processor executable code executable by a processor to perform the method of any one of claims 1-6.
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