CN114964366A - Method and system for aircraft airspeed indication and source selection - Google Patents
Method and system for aircraft airspeed indication and source selection Download PDFInfo
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Abstract
The present application relates to a scheme for airspeed indication and source selection for an aircraft, comprising: a) monitoring airspeed data from the atmospheric data system based on different airspeed sources; b) judging whether airspeed is abnormal or judging whether the flight unit manually selects to look up an independent airspeed according to the monitored airspeed data; if there is no anomaly in airspeed or if the flight crew does not manually choose to consult an independent airspeed, the method returns to step a); if the airspeed is abnormal or the flight crew manually selects to consult an independent airspeed, the method proceeds to step c); c) providing an independent airspeed display interface; d) judging whether the conditions of switching airspeed sources are met: if the condition of switching the airspeed source is met, the airspeed source based on the airspeed data displayed by the current main flight display can be switched to a new airspeed source manually selected by the pilot according to the selection of the flight unit; if the switching airspeed source condition is not satisfied, the method returns to step a).
Description
Technical Field
The present application relates to the field of aerospace vehicles, and more particularly to a scheme for selecting an airspeed source for the airspeed of an aircraft.
Background
An Air Data System (Air Data System) is an important airborne equipment System of an airplane, mainly comprises various sensors for collecting original signals, an Air Data computer for processing the signals, signal display equipment and the like, is mainly used for collecting, resolving and processing atmospheric parameter information of various airplanes, and is one of important signal sources of the whole airplane. The main functions of the air data system are summarized simply that original air data signals such as static pressure, full pressure, total temperature, sideslip angle and attack angle are formed by resolving and converting the signals into the following forms: static pressure, full pressure, height, altitude difference, lifting speed, airspeed, M number, atmospheric density ratio, total temperature, static temperature, attack angle and other atmospheric parameters.
Among the atmospheric parameters, airspeed is a necessary display parameter for the aircraft, which is both a necessary parameter for calculating the aerodynamic force of the aircraft and an important basis for dead reckoning the aircraft. Thus, airspeed is an important component of the primary flight parameters, typically displayed on the primary flight page (or primary flight display), as indicated by reference number 2 in FIG. 1. A schematic representation of airspeed displayed on a primary flight display (abbreviated "PFD") of an existing aircraft is shown in fig. 1, where reference numeral 1 indicates the airspeed band and reference numeral 2 indicates the specific location and value of the airspeed display. In the figure, the airspeed is shown on the airspeed band to the left of the PFD interface.
Airspeed anomalies typically cause more severe flight accidents, and it is difficult to completely troubleshoot the fault with ground inspections. Since the 90 s of the 20 th century, more than ten airplane accidents caused by abnormal airspeed result in that the airplane can return to the home if the airplane is light and the airplane can crash if the airplane is heavy.
According to the technical analysis disclosed by the current mainstream model, as shown in fig. 2, the main architecture of the air data system for indicating airspeed can be divided into two forms, namely a voting architecture and an independent architecture.
For the model adopting the independent atmospheric data system architecture, three sets of mutually independent sensors and atmospheric software are generally equipped, one set of PFD for sending data to the main driving side, one set of PFD for sending data to the auxiliary driving side and the other set of PFD for serving as backup display (provided for a standby instrument), when the airspeed is abnormal, if the difference value of the airspeed display on the PFDs on the two sides exceeds a threshold value, the unit can judge the correct referenceable airspeed value by comparing the airspeed data based on different sources on the left PFD, the right PFD and the standby instrument with related programs, and switch the display source to the corresponding referenceable correct airspeed source to continue the subsequent flight mission.
The model of the air data system architecture adopting voting is generally provided with three independent air data calculation modules, each set of air software calculation module receives data from three sets of different airspeed sensors (such as probes and static pressure holes) for calculation, comparison and analysis, different voting calculation modules respectively send the effective data determined out to PFDs on two sides, and redundant data are used for backup display under the condition of failure of the air software.
However, for the design of the voting architecture, some specific failure modes (common mode or non-common mode) may cause voting airspeed failure, such as the loss of static pressure output of one channel and the error of static pressure output of any one of the remaining two channels; even when two sets of sources simultaneously generate errors, the voting airspeed result is still effective, but the voting output is wrong (for example, when the adjacent probes simultaneously generate abnormalities due to the arrangement problem of the sensor probes, the voting result is closer to the two sets of airspeed values with the abnormalities).
