CN113602507B - Automatic reverse control system and method - Google Patents
Automatic reverse control system and method Download PDFInfo
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- CN113602507B CN113602507B CN202110987155.9A CN202110987155A CN113602507B CN 113602507 B CN113602507 B CN 113602507B CN 202110987155 A CN202110987155 A CN 202110987155A CN 113602507 B CN113602507 B CN 113602507B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control; Arrangement thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control; Arrangement thereof
- B64D31/02—Initiating means
- B64D31/06—Initiating means actuated automatically
Abstract
An automatic back-stepping control system and method are disclosed. The system includes an electronic controller; a throttle station coupled to the electronic controller; an engine interface control unit coupled to the throttle stand and the electronic controller; a thrust reverser drive coupled to the electronic controller and the engine interface control unit, wherein: the electronic controller determines whether the aircraft state is a ground state according to the aircraft state signal and enables the accelerator stage to drive the reverse push rod in response to determining that the aircraft state is the ground state; the engine interface control unit is used for unlocking the first reverse thrust wire-proof lock in response to the reverse thrust rod being driven and the aircraft state being a ground state; the electronic controller, upon receiving the indication, issues a deployment command to the thrust reverser drive to cause the thrust reverser drive to deploy the thrust reverser cowl. The automatic backstepping control system can automatically control the backstepping cover to be unfolded and folded according to the state of the aircraft, and does not need a pilot to judge and operate.
Description
Technical Field
The invention relates to the field of aerospace, in particular to an automatic reverse thrust control system and method.
Background
The deployment and retraction of existing thrust reversers requires the pilot to manually control the joystick to effect such deployment and retraction. The pilot needs to complete various operations on the aircraft during landing to ensure the safe landing of the aircraft. In actual operation, after the aircraft lands, a pilot manually controls and operates the backstepping rod to unfold the backstepping cover to move, and the process comprises reaction and operation time of the pilot, so that the deceleration effect of backstepping in a high-speed stage is weakened, and the abrasion of a brake pad is increased. In addition, the pilot needs to judge when to stow the thrust reverser. That is, the control stick is manually controlled to retract the thrust reverser before the aircraft decelerates to the threshold speed, otherwise airflow suck-back occurs. During manual operation, the pilot has to perform excessive operations, and the thrust reverser may be overused when retracted, which affects the life of the engine.
Especially when landing in severe weather conditions (e.g., high side winds and wet-slippery runways), the pilot is first subjected to corrective and braking control, which further burdens the pilot by having the pilot manually manipulate the thrust reverser to control the thrust reverser (e.g., the thrust reverser).
In addition, pilots may encounter problems with aircraft bouncing when manipulating the anti-stick. When the aircraft bounces (namely, the main wheel bounces), the wheel-mounted signals are abnormal, and the operation of the reverse push rod can cause the engine to indicate an alarm system to alarm and cause the reverse push to fail to be unfolded (the main wheel-mounted signals are selected from a plurality of defense lines), so that the reliability of the system is influenced.
Therefore, efficient and convenient reverse thrust control systems and methods are urgently needed.
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.
To address some of the existing problems, the present disclosure proposes an automatic back-thrust control system and method. The automatic backstepping control system can automatically control the backstepping cover to be unfolded and folded according to the state of the aircraft, does not need a pilot to judge and operate, and reduces the burden of the pilot. The automatic reverse-thrust control system can automatically unfold the reverse-thrust cover according to the state of the aircraft, thereby reducing the reverse-thrust unfolding time and improving the deceleration effect of the reverse thrust in a high-speed stage. The automatic reverse-thrust control system can also determine the time for retracting the reverse-thrust cover according to the current speed of the aircraft and automatically retract the reverse-thrust cover at the time, so that the reverse suction of airflow is prevented, the normal operation of the engine is ensured, and the service life of the engine is prolonged. In addition, the automatic reverse control system also has the advantages of simple structure, easy realization, high reliability and the like.
One aspect of the present disclosure provides an automatic thrust reversal control system. The system may include: an electronic controller; a throttle station coupled to the electronic controller; an engine interface control unit coupled to the throttle stand and the electronic controller; a thrust reverser drive coupled to the electronic controller and the engine interface control unit, wherein: the electronic controller determines whether the aircraft state is a ground state according to the aircraft state signal and sends a driving signal to the throttle platform to enable the throttle platform to drive the reverse push rod in response to determining that the aircraft state is the ground state; the engine interface control unit is responsive to the thrust reverser being actuated and the aircraft state being the ground state to unlock a first thrust reverser check lock associated with the thrust reverser cover and to send an indication to the electronic controller that the first thrust reverser check lock is unlocked; the electronic controller, upon receiving the indication, issues a deployment command to the thrust reverser drive to cause the thrust reverser drive to deploy the thrust reverser cowl.
In an example, the system may further comprise: an automatic reverse-thrust pre-position switch, wherein the automatic reverse-thrust control system operates in an automatic reverse-thrust mode when the automatic reverse-thrust pre-position switch is set to an on-gear, and operates in a manual reverse-thrust mode when the automatic reverse-thrust pre-position switch is set to an off-gear.
In one example, the thrust reverser drive may further include: a position sensor for sensing a position of the thrust reverser cover, wherein the thrust reverser drive is configured to feed back the position of the thrust reverser cover acquired by the position sensor to the electronic controller.
In one example, the engine interface control unit may be coupled to the electronic controller by an avionics network via a bus.
In one example, the electronic controller may acquire an aircraft status signal from an avionics network via a bus, wherein the aircraft status signal includes one or more of: a wheel load signal, a wheel speed signal, and/or a radio altitude signal.
In one example, the electronic controller may be configured to: judging whether the wheel load signal represents the ground state or not; judging whether the wheel speed signal represents the ground state or not; and/or determining whether the radio altitude signal is indicative of a ground condition.
In an example, the engine interface control unit may be configured to unlock the first line of defense further based on one or more of: the engine interface control unit is self-checked normally; the engine interface control unit determines that the back-stepping is not inhibited; and/or the engine interface control unit determines that the thrust reverser is not open.
In an example, after receiving an indication that the first thrust reverser line lock has been unlocked, the electronic controller may be further configured to unlock other thrust reverser line locks based on one or more of: the electronic controller self-checks that the vehicle is in a normal state, the thrust reverser is actuated, the vehicle is in a ground state, thrust reversals are not inhibited, and/or the thrust reversals are not opened.
In one example, the electronic controller may be configured to stow the thrust reverser cowl before the airflow is drawn back by the engines of the aircraft.
In an example, the electronic controller may be further configured to determine the thrust reverser stow timing based on: current speed, automatic deceleration rate, anti-suckback speed threshold, and/or time required to take up the thrust reverser.
In an example, the electronic controller may be further configured to: once the aircraft is determined to be at the time of retraction of the thrust reverser, a drive signal is sent to the throttle station to enable the throttle station to retract the thrust reverser and a retraction command is sent to the thrust reverser to enable the thrust reverser to retract the thrust reverser.
In an example, the electronic controller may be further configured to:
in response to receiving an override command electrical signal from the throttle station, reverse thrust control is performed based on the override command electrical signal.
Another aspect of the present disclosure provides an automatic back-stepping control method. The method can comprise the following steps: the electronic controller determines from the aircraft state signal whether the aircraft state is a ground state and, in response to determining that the aircraft state is a ground state, sends a drive signal to the throttle station to cause the throttle station to drive the counter-pushrod; the engine interface control unit is responsive to the thrust reverser being actuated and the aircraft state being the ground state to unlock a first thrust reverser check lock associated with the thrust reverser cover and to send an indication to the electronic controller that the first thrust reverser check lock is unlocked; and the electronic controller sends a deployment instruction to the reverse-thrust driving device after receiving the instruction so as to enable the reverse-thrust driving device to deploy the reverse-thrust cover.
In an example, the method may further comprise: setting the automatic reverse-thrust pre-position switch at an on-gear to operate in an automatic reverse-thrust mode; or an automatic thrust reverser preset switch is set to an off gear to operate in a manual thrust reverser mode.
In an example, the method may further comprise: the backstepping driving device feeds back the position of the backstepping cover acquired by the position sensor to the electronic controller, wherein the position sensor is used for sensing the position of the backstepping cover.
In one example, the engine interface control unit may communicate with the electronic controller over an avionics network via a bus.
In one example, the electronic controller may acquire an aircraft status signal from an avionics network via a bus, wherein the aircraft status signal includes one or more of: a wheel load signal, a wheel speed signal, and/or a radio altitude signal.
In an example, the method may further comprise: judging whether the wheel load signal represents the ground state or not; judging whether the wheel speed signal represents the ground state or not; and/or determining whether the radio altitude signal is indicative of a ground condition.
In an example, the engine interface control unit may further unlock the first line of defense based on one or more of: the engine interface control unit is self-checked normally; the engine interface control unit determines that the back-stepping is not inhibited; and/or the engine interface control unit determines that the thrust reverser is not open.
In an example, after receiving the indication that the first thrust line defense lock has been unlocked, the electronic controller may further unlock the other feedback line defense locks based on one or more of: the electronic controller self-checks that the vehicle is in a normal state, the thrust reverser is actuated, the vehicle is in a ground state, thrust reversals are not inhibited, and/or the thrust reversals are not opened.
In an example, the method may further comprise: the electronic controller retracts the thrust reverser cowl before the engine of the aircraft is back-aspirated.
In an example, the method may further comprise: the electronic controller determines the thrust reverser stow timing based on the aircraft: current speed, automatic deceleration rate, anti-suckback speed threshold, and/or time required to take up the thrust reverser.
In an example, the method may further comprise: once it is determined that the aircraft is at the thrust reverser retraction time, the electronic controller sends a drive signal to the throttle station to cause the throttle station to retract the thrust reverser and sends a retraction command to the thrust reverser to cause the thrust reverser to retract the thrust reverser.
In an example, the method may further comprise: in response to receiving the override command electrical signal from the throttle station, the electronic controller performs a reverse control based on the override command electrical signal.
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 an example architecture diagram of an automatic thrust reversal control system according to an embodiment of this disclosure.
FIG. 2 shows a logic diagram illustrating a pushback line-defended lock according to an embodiment of the present disclosure.
FIG. 3 illustrates a flow diagram for deploying a thrust reverser cover, according to an embodiment of the disclosure.
FIG. 4 illustrates a flow diagram for stowing a thrust reverser cover according to an embodiment of the 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. Moreover, the scope of the present disclosure is intended to cover such an apparatus or method as 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.
To address some of the existing problems, the present disclosure proposes an automatic back-thrust control system and method. The automatic backstepping control system can automatically control the backstepping cover to be unfolded and folded according to the state of the aircraft, does not need a pilot to judge and operate, and reduces the burden of the pilot. The automatic reverse-thrust control system can automatically unfold the reverse-thrust cover according to the state of the aircraft, thereby reducing the reverse-thrust unfolding time and improving the deceleration effect of the reverse thrust in a high-speed stage. The automatic reverse-thrust control system can also determine the time for retracting the reverse-thrust cover according to the current speed of the aircraft and automatically retract the reverse-thrust cover at the time, so that the air flow is prevented from being reversely sucked, the normal operation of the engine is ensured, and the service life of the engine is prolonged. In addition, the automatic reverse control system also has the advantages of simple structure, easy realization, high reliability and the like. The present disclosure is further described with reference to the following specific examples and accompanying drawings, which should not be construed as limiting the scope of the disclosure.