When the airspeed abnormity happens, the dangerous state correcting operation is mainly carried out by depending on a pilot. However, airspeed anomalies are often accompanied by anomalies in the associated system, which can trigger a large number of alerts in a short period of time, causing a large pilot workload, and therefore, a solution is needed to help the pilot to more efficiently detect airspeed anomalies, and to identify valid sources of airspeed as early as possible, and to switch airspeed sources when necessary.
Disclosure of Invention
The application relates to a scheme for airspeed indication and source selection of an aircraft, which can timely and efficiently find airspeed abnormality and switch to a new airspeed source when necessary.
According to a first aspect of the present application, there is provided a method for airspeed indication and source selection for an aircraft, comprising:
a) monitoring airspeed data from the atmospheric data system based on different airspeed sources;
b) judging whether airspeed abnormality exists according to the monitored airspeed data, and if the airspeed abnormality exists, then:
c) providing an independent airspeed display interface;
d) judging whether the conditions of switching airspeed sources are met:
if the condition of switching the airspeed source is met, switching the airspeed source based on currently displayed airspeed data into a new airspeed source selected by the flight unit according to the selection of the flight unit;
if the switching airspeed source condition is not met, the method returns to step a).
According to a second aspect of the present application, a method for airspeed indication and source selection for an aircraft, comprising:
a) monitoring airspeed data from the atmospheric data system based on different airspeed sources;
b) judging whether the flight unit manually selects to look up the independent airspeed:
if the flight crew does not manually choose to look up the independent airspeed, the method returns to step a);
if the flight crew manually chooses to look up the independent airspeed, the method proceeds to step
c)；
c) Providing an independent airspeed display interface;
d) judging whether the conditions of switching airspeed sources are met:
if the condition of switching the airspeed source is met, switching the airspeed source based on currently displayed airspeed data to a new airspeed source selected by the flight unit according to the selection of the flight unit;
if the condition of switching the airspeed source is not met, the method returns to the step a)
According to a third aspect of the present application, there is provided an airspeed indication and source selection system for an aircraft, comprising:
an airspeed monitoring module configured to monitor airspeed data from the atmospheric data system based on different airspeed sources;
the airspeed anomaly judgment module is configured to judge whether airspeed anomaly exists according to the monitored airspeed data;
the airspeed indication control module is configured to judge whether the flight unit manually selects to consult the independent airspeed;
the independent airspeed display module is configured to provide an independent airspeed display interface if the airspeed is abnormal or the flight set manually selects to look up the independent airspeed;
the airspeed source switching condition judging module is configured to judge whether airspeed source switching conditions are met;
and the airspeed source switching module is configured to provide the flight crew with a function of manually switching the airspeed source based on the currently displayed airspeed data into the selected new airspeed source if the airspeed source switching condition is met.
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary 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.
Drawings
In order to describe the manner in which the above-recited and other advantages and features of the invention can be obtained, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered to be limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:
FIG. 1 shows a schematic diagram of an airspeed display displayed on a primary flight display of an existing aircraft.
Fig. 2 shows a schematic diagram of two main architectures of an existing aircraft's air data system.
FIG. 3 illustrates a schematic flow chart diagram of a method for airspeed indication and source selection for an aircraft according to one embodiment of the present application.
FIG. 4 illustrates an example independent airspeed display interface according to one embodiment of the present application.
FIG. 5 illustrates a schematic environmental architecture for an airspeed indication and source selection system for an aircraft according to one embodiment of the present application.
Detailed Description
In the scheme of this application, provide one kind and can help the pilot to judge as soon as possible and discern effective airspeed source when the airspeed is unusual to can switch over the scheme of airspeed source fast when necessary.
On the whole, the independent airspeed display interface system capable of being manually read or automatically displayed after being judged by the system is provided for the machine set to quickly judge by combining with related programs aiming at the machine type adopting the voting atmospheric data system architecture. Meanwhile, when the airspeed source selection switching requirement is met and the unit determines that the display source needs to be switched, the airspeed control method can be provided, so that the airspeed main display source and the relevant reference airspeed source on the airspeed zone are switched to the method of the independent (single-channel) airspeed source selected by the pilot from the voting airspeed mechanism.
For the model of the independent atmospheric data system architecture, all independent airspeed values are integrated in the same window (independent airspeed display interface) to be displayed, when the switching requirement is met, an airspeed control method for directly switching the airspeed source through the displayed window is provided, and the workload that the unit needs to carry out airspeed comparison and selection among different pages under the abnormal condition can also be simplified to some extent.
Therefore, the invention provides a method and a system for indicating airspeed and selecting a source of an aircraft, which mainly comprise the following improvements:
1. displaying airspeed on the same screen: when a pilot manually calls for a flight or automatically and logically triggers (such as voting airspeed failure or data voting abnormity), providing an independent airspeed indication interface capable of simultaneously looking up all independent airspeed data;
2. and (3) airspeed control: when the airspeed source switching condition is met, the pilot may effect switching of airspeed source selection through direct interaction with the independent airspeed display interface (e.g., through virtual buttons or touches) and/or interaction with other hardware control buttons.
A schematic flow diagram of a method for airspeed indication and source selection for an aircraft according to one embodiment of the present application is shown in fig. 3 below.
First, at step 302, the aircraft's systems monitor airspeed data from the air data system that is calculated based on different airspeed sources.
As mentioned above, multiple sets of sensors for airspeed (e.g., full pressure probes, static pressure ports, etc.) are typically located in the nose or wing portion of an aircraft for sensing corresponding atmospheric data. Specifically, when the aircraft is flying, air flows into the pitot tube by blowing across the pitot tube, and the full pressure of the incoming air is sensed at the rear of the tube, which is referred to as "full pressure". The full pressure is composed of the "dynamic pressure" generated by the air due to the flow and the "static pressure" of the pressure of the air itself, namely: the total pressure is dynamic pressure plus static pressure. The air data calculation module of the air data system can calculate the corresponding airspeed according to the detected parameters and various parameters (such as total temperature (TAT), Local angle of attack (Local _ AOA), sideslip Angle (AOS) and the like) provided by other sensors by using an airspeed calculation formula. Such a process is typically implemented by an atmospheric data system. Since the airspeed detection and its calculation, as well as its hardware configuration, are common flight parameter calculation schemes in aircraft, they will not be described in detail here.
Subsequently, the method flow may be divided into two branches, i.e., the determinations of step 304 and step 306 are performed separately.
At step 304, the system determines from the monitored airspeed data whether an airspeed anomaly exists.
In real flight, there are many reasons for airspeed sensors to fail. For example, the protective sleeve of the pitot tube is not taken off before flying, the pitot tube is blocked by foreign matters or the pitot tube is frozen during flying, so that the aircraft cannot acquire accurate full pressure information, the airspeed information calculated by the atmospheric data calculation module is inaccurate, the airspeed information can be provided for other systems of the aircraft for use, the inaccurate airspeed information may cause a plurality of systems of the aircraft to report errors and trigger an alarm, and at the moment, a catastrophic event may be caused if the pilot handles improperly.
To avoid the problem of airspeed anomalies due to the failure of a single airspeed sensor, as previously described, the architecture of existing air data systems may be divided into two forms, a voting architecture and an independent architecture. In both architectures, multiple sets of airspeed sensors are deployed to provide multiple sources of airspeed, such as three sets of airspeed sensors. Three sets are illustrated in the following exemplary embodiments, but it should be understood that the illustrated examples are provided for illustrative purposes only and that more or fewer airspeed sensors may be used in the concepts of the present application.
For a voting architecture, the airspeed anomaly may be, for example, a voting failure. In contrast to independent architectures that rely solely on one set of airspeed sources, the voting architecture compares and analyzes the airspeed data calculated based on all three sets of airspeed sources, and fits (e.g., averages) the three sets of airspeed data, and then calculates and provides the corresponding fitted airspeed data to the corresponding display device.
In such a voting architecture, some fault tolerance capability has been provided. For example, assume that the airspeed data calculated based on these three sets of airspeed sources is A, B, C, respectively. Wherein A, B, C the input data are both valid, but the difference between A and B is within the required range, and the difference between B and C, A and C is greater than the judgment threshold value in the algorithm, then the C path data is marked as invalid in the voting algorithm, i.e. the C data is no longer used in the fitting, but the airspeed data (such as average value) after the A and B path data are fitted by the algorithm is output to the display device. But if the judgment of pairwise difference between three airspeed data calculated based on the three sets of airspeed sources cannot meet the threshold requirement, the voting is failed. It should be understood that the desired range may be limited by actual requirements, for example, it may be set that the airspeed data from two different airspeed sources should differ by no more than ± 10% (which may be set based on actual operating experience, and is merely illustrative), or that one of the airspeed sources may be considered anomalous.
Alternatively, in other embodiments, it may occur that when one set of airspeed data is lost, leaving two sets of data with a difference that exceeds a threshold, then voting may not be achieved, resulting in a failure to vote.
The system can judge that airspeed anomaly exists no matter the difference between one set of airspeed data and the other two sets of airspeed data is too large, or the three sets of airspeed data are inconsistent.