An example architecture diagram of an automatic thrust reversal control system 100 according to an embodiment of the present disclosure is shown in fig. 1. As shown in fig. 1, the automatic thrust-back Control system 100 may include an electronic controller 101, a Throttle stand (TCQ) 102, an Engine Interface Control Unit (EICU) 103, and a thrust-back driving device 104. The electronic Controller 101 may be, for example, a Full Authority Digital Electronic Controller (FADEC). The throttle station 102 may be coupled to the electronic controller 101. In one example, a reverse pushrod may be provided on throttle pad 102. The engine interface control unit 103 is coupled to the electronic controller 101 through an avionics network via a bus. In one example, the engine interface control unit 103 is coupled to an avionics network via a bus, and the electronic controller 101 is coupled to the avionics network via a bus.
The thrust reverser 104 may be coupled to the electronic controller 101 and to the engine interface control unit 103. In one example, the reverse driving apparatus 104 may include a reverse control Unit (TRCU) 105. In one example, the back-thrust control unit 105 may stand alone. In this example, a thrust reverser control unit 105 may be coupled to the electronic controller 101 to communicate with the electronic controller 101. The thrust reverser control unit 105 may also be coupled to the thrust reverser drive 104 and control the operation of other components of the thrust reverser drive 104 in addition to the operation of the thrust reverser drive 104. In other examples, the thrust reversal control unit 105 may be integrated into the electronic controller 101. In this example, the reaction control unit 105 in the electronic controller 101 may control the operations of other components in the reaction drive device 104 than the reaction drive device 104.
The thrust reverser 104 may also include a drive (e.g., a power drive) and an actuating mechanism (not shown in fig. 1) that is moved by the power drive. The thrust reverser drive 104 may be coupled to the thrust reverser cowl. A position sensor may be mounted on the thrust reverser cover for sensing the position of the thrust reverser cover. In one example, the position sensor may be coupled to the thrust reverser drive 104 (e.g., the thrust reverser control unit 105 therein), the thrust reverser control unit 105, or the electronic controller 101 (e.g., the thrust reverser control unit 105 therein). The thrust reverser control unit 105 may acquire the position of the thrust reverser cover from the position sensor and feed back the position of the thrust reverser cover to the electronic controller 101 so that the electronic controller 101 completes the closed-loop control of the thrust reverser cover.
The automatic thrust reversal control system 100 may further include an automatic thrust reversal pre-position switch 106. An automatic thrust reverser pre-position switch 106 may be coupled to the electronic controller 101. The autopilot-buck pre-position switch 106 may have an on (e.g., ARM or A/TR) and an OFF (e.g., OFF) gear disposed thereon.
In one embodiment, when the autopurge preset switch 106 is set in the ARM range, the electronic controller 101 may control deployment of the autopurge drive according to autopurge control logic. Specifically, the electronic controller 101 may acquire an aircraft status signal. For example, the electronic controller 101 may periodically (e.g., every 10ms to 100ms) acquire an aircraft status signal from the avionics network (or other unit) via the bus. In one example, the aircraft status signals may include, but are not limited to: wheel load signals, wheel speed signals and/or radio altitude signals, etc. In some cases, the avionics network may acquire one or more of wheel speed signals, radio altitude signals, and/or the like from the engine interface control unit 103 or other units. The avionics network may also receive one or more of wheel speed signals, radio altitude signals, and/or the like from other units. In one example, the electronic controller 101 may determine from the acquired aircraft state signal whether the aircraft state satisfies the reverse drive condition. For example, the thrust reversal driving condition may include the aircraft state being a ground state. Determining whether the aircraft is in a ground state (i.e., landed) includes: judging whether the wheel load signal represents the ground state or not; judging whether the wheel speed signal represents the ground state or not; it is determined whether the radio altitude signal indicates a ground state. In one example, the wheel speed signal may be from a landing gear system. If the electronic controller 101 determines from the aircraft state signal that the reverse thrust drive condition is satisfied, the electronic controller 101 may send a drive signal (e.g., a motor drive signal, such as a forward rotation drive signal) to the throttle stage 102 to cause the throttle stage 102 to drive the reverse thrust rod. For example, a motor at the throttle pad 102 may move the thrust reverser to push the thrust reverser open by an angle greater than 0 °, such as greater than and/or equal to 3 °. In the automatic control process, since the electronic controller 101, the throttle stand 102, the engine interface control unit 103 and the thrust reverser 104 receive data in a short period, the controllers and the control units can rapidly open the thrust reverser (compared with manual control) after the aircraft state is in the ground state, thereby maximizing the deceleration effect of the thrust reverser and prolonging the service life of the brake pads.
The engine interface control unit 103 may then receive a signal from the throttle station 103 that the thrust reverser is being actuated. Similar to the electronic controller 101, the engine interface control unit 103 may periodically (e.g., every 10ms to 100ms) acquire aircraft status signals (e.g., wheel load signals, wheel speed signals, and/or radio altitude signals, etc.) from the avionics network (or other unit) via the bus. The engine interface control unit 103 may then unlock the first thrust reverser cable lock in response to the thrust reverser being actuated and the aircraft state being the ground state.
Preferably, the engine interface control unit 103 may be configured to unlock the first line of defense further based on one or more of: the self-test is normal, the reverse thrust is not inhibited and/or the reverse thrust cover is not opened. Specifically, the engine interface control unit 103 may perform a self-check, and unlock the first reverse defense line if the self-check passes. The engine interface control unit 103 may detect whether the reverse function is suppressed. For example, when the thrust reverser cover fails or other components that perform the thrust reverser function fail, the thrust reverser function may be inhibited (e.g., manually inhibited, program inhibited, etc.). For example, in the event of a single-sided thrust reverser failure, the power supply to the thrust reverser may be manually disconnected or the hydraulic actuation of the thrust reverser may be inhibited, thereby ensuring that neither thrust reverser can be opened, and thus ensuring flight safety. In the event that it is detected that the thrust reversal function is not inhibited, the engine interface control unit 103 may unlock the first thrust reversal line. The engine interface control unit 103 may detect whether the thrust reverser has been opened. For example, the engine interface control unit 103 may obtain the current thrust reverser position from the avionics network (e.g., every 10ms to 100ms) via the bus. In some cases, the electronic controller 101 may periodically (e.g., every 10ms to 100ms) receive position feedback from the position sensor from the thrust reverser 104 and provide the position feedback to the avionics network via the bus. The engine interface control unit 103 may periodically (e.g., every 10ms to 100ms) acquire the current thrust reverser position from the avionics network and thereby determine whether the thrust reverser has been opened. In the event that it is detected that the thrust reversal function is not open, the engine interface control unit 103 may unlock the first thrust reversal line. The engine interface control unit 103 may unlock the first thrust reverser cable lock based on one or more of the above-described determination conditions (e.g., whether the aircraft state is the ground state, whether the self-check is normal, whether the thrust reverser is inhibited, whether the thrust reverser has been opened, etc.). Additionally, the engine interface control unit 103 may send an indication to the electronic controller 101 over the avionics network that the first thrust line lock is unlocked. The unlocking of the first thrust reversal wire-proof lock will be described in detail below with reference to fig. 2. Although one backthrust line-proof lock is illustrated in this embodiment, those skilled in the art will appreciate that the engine interface control unit 103 may unlock more than one backthrust line-proof lock based on different determination conditions.
In a preferred embodiment, the electronic controller 101 may obtain an aircraft status signal (e.g., a wheel-borne signal, a wheel speed signal, and/or a radio altitude signal) from the avionics network after receiving an indication that the first thrust reverser line lock has been unlocked. The electronic controller 101 may also obtain thrust reverser position feedback from position sensors from the thrust reverser drive 104. The electronic controller 101 may then unlock one or more other thrust reverser line locks based on one or more of the following determination conditions: for example, the electronic controller self-checks for normal, thrust reverser actuated, aircraft status as ground status, thrust reversals not inhibited, and/or thrust reversals not open, etc. After the electronic controller 101 and the engine interface control unit 103 unlock all the thrust reverser line locks, the electronic controller 101 may issue a deployment command to the thrust reverser drive 104 to cause the thrust reverser drive 104 to deploy the thrust reverser cowling. In an example where the reverse-thrust control unit 105 is located in the reverse-thrust driving device 104, the electronic controller 101 may issue a deployment instruction to the reverse-thrust control unit 105 in the reverse-thrust driving device 104 so that the reverse-thrust control unit 105 controls the driving device in the reverse-thrust driving device 104 to drive the actuating mechanism to deploy the reverse thrust cover. In an example where the reverse-thrust control unit 105 is located in the electronic controller 101, the reverse-thrust control unit 105 in the electronic controller 101 controls the driving device in the reverse-thrust driving device 104 to drive the actuating mechanism to deploy the reverse thrust cover upon receiving the deployment instruction. In an example where the thrust reverser control unit 105 is separately present, the electronic controller 101 may issue a deployment instruction to the thrust reverser control unit 105, and the thrust reverser control unit 105 issues a deployment instruction to the thrust reverser drive 104 to cause the thrust reverser drive 104 to deploy the thrust reverser cowling.
While the unlocking of one or more thrust reverser line locks by the electronic controller 101 and the engine interface control unit 103 is illustrated in the preferred embodiment, those skilled in the art will appreciate that other control units may unlock the thrust reverser line locks. To ensure safety, the thrust reverser locks are generally unlocked by two or more controllers or control units, preventing the thrust reverser locks from failing when a single controller or control unit fails, and particularly preventing the catastrophic phenomenon that the thrust reverser cowls are opened in the air.
In one embodiment, when the automatic reverse-thrust pre-position switch 106 is set in the ARM gear, the electronic controller 101 may control the reverse-thrust driver to perform the retracting operation according to the automatic reverse-thrust control logic. The pilot can toggle the automatic thrust reverser pilot 106 in the ARM range between landing phases, in which state the automatic thrust reverser control system of the present disclosure is able to automatically control the thrust reverser without the pilot having to be concerned with manual operation of the thrust reverser during landing. In order to protect the engine and extend the useful life of the engine, it is generally desirable to stow the thrust reverser cowl before the aircraft's engines experience air flow suckback. In the automatic reverse-thrust control process, the reverse-thrust hood can be retracted by reasonably setting the retraction time of the forward-thrust hood when airflow is sucked reversely. Namely, the maximum opening time of the thrust reverser cover is ensured to ensure that the deceleration effect of the thrust reverser cover is maximized, and the thrust reverser cover is folded before the air flow suck-back occurs to protect the engine.
Specifically, the electronic controller 101 may acquire an aircraft status signal. In some cases, the electronic controller 101 may obtain the aircraft status signal from the avionics network via a bus. For example, the aircraft status signals may include, but are not limited to: current speed V of the aircraft AC Automatic deceleration rate lambda and suck back prevention speed threshold value V BS And the time T required for collecting the thrust reverser stow And the like. Suck-back prevention speed threshold V BS Generally refers to the speed at which the thrust reverser is fully stowed without suck-back occurring. For example, V BS And may be preset according to aircraft type, engine type, etc. Collecting the time T required by the thrust reverser stow Refers to the time from the issuance of a retract mask command to the complete retraction of the mask. For example, the time T required for taking up the thrust reverser stow May be obtained based on big data or empirical values. In general, T stow And may be less than 3 seconds. For example, the automatic deceleration rate λ may be obtained from a brake control valve. For example, the electronic controller 101 may determine the automatic brake gear at which the brake control valve is locatedAnd determining an automatic deceleration rate lambda corresponding to an automatic brake gear.