For an independent architecture, the airspeed anomaly judgment is similar to a voting architecture, namely in airspeed data based on three independent airspeed sources, if the difference value between one set of airspeed data and the other two sets of airspeed data is too large, or if the three sets of airspeed data are inconsistent, the system can judge that airspeed anomaly exists.
In addition to the above determination of airspeed anomalies by comparing airspeed data, there may be other anomalies such as a fault signaling by the sensor itself, a software/hardware failure of the atmospheric data calculation module itself, and so forth. The airspeed anomalies resulting from these anomalies may also be determined in this step by an anomaly signal.
If there is no airspeed anomaly, the process proceeds to step 302 to perform the next monitoring.
And in step 306, it is determined whether the flight crew manually elects to look up the independent airspeed. For example, whether the flight crew actively clicks a key to look up independent airspeed may include a hard control key or a soft control key in a menu. It will be appreciated that the step of determining whether the aircraft crew manually selects to refer to an independent airspeed is provided with the objective of providing the aircraft crew with a functional option of being able to manually select to refer to an independent airspeed whenever required.
If the flight crew does not need to manually choose to look up the independent airspeed, the flow returns to step 302 to perform the next monitoring.
If, however, it is determined in step 304 that an airspeed anomaly exists, or, in step 306, it is determined that the flight crew has manually selected to refer to an independent airspeed, then proceed to step 308. Where an independent airspeed display interface is provided, either automatically (in the case where the system determines that an airspeed anomaly exists in step 304) or manually (in the case where the flight crew manually selects to review independent airspeeds in step 306), that displays airspeed data based on all of the independent airspeed sources, for example, in the upper, middle, and lower three rows, which correspond to three sets of airspeed data detected and calculated based on different atmospheric sensors, respectively. The independent airspeed display interface can be displayed near the airspeed zone of the PFD page in the form of a floating window, for example, and can also be displayed in a fixed area of other pages adjacent to the PFD. A schematic view of the window is shown in fig. 3. As shown, the illustrated independent airspeed display interface includes three independent airspeed data based on three sets of airspeed sources, namely SPD1287, SPD 2289, and SPD 3248. And, in some embodiments, the independent airspeed display interface further provides virtual key or touch functionality to allow interaction with the flight crew. By popping up the independent airspeed display interface, the flight crew may have a direct visual understanding of airspeed data based on the different airspeed sources (e.g., SPD1, SPD2, and SPD3 in this example).
After the current aircraft fleet consults the individual airspeeds based on the different airspeed sources through the individual airspeed display interface, step 310 is entered. In step 310, it is determined whether the condition of switching airspeed sources is satisfied, and in consideration of the availability and integrity of the system, when there is no abnormality in the airspeed data, such as under a voting architecture, three sets of different source airspeed data received by any one of the calculation modules are valid, and it should not be allowed to manually switch airspeed sources. And when the condition of switching the airspeed source is met, such as failure of a voting framework or validity of voting output data, but a certain path of data is marked as invalid by a calculation module based on an algorithm, or when any set of sensor detects errors, the airspeed source is allowed to be manually switched. The criteria for switching airspeed source conditions may be similar to the airspeed anomaly criteria in step 304, or may include more failure combination cases.
The set of airspeed sources to which the switching should be made is determined manually by the flight crew based on the abnormal airspeed or a predetermined program.
As described above, the decision condition for switching airspeed sources may include a case where the voting output data is valid but the calculation module flags a certain path of data as invalid based on an algorithm, based on the following considerations:
for example, in the example above where the airspeed calculated by the three airspeed sources using the voting architecture is A, B, C, the difference between A and B is within the desired range, and the difference between B and C, A and C, is greater than the decision threshold in the algorithm, so that the C-way data is flagged as invalid in the voting algorithm, i.e., the C-way data is no longer used in the fitting, but the airspeed data (e.g., the average) fitted by the A-way and B-way data using the algorithm is output to the display device. But in some extreme cases, it may not be possible to conclude that C data, which is significantly different from both a and B, must be erroneous. For example, if the airspeed A, B calculated by two adjacent probes is abnormal at the same time due to a sensor placement problem (e.g., which may be caused by icing or volcanic ash blockage at the same time), then the airspeed C calculated by the sensor probe that is not icing or blocked and placed further away is actually correct, but the final fitting results are actually closer to the two sets of airspeed values A and B where the abnormality occurs due to the voting algorithm employed by the atmospheric data calculation module. That is, when an airspeed anomaly occurs, even though the voting architecture still gives the final valid voted airspeed data, there is actually a chance of error in this airspeed data, and thus the pilot should still be given the authority to manually switch the airspeed source.