In some cases, the electronic controller 101 may then follow V AC 、λ、V BS And T stow To determine the timing of retraction of the thrust reverser. Once it is determined that the aircraft is at a thrust reverser stow opportunity, the electronic controller 101 may send a drive signal (e.g., a motor drive signal, such as a reverse drive signal) to the throttle station 102 to cause the thrust reverser to be stowed, e.g., to 0 °, to the throttle station 102, and a stow command to the thrust reverser 104 to cause the thrust reverser 104 to drive the thrust reverser to stow. Specifically, the reverse driving device 104 can drive the power driver to drive the actuating mechanism to move, so as to retract the reverse hood.
In other cases, the timing of retraction of the thrust reverser cover may also be determined by the thrust reverser drive 104. Specifically, the back-thrust drive 104 may receive a related parameter (e.g., V) from the electronic controller 101 AC 、λ、V BS And T stow ) And the reverse thrust cover retraction time is determined according to the relevant parameters. The thrust reverser drive 104 may then send the timing of the retraction of the thrust reverser to the electronic controller 101 for subsequent control by the electronic controller 101. In a preferred example, the timing of retraction of the thrust reverser can be determined by the thrust reverser control unit 105. In some cases, the thrust reverser retraction timing velocity V stow The following equation can be satisfied: v AC +G≥V stow ≥V AC In which V is AC ＝V BS +λT stow ，12≥G≥2。
In one embodiment, when the automatic thrust reverser park switch 106 is set in the OFF range, the electronic controller 101 may control the thrust reverser 104 in response to an operating signal input by a pilot manipulating a thrust reverser on the throttle stand. In some cases, the thrust bar of the throttle station 102 moves with the thrust reverser 104 in the deployed and stowed states, and in special cases, the pilot can take over directly for subsequent control. Even when the automatic thrust reverser 106 is set to the ARM range, the pilot can directly operate the thrust reverser on the throttle stand to control the thrust reverser 104. In this case, the pilot operates the anti-stick on the throttle station, which thereby generates an override command electrical signal. The electronic controller 101 performs a reverse control based on the override command electrical signal in response to receiving the override command electrical signal from the throttle station 102. That is, the pilot can intervene in any situation (in particular an emergency situation, or a situation of failure of the thrust reverser) to control the thrust reverser 104 at any time, so as to be able to ensure flight safety.
To ensure that the reverse thrust does not deploy in the air, a reverse thrust line-lock prevention design is introduced according to an embodiment of the present disclosure. FIG. 2 illustrates a logic diagram for unlocking a thrust reversal line defense lock according to an embodiment of the present disclosure. The reverse-thrust line-protection lock disclosed by the invention does not select a single signal, and the high safety of control logic is realized.
In the above embodiments, the aircraft status signal may include a wheel load signal, a wheel speed signal, and/or a radio altitude signal, among others. In one example, assume that the on-wheel signal device 1 can be considered as the aircraft state is in the ground state; the on-wheel signal set 0 can be regarded as the state of the aircraft is in the air state. Assuming that the wheel speed signal is equal to or greater than 20 knots, the state of the aircraft can be considered as the ground state, and the state 0 can be considered as the state of the aircraft in the air. Assuming that the radio ground altitude signal ≦ 0 may be set to 1, the aircraft state may be considered to be in the ground state at this time, and setting 0 may be considered to be the aircraft in the air state. The values of the above signals may be set by way of example only and not by way of limitation, and may be set specifically according to the model of the aircraft, the flight conditions, and the like. Alternatively, this can also be obtained by big data.
In the above embodiments, other signal inputs may include the controller/control unit self-test (shown in FIG. 2 as failure mode), whether pushback is inhibited (shown in FIG. 2 as a pushback inhibit signal), whether the pushback cover has been deployed (shown in FIG. 2 as the pushback cover has been deployed), and so forth. These signals may be input as examples of signals for a logic decision, which one skilled in the art will appreciate may include one or more of the above signals, or may also include other signals, which may be set depending on the aircraft signal and flight conditions. Alternatively, this can also be obtained by big data. In the example shown in fig. 2, any two of the wheel load signal, the wheel speed signal, and the radio altitude signal are input into three and gates, respectively, as a set, and the outputs of the three and gates are input into an or gate, and the signal output from the or gate is the reverse ground signal. The thrust-back signal may be determined from the aircraft-state signal.
For example, the aircraft status signal includes: a main wheel speed signal and a wheel speed signal (input and gate), a main wheel speed signal and a radio altitude signal (input and gate), a wheel speed signal and a radio altitude signal (input and gate). And (3) respectively inputting the output of an AND gate for inputting the main wheel load signal and the wheel speed signal, the output of the AND gate for inputting the main wheel load signal and the wheel speed signal, and the output of the AND gate for inputting the wheel speed signal and the radio altitude signal into an OR gate to obtain an OR gate output, namely a reverse earth signal. When any two signals of the wheel load signal, the wheel speed signal and the radio altitude signal are 1, the ground reverse signal is output to be 1. That is, the thrust reverser cable lock may be unlocked when two of the primary wheel-borne signal, the wheel speed signal, and the radio altitude signal indicate that the aircraft state is the ground state. In some cases, the electronic controller may determine to send a drive signal to the throttle station to cause the throttle station 102 to drive the counter-pushrod based on the counter-pushrod being pushed and the counter-thrust signal being 1.