For this reason, in the solution of the present application, when an airspeed anomaly occurs or the flight crew manually selects the option of referring to the independent airspeed, the system pops up an independent airspeed display interface on the PFD for the pilot to refer to each independent airspeed data based on different airspeed sources (the data is not processed by the voting calculation module). The pilot determines which way based airspeed source provides airspeed data that is normal (trusted) by initiating an airspeed unreliable routine or a given similar routine to calibrate airspeed, in order to then switch the system to the trusted airspeed source to display the airspeed data provided based thereon on the airspeed band of the PFD.
Specifically, if it is determined that the airspeed data currently displayed on the PFD is close (within a predetermined threshold) to a reasonable airspeed determined based on an airspeed unreliable procedure, the airspeed source on which it is based may be determined to be normal, and therefore, there is no need to switch airspeed sources; whereas if the currently displayed airspeed data differs too much (exceeds a predetermined threshold) from the reasonable airspeed determined based on the unreliable procedure for airspeed, the source of airspeed on which it is based is determined to be abnormal, possibly requiring an airspeed source switch to be performed. For example, according to flight practice, it can be set that the two should not differ by more than ± 10%. It should be understood that the predetermined threshold may be set according to actual needs.
Additionally, it should be noted that the "unreliable airspeed procedure" is a common set of procedures used in the aviation industry. Although the unreliable procedure of the airspeed may have slight differences according to different models, the basic principle is to utilize other parameters of the aircraft to reversely deduce a reasonable airspeed that the aircraft should have, which is a necessary subject for all model pilots to train. Therefore, the airspeed unreliability procedure is not described in detail herein.
Also as an example above, in the case where the airspeeds a and B calculated based on the data from two adjacent sensor probes are abnormal at the same time, although the effective airspeeds output by the atmospheric data system and voting system after normal operation are closer to a and B, the pilot may find that there may be a safety hazard in the large difference between C and A, B when consulting the independent airspeed display interface, and at this time, the flight crew may initiate the airspeed unreliable procedure or a similar airspeed calibration procedure, and use other parameters of the aircraft to deduce a reasonable airspeed that the aircraft should have. In this example, the reasonable airspeed is close to C, and it is apparent that the airspeed displayed on the airspeed band of the PFD is now based on airspeeds A and B from an abnormal state airspeed source, and not on airspeed C from a normal airspeed source. Thus, the flight crew also has a need to perform airspeed source switching.
And if the three airspeeds calculated based on the three sets of airspeed sources are inconsistent in pairs, voting is failed, and the condition for switching the airspeed sources is met. Similarly, it can be determined which airspeed data is based on the normal data source according to the airspeed unreliable procedure or reasonable airspeed derived from the airspeed calibration procedure.
For an independently configured air data system, the airspeed unreliable routine may also be used to extrapolate back whether the independent airspeed data calculated by each airspeed source is normal or abnormal. If airspeed data based on an anomalous airspeed source is displayed on the airspeed band of the current PFD, the airspeed source should be switched. Conversely, if the airspeed displayed by the current PFD is calculated based on normal airspeed sources, the airspeed source should not be switched.
If it is determined in step 310 that the switching airspeed source condition is not met, the flight crew cannot perform the action of switching airspeed sources after consulting the individual airspeed page, and the process returns to step 302 to perform the next monitoring.
If it is determined in step 310 that the switching condition of the airspeed source is satisfied, the process proceeds to step 312, in which a reasonable airspeed may be determined by the flight crew according to an abnormal airspeed or an unreliable airspeed program, and an airspeed source having airspeed data closest to the reasonable airspeed is selected from among the airspeed sources displayed on the independent airspeed display interface. And then, switching the airspeed source based on the currently displayed airspeed data to a new airspeed source selected by the flight unit according to the selection of the flight unit, thereby realizing the switching of the airspeed source.
For example, the pilot may select a normal airspeed source to effect switching of the airspeed source by interacting directly (e.g., touching a corresponding airspeed source item on the interface with a finger) or other control hardware (e.g., navigation buttons, knobs, rollers, dials, etc.) on a displayed independent airspeed display interface in accordance with a reasonable airspeed that is deduced by an airspeed unreliable procedure or a given similar airspeed calibration procedure. Thus, the system displays the selected independent airspeed source as an airspeed display source of the PFD and the airspeed source of the relevant parameter (e.g., configuration limit speed, low speed protection speed) on the PFD airspeed band on the corresponding side.
In other embodiments, the switching may be automatically performed by the system, for example, when the voting airspeed fails, the system automatically switches the airspeed sources displayed on the PFDs to the independent airspeed sources arranged in a given order, and tries to ensure the independence of the airspeed sources displayed on the left and right PFDs. For example, when the voting airspeed outputs of the two PFDs fail, the left PFD defaults to display the independent airspeed source of channel one, and the right PFD defaults to display the independent airspeed source of channel three, and when the airspeed source of channel one fails again, the left PFD will preferentially select the independent airspeed source of channel two, which is different from the right PFD.
In other embodiments, there is a PFD for the primary driving maneuver on the primary driving side and a PFD for the secondary driving maneuver on the secondary driving side, as previously described. In such a case, the pilot and copilot pilots may each execute the method flow on their respective PFDs to each select the correct airspeed source.
In other embodiments, in certain situations, the flight crew may choose not to perform the airspeed source switch even if the airspeed source switch condition is met. For example, the voting output data is valid, but the calculation module marks that a certain path of data is invalid based on the algorithm, at this time, although the switching condition of the airspeed source is met, the currently used airspeed source is considered to be correct through judgment of the flight unit, and therefore the switching is not required to be executed.
After completing the switching of the airspeed source, flow returns to step 302 to perform the next monitoring. The schematic flow of the method for airspeed indication and source selection for an aircraft thus far ends.
It should be appreciated that the method flow is performed cyclically during flight so that instances of airspeed anomalies throughout the flight can be monitored.
With the method flow of the aspects of the present application in mind, a schematic environmental architecture diagram of an airspeed indication and source selection system 520 for an aircraft in accordance with one embodiment of the present application is described below in conjunction with FIG. 5.
As shown, the airspeed indication and source selection system 520 is in data communication with the atmospheric data system 510 to receive airspeed data based on different airspeed sources and switch airspeed sources, and it is also in data communication with one or more PFDs and/or standby meters to display airspeed data based on the switched airspeed sources on the PFDs and/or standby meters.
For the atmosphere data system 510, the atmosphere data system 510 may adopt a conventional structure, and two exemplary basic architectures of the atmosphere data system 510, namely, a voting architecture and an independent architecture, have been shown in the previous fig. 2. Therefore, a detailed description thereof will not be given here.
Airspeed indication and source selection system 520 is a corresponding structure for implementing the method for airspeed indication and source selection for an aircraft as described in FIG. 3. As shown, the airspeed indication and source selection system 520 includes an airspeed monitoring module 521, an airspeed anomaly determination module 522, an airspeed indication control module 523, an independent airspeed display module 524, an airspeed source switching condition determination module 525, and an airspeed source switching module 526.
As previously described with reference to fig. 3, airspeed monitoring module 521 monitors airspeed data from air data system 510 that is calculated based on different airspeed sources. Atmospheric data system 510 may calculate corresponding airspeed data based primarily on sensed data from different airspeed sources (sensors). These airspeed data are then provided to airspeed monitoring module 521 for further processing, rather than being provided directly to, for example, a PFD for display.
Next, the airspeed anomaly determination module 522 is configured to determine whether an airspeed anomaly exists based on the monitored airspeed data from the airspeed monitoring module 521. As previously described, the criterion for airspeed anomaly may be to determine whether an airspeed anomaly exists by comparing whether the difference between airspeed data based on each airspeed source exceeds a required range. Other criteria may include: for example, a fault signal sent by the sensor itself is monitored, a software/hardware fault occurs in the air data calculation module itself, and the like.
Airspeed indication control module 523 may be configured as a physical key, switch, or virtual key and switch, among other forms. The flight crew may issue a command to look up an independent airspeed by manually selecting the airspeed indicator control module 523. If the aircraft crew does not select airspeed indicator control module 523, the next airspeed monitoring is continued by airspeed monitoring module 521.
The independent airspeed display module 524 is configured to: 1) when the airspeed anomaly determination module 522 determines that an airspeed anomaly exists, an independent airspeed display interface is automatically displayed; or 2) an independent airspeed display interface is displayed when the flight crew manually selects to look up an independent airspeed through the airspeed indication control module 523. The independent airspeed display interface displays airspeed data based on each set of airspeed sources in an independent manner, as shown in FIG. 4. The independent airspeed display interface may be displayed near the airspeed band of the PFD page, for example, in the form of a floating window.
The airspeed source switching condition determination module 525 is configured to determine whether an airspeed source switching condition is satisfied, that is, whether the airspeed source on which the airspeed data currently displayed on the PFD is based is normal or abnormal. If normal, it is determined that the airspeed source does not need to be switched, and the next airspeed monitoring is continued by airspeed monitoring module 521. If the currently displayed airspeed data may be based on an anomalous airspeed source, then it is determined that an airspeed source switch may be performed and the airspeed source switch module 526 is notified.
Airspeed source switching module 526 is configured to provide functionality that can manually switch the airspeed source on which the currently displayed airspeed data is based to the selected new airspeed source if the switch airspeed source condition is satisfied. Specifically, if the condition of switching airspeed sources is met, a reasonable airspeed can be judged by the flight crew according to an abnormal airspeed or an unreliable airspeed program, an airspeed source with airspeed data closest to the reasonable airspeed is selected from the airspeed sources displayed on the independent airspeed display interface, and then the airspeed source switching module 526 can switch the airspeed source on which the currently displayed airspeed data is based into the new airspeed source selected by the flight crew according to the selection of the flight crew.
As mentioned above, the airspeed unreliability routine may use other aircraft parameters, such as attitude, configuration, and thrust, to back-derive a reasonable airspeed through a corresponding algorithm. Based on the rational airspeeds derived from this back-calculation, it can be determined which of the normal and abnormal airspeed data based on each airspeed source.
If the airspeed data currently displayed on the PFD is determined to be close to the back-derived reasonable airspeed, the airspeed source on which it is based may be determined to be normal, and therefore, the airspeed source need not be switched; and if the difference between the currently displayed airspeed data and the back-derived reasonable airspeed exceeds a predetermined threshold, the airspeed source on which it is based is determined to be abnormal, and therefore, an airspeed source switch needs to be performed. The airspeed source switching module 526 is configured to switch the airspeed source on which the currently displayed airspeed data is based from the abnormal airspeed source to a new airspeed source if the airspeed source switching condition determination module 525 determines that the switching airspeed source condition is satisfied (i.e., the airspeed source on which the airspeed source is based is determined to be abnormal according to the difference between the currently displayed airspeed data and the back-derived reasonable airspeed exceeding the predetermined threshold).
For example, the pilot may switch between airspeed sources by directly interacting with the displayed independent airspeed display interface (e.g., touching the corresponding airspeed source item on the interface with a finger, pressing a virtual key) or other control hardware (e.g., navigation buttons, knobs, wheels, dials, etc.) to select the airspeed source that he or she needs (e.g., having the airspeed data closest to the reasonable airspeed) as the new airspeed source on which the currently displayed airspeed data is based, based on the reasonable airspeed deduced from the unreliable airspeed procedure. Thus, the system will use the selected independent airspeed source as the PFD (e.g., PFD 530a or PFD 530b) or the airspeed display source for standby instrument 540 and the associated parameter airspeed source and display it on the PFD airspeed band on the corresponding side.
In other embodiments, the airspeed source switch may also be implemented automatically by the system. If the voting airspeed fails, the system automatically switches the airspeed sources displayed on the PFD to the independent airspeed sources arranged according to the set sequence, and the independence of the airspeed sources displayed on the left and right PFDs is guaranteed as much as possible.
Subsequently, the airspeed monitoring module 521 continues to perform the next airspeed monitoring.
Although only PFD 530a, PFD 530b, and back-up meter 540 are shown in FIG. 5 as displays for displaying airspeed, it should be understood that in some embodiments more or fewer PFDs or other display devices may be used as displays for displaying airspeed data.
Additionally, it should be understood that although in the foregoing embodiments, the atmospheric data system is shown as including three sets of sensors and corresponding atmospheric data calculation modules, in actual practice, the system may include more or fewer sets of sensors and corresponding atmospheric data calculation modules, and is not limited to three sets.
Additionally, it is understood that the primary-side PFD 530a, the secondary-side PFD 530b, and the standby meter 540 may each implement the scheme described herein to independently switch airspeed sources for themselves, without having to rely on each other.
In other embodiments, the independent airspeed display interface may be an interactive window, for example, the corresponding airspeed source may be selected by a cursor controller or a touch screen click, and the selected independent airspeed source is switched to the current airspeed source on the current side after the pilot makes a second confirmation.
All of the above components or modules may be implemented by hardware, software, firmware or the like, and they may communicate data with each other through various communication media including wired media such as a cable, wired network or direct-wired connection, and wireless media such as Wifi, RF, infrared, bluetooth, local area network, and other wireless media.