In a preferred example, the engine interface control unit 103 may perform a self-check. The self-checking abnormal entry failure mode is set to 1, otherwise to 0. As shown in fig. 2, a failure mode is input to the not gate to obtain 1.
In one preferred example, the engine interface control unit 103 may obtain the back-thrust suppression signal from an electronic controller. The pilot can set the thrust reversal inhibit, which is a 1 for the thrust reversal inhibit state and a 0 for the reverse. As shown in fig. 2, a 1 is obtained by inputting the back-thrust suppressing signal to the not gate.
In one preferred example, the engine interface control unit 103 may obtain the thrust reverser deployed signal from the electronic controller. The signal is 1 when the retroactive cover is in the unfolded state, and is 0 when the retroactive cover is not in the unfolded state. As shown in fig. 2, a signal indicating that the thrust reverser has been deployed is input to the not gate to obtain 1.
When the reverse-thrust ground signal is 1, the failure mode is 0, the reverse-thrust suppression mode is 0 and the reverse-thrust cover unfolded signal is 0, the reverse-thrust wire-proof lock can be unlocked. In one example, the thrust reverser cable lock may be unlocked by the engine interface control unit 103.
After the engine interface control unit 103 unlocks the thrust reversal lockout, an indication may be sent to the electronic controller 101 that the thrust reversal lockout is unlocked. The electronic controller 101 may then unlock other thrust reverser line locks based on the decision logic based on one or more of the above signals. It is noted that two or more backthrust line locks are included in the automatic backthrust control system. These thrust reverser locks may be unlocked by two or more controllers and/or control units, respectively, to prevent a single controller and/or control unit from failing to properly unlock the thrust reverser locks (in particular, to prevent the thrust reverser from opening in the air). The backpush line-resistant lock shown in fig. 2 is by way of example only, and other backpush line-resistant locks may also be suitable for use with the present disclosure.
FIG. 3 illustrates a flow diagram of a method 300 for deploying a thrust reverser cover, according to an embodiment of the present disclosure.
The method 300 begins optionally at step 301 where the electronic controller 101 may set the automatic kickback preset switch in the ARM gear.
At step 302, the electronic controller 101 may acquire an aircraft status signal, such as a wheel load signal, a wheel speed signal, and/or a radio altitude signal. The determining, by the electronic controller 101, whether the aircraft state is the ground state based on the aircraft state signal further comprises: judging whether the wheel load signal represents the ground state or not; judging whether the wheel speed signal represents the ground state or not; and/or determining whether the radio altitude signal is indicative of a ground condition.
At step 303, the electronic controller 101 may determine from the aircraft state signal whether the aircraft state satisfies the reverse drive condition. If it is determined that the thrust reversal drive conditions are not met, the electronic controller 101 may continue to acquire the aircraft status signal. In some cases, determining whether the aircraft state satisfies the thrust reversal driving condition may include determining whether the aircraft state is a ground state.
If it is determined that the reverse-thrust drive condition is satisfied, the electronic controller 101 may send a drive signal to the throttle stage 102 to cause the throttle stage 102 to drive the reverse thrust rod at step 304. For example, the throttle pad 102 may be actuated by a motor drive signal to drive the anti-pushrod to any angle greater than 0 °.
At step 305, the engine interface control unit 103 may unlock the first thrust reverser check lock and send an indication to the electronic controller 101 over the avionics network that the first thrust reverser check lock is unlocked in response to the thrust reverser being actuated and the aircraft state being the ground state. The engine interface control unit 103 may also unlock the thrust reverser based on the failure signal, the thrust reverser rejection signal, and the thrust reverser position feedback. The engine interface control unit 103 may receive thrust reverser position feedback from the electronic controller 101. The electronic controller 101 may receive thrust reverser position feedback from the thrust reverser drive 104. The thrust reverser drive 104 may acquire the position of the thrust reverser cover from a position sensor for sensing the position of the thrust reverser cover and feed back the position of the thrust reverser cover to the electronic controller 101. In a preferred example, the thrust reversal lockout may be unlocked by the engine interface control unit 103 in response to the thrust reversal lever being actuated and the thrust reversal signal being 1. In an alternative embodiment, the thrust reverser lock may also be unlocked by the thrust reverser actuating device 104 (e.g., the thrust reverser control unit 105). After receiving the indication that the first backproof line lock has been unlocked, the electronic controller 101 may further unlock the other feedback line locks based on one or more of: the electronic controller 101 self-checks that the vehicle is in a normal, reverse thrust rod is actuated, the vehicle state is ground, reverse thrust is not inhibited, and/or the reverse thrust hood is not open.
At step 306, the electronic controller 101 may issue a deploy command to the thrust reverser drive 104 based on unlocking the thrust reverser line block. After the thrust reverser is fully deployed, a motor drive signal may be sent by the electronic controller 101 to the throttle station 102 to cause the throttle station to drive the thrust reverser to the maximum thrust angle.
FIG. 4 illustrates a flow diagram of a method 400 for stowing a thrust reverser cover, according to an embodiment of the present disclosure. In general, electronic controller 101 may stow the thrust reverser cowl before the airflow is drawn back into the engine of the aircraft. Meanwhile, the unfolding time of the reverse thrust cover is required to be as long as possible, so that the deceleration effect of the reverse thrust cover is enhanced, and the burden of a brake pad is reduced. Thus, determination of the proper timing for retraction of the thrust reverser is critical. As described in detail below in conjunction with fig. 4.
Method 400 may begin after 306 at 401, where a current speed V of the aircraft may be obtained by electronic controller 101 AC Automatic deceleration rate lambda and suck back prevention speed threshold value V BS And the time T required for collecting the thrust reverser stow . The electronic controller 101 determines the brake position of the brake control valve and determines the automatic deceleration rate lambda corresponding to the brake position.
At step 402, the electronic controller 101 may be based on V AC 、λ、V BS And T stow To determine whether the aircraft is in a thrust reverser stow opportunity. Speed V of retraction of thrust reverser stow The following equation can be satisfied: v AC +G≥V stow ≥V AC In which V is AC ＝V BS +λT stow ，12≥G≥2。
Once it is determined that the aircraft is at the thrust reverser retraction opportunity, at step 403, the electronic controller 101 may send a motor drive signal to the throttle station 102 to cause the throttle station 102 to retract the thrust reverser, e.g., to 0 °, and send a retraction command to the thrust reverser 104 to cause the thrust reverser 104 to retract the thrust reverser.
The automatic reverse-pushing control system of the disclosure adds an automatic reverse-pushing pre-positioning switch on the top plate. The pilot can dial the automatic reverse-thrust pre-positioning switch in an ARM gear before the landing process, the automatic reverse-thrust control system can automatically complete control over the reverse-thrust driving device 104, the pilot does not need to pay attention to and operate the reverse thrust rod in the landing stage, and only needs to pull the automatic reverse-thrust pre-positioning switch in the approach stage, so that the mind and body burden of the pilot are greatly reduced, the time for judging and operating the reverse thrust rod by the pilot is saved, and the speed reduction effect of the reverse-thrust driving device 104 in the high-speed stage is improved. In addition, the automatic reverse-thrust control system disclosed by the invention adopts reasonable control logic by judging the wheel load state, solves the bouncing problem of the wheel load of the aircraft and improves the reliability of the system. The speed of the aircraft is pre-judged in advance through the deceleration rate data, so that the reverse thrust driving device 104 is ensured not to be used in an overrun mode, the reverse suction condition is avoided, and the service life of the engine is prolonged.
Compared with the existing reverse-thrust control system, the control method has the following advantages:
1) the automatic reverse-thrust control system disclosed by the invention automatically realizes the control of the reverse-thrust driving device, so that the operation burden of a pilot is reduced;
2) the automatic reverse-thrust control system can more accurately control the unfolding and folding of the reverse-thrust driving device, saves the time for a pilot to analyze and judge the time for unfolding and folding the reverse thrust, improves the deceleration effect of the reverse-thrust driving device in the high-speed stage of the aircraft, and reduces the abrasion of a brake pad;
3) the reverse-thrust unlocking control logic is completely independent, the influence of the wheel-load bounce of the aircraft can be resisted, and the reliability of the automatic reverse-thrust control system is improved;
4) according to the method, the automatic deceleration rate of the aircraft is obtained from the brake control valve to calculate and predict the retraction point of the reverse driving device, and the reverse driving device can be completely retracted before the engine reversely sucks, so that the problem of the reverse sucking of the engine is solved, and the service life of the engine is prolonged.
5) The backstepping rod of the throttle platform presents different states along with the unfolding and folding states of the backstepping driving device, and can be directly taken over by a pilot for subsequent control under special conditions.
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.
The numerical values given in the embodiments are only examples and do not limit the scope of the present invention. In addition, other components or steps not recited in the claims or specification of the invention may be present as a whole. Moreover, the singular reference of a component does not exclude the plural reference of such components.
It is also noted that the embodiments may be described as a process which is depicted as a flowchart, a flow diagram, a structure diagram, or a block diagram. Although a flowchart may describe the operations as a sequential process, many of the operations can be performed in parallel or concurrently. In addition, the order of the operations may be rearranged.
The disclosed methods, apparatus, and systems should not be limited in any way. Rather, the present disclosure encompasses all novel and non-obvious features and aspects of the various disclosed embodiments, both individually and in various combinations and sub-combinations with each other. The disclosed methods, apparatus, and systems are not limited to any specific aspect or feature or combination thereof, nor do any of the disclosed embodiments require that any one or more specific advantages be present or that a particular or all technical problem be solved.
The present invention is not limited to the above-mentioned embodiments, which are only illustrative and not restrictive, and those skilled in the art can make many modifications without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (24)
1. An automatic thrust reversal control system, comprising:
an electronic controller;
a throttle table coupled to the electronic controller;
an engine interface control unit coupled to the throttle stand and to the electronic controller;
a reverse drive coupled to the electronic controller and to the engine interface control unit, wherein:
the electronic controller determines whether the aircraft state is a ground state according to the aircraft state signal and sends a drive signal to the throttle station to cause the throttle station to drive a reverse push rod in response to determining that the aircraft state is the ground state;
the engine interface control unit unlocking a first thrust reverser line lock associated with a thrust reverser in response to the thrust reverser being actuated and the aircraft state being a ground state and sending an indication to the electronic controller that the first thrust reverser line lock is unlocked; and
the electronic controller sends a deployment instruction to the reverse-thrust driving device after receiving the instruction so as to enable the reverse-thrust driving device to deploy the reverse-thrust cover.
2. The automatic thrust reversal control system of claim 1, further comprising: an automatic reverse-thrust pre-position switch, wherein the automatic reverse-thrust pre-position switch is set in an on-gear, the automatic reverse-thrust control system operates in an automatic reverse-thrust mode, and the automatic reverse-thrust control system operates in a manual reverse-thrust mode when the automatic reverse-thrust pre-position switch is set in an off-gear.
3. The automatic thrust reversal control system of claim 1, wherein the thrust reversal drive further comprises:
a position sensor for sensing a position of the thrust reverser cover, wherein the thrust reverser drive is configured to feed back the position of the thrust reverser cover acquired by the position sensor to the electronic controller.
4. The automatic thrust reversal control system of claim 1, characterized in that:
the engine interface control unit is coupled to the electronic controller by an avionics network via a bus.