By adopting the method and the system, a more intuitive and convenient airspeed source selection and switching method can be provided, and the workload of a pilot in a special scene can be reduced. For the model of the voting air data system architecture, the method can improve the availability and the safety; for the model of the independent atmospheric data system architecture, the method can also be used as a mode for backup display and airspeed source control selection, and work load and control key function backup of airspeed comparison of the unit on different pages or equipment is simplified to a certain extent.
While various embodiments have been described above, it should be understood that they have been presented by way of example only, and not limitation. Persons skilled in the relevant art(s) will recognize that various changes may be made in form and detail without departing from the spirit and scope of the invention, as defined by the appended claims. Thus, the breadth and scope of the present invention should not be limited by any of the above-described exemplary embodiments, but should be defined only in accordance with the following claims and their equivalents.
Claims (11)
1. A method for airspeed indication and source selection for an aircraft, comprising:
a) monitoring airspeed data from the atmospheric data system based on different airspeed sources;
b) judging whether airspeed abnormality exists according to the monitored airspeed data, and if the airspeed abnormality exists, then:
c) providing an independent airspeed display interface;
d) judging whether the conditions for switching airspeed sources are met:
if the condition of switching the airspeed source is met, switching the airspeed source based on currently displayed airspeed data to a new airspeed source selected by the flight unit according to the selection of the flight unit;
if the switching airspeed source condition is not met, the method returns to step a).
2. The method of claim 1, wherein the atmospheric data system is comprised of a plurality of sets of sensors and corresponding atmospheric data calculation modules.
3. The method of claim 2, wherein the determining from the monitored airspeed data whether an airspeed anomaly exists comprises one or more of:
determining whether an airspeed anomaly exists by comparing whether the difference in the airspeed data based on each airspeed source exceeds a desired range;
whether the sensor is malfunctioning; and
whether the atmospheric data calculation module fails.
4. The method of claim 1, wherein the independent airspeed display interface can simultaneously display all independent airspeed source data and also provide virtual key or touch functionality for interacting with the flight crew.
5. The method of claim 1, wherein said determining whether a switch airspeed source condition is met comprises determining whether the airspeed source on which the airspeed data currently displayed on the primary flight display PFD is based is normal:
if the airspeed source on which the currently displayed airspeed data is based is normal, determining that the airspeed source does not need to be switched;
if the airspeed source upon which the currently displayed airspeed data is based is abnormal, it is determined that an airspeed source switch needs to be performed.
6. The method of claim 4, wherein switching the airspeed source on which the currently displayed airspeed data is based to a new airspeed source comprises:
selecting a new airspeed source to switch to by the flight crew by directly interacting with the displayed independent airspeed display interface.
7. The method of claim 5, wherein switching the airspeed source on which the currently displayed airspeed data is based to a selection of an aircraft crew to a new airspeed source selected by the aircraft crew if a switch airspeed source condition is met comprises:
judging a reasonable airspeed by the flight unit according to an abnormal airspeed or an unreliable airspeed program, and selecting an airspeed source with airspeed data closest to the reasonable airspeed from all airspeed sources displayed on the independent airspeed display interface for switching;
wherein the airspeed unreliable routine back derives a reasonable airspeed based on other parameters of the aircraft, including attitude, configuration, and thrust.
8. The method of claim 1, wherein the method is performed cyclically during flight.
9. The method as set forth in claim 1, wherein said method is separately executable on a PFD on a primary drive side and a PFD on a secondary drive side to each independently switch an airspeed source.
10. A method for airspeed indication and source selection for an aircraft, comprising:
a) monitoring airspeed data from the atmospheric data system based on different airspeed sources;
b) judging whether the flight unit manually selects to look up the independent airspeed:
if the flight crew does not manually choose to look up the independent airspeed, the method returns to step a);
if the flight crew manually chooses to look up the independent airspeed, the method proceeds to step c);
c) providing an independent airspeed display interface;
d) judging whether the conditions for switching airspeed sources are met:
if the condition of switching the airspeed source is met, switching the airspeed source based on currently displayed airspeed data to a new airspeed source selected by the flight unit according to the selection of the flight unit;
if the switching airspeed source condition is not satisfied, the method returns to step a).
11. An airspeed indication and source selection system for an aircraft, comprising:
an airspeed monitoring module configured to monitor airspeed data from the atmospheric data system based on different airspeed sources;
the airspeed anomaly judgment module is configured to judge whether airspeed anomaly exists according to the monitored airspeed data;
the airspeed indication control module is configured to judge whether the flight unit manually selects to consult the independent airspeed;
the independent airspeed display module is configured to provide an independent