5. The automatic thrust reversal control system of claim 1, characterized in that:
the electronic controller obtains the aircraft status signal from an avionics network via a bus, wherein the aircraft status signal comprises one or more of: a wheel load signal, a wheel speed signal, and/or a radio altitude signal.
6. The automatic thrust reversal control system of claim 5, wherein the electronic controller is configured to:
judging whether the wheel-mounted signal represents a ground state or not;
judging whether the wheel speed signal represents a ground state or not; and/or
And judging whether the radio height signal represents the ground state or not.
7. The automatic thrust reversal control system of claim 1, wherein the engine interface control unit is configured to unlock the first thrust reversal line further based on one or more of:
the engine interface control unit is self-checked normally;
the engine interface control unit determines that back-stepping is not inhibited; and/or
The engine interface control unit determines that the thrust reverser cover is not open.
8. The automatic thrust reversal control system of claim 1, wherein, after receiving the indication that the first thrust reverser line block has been unlocked, the electronic controller is further configured to unlock other thrust reverser line blocks based on one or more of: the electronic controller self-checks normally, the reverse push rod is driven, the aircraft state is a ground state, the reverse thrust is not inhibited and/or the reverse thrust cover is not opened.
9. The automatic thrust reversal control system of claim 1, wherein the electronic controller is configured to:
retracting the thrust reverser cowl before the aircraft engine is back-sucked.
10. The automatic thrust reverser control system of claim 9, wherein the electronic controller is further configured to determine a thrust reverser stow timing based on:
current speed, automatic deceleration rate, anti-suckback speed threshold, and/or time required to take up the thrust reverser.
11. The automatic thrust reversal control system of claim 10, wherein the electronic controller is further configured to:
once the aircraft is determined to be at the reverse thrust cover retraction opportunity, a driving signal is sent to the throttle platform to enable the throttle platform to retract the reverse push rod, and a retraction instruction is sent to the reverse thrust driving device to enable the reverse thrust driving device to retract the reverse thrust cover.
12. The automatic thrust reversal control system of claim 1, wherein the electronic controller is further configured to:
in response to receiving an override command electrical signal from the throttle stand, reverse control is performed based on the override command electrical signal.
13. An automatic back-stepping control method, comprising:
the electronic controller determines from the aircraft state signal whether the aircraft state is a ground state and, in response to determining that the aircraft state is a ground state, sends a drive signal to the throttle station to cause the throttle station to drive the thrust reverser;
an engine interface control unit responsive to the thrust reverser being actuated and the aircraft state being a ground state to unlock a first thrust reverser line lock associated with a thrust reverser cover and send an indication to the electronic controller that the first thrust reverser line lock is unlocked; and
the electronic controller, upon receiving the indication, issues a deployment instruction to a thrust reverser drive to cause the thrust reverser drive to deploy the thrust reverser cover.
14. The automatic thrust reversal control method of claim 13, further comprising:
setting the automatic reverse-thrust pre-position switch at an on-gear to operate in an automatic reverse-thrust mode; or
Setting the automatic thrust reverser to an off-gear to operate in a manual thrust reverser mode.
15. The automatic thrust reversal control method of claim 13, further comprising:
the backstepping driving device feeds back the position of the backstepping cover acquired by a position sensor to the electronic controller, wherein the position sensor is used for sensing the position of the backstepping cover.
16. The automatic thrust reversal control of claim 13, wherein the engine interface control unit communicates with the electronic controller over an avionics network via a bus.
17. The automatic thrust reversal control method of claim 13, wherein the electronic controller obtains the aircraft status signal from an avionics network via a bus, wherein the aircraft status signal includes one or more of: a wheel load signal, a wheel speed signal, and/or a radio altitude signal.
18. The automatic thrust reversal control method of claim 17, further comprising:
judging whether the wheel-mounted signal represents a ground state or not;
judging whether the wheel speed signal represents a ground state or not; and/or
And judging whether the radio height signal represents the ground state or not.
19. The automatic thrust reversal control method of claim 13, wherein the engine interface control unit further unlocks a first thrust line of defense based on one or more of:
the engine interface control unit is self-checked normally;
the engine interface control unit determines that back-stepping is not inhibited; and/or
The engine interface control unit determines that the thrust reverser cover is not open.
20. The automatic thrust reversal control method of claim 13, wherein, after receiving the indication that the first thrust line defense lock has been unlocked, the electronic controller further unlocks other feedback line defense locks based on one or more of: the electronic controller is self-checking normally, the reverse push rod is driven, the aircraft is in a ground state, the reverse thrust is not inhibited and/or the reverse thrust cover is not opened.
21. The automatic thrust reversal control method of claim 13, further comprising:
the electronic controller stows the thrust reverser cowl before the aircraft engine is back-aspirated.
22. The automatic thrust reversal control method of claim 21, further comprising:
the electronic controller determines a thrust reverser stow opportunity based on: current speed, automatic deceleration rate, anti-suckback speed threshold, and/or time required to take up the thrust reverser.
23. The automatic thrust reversal control method of claim 22, further comprising:
once it is determined that the aircraft is at the thrust reverser retraction opportunity, the electronic controller sends a drive signal to the throttle station to cause the throttle station to retract the thrust reverser and sends a retraction command to the thrust reverser to cause the thrust reverser to retract the thrust reverser.
24. The automatic thrust reversal control method of claim 13, further comprising:
in response to receiving an override command electrical signal from the throttle stand, the electronic controller performs a reverse control based on the override command electrical signal.
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| CN102621899A (en) * | 2011-11-07 | 2012-08-01 | 中国商用飞机有限责任公司 | Method for opening thrust-reversing system of power device of aircraft |
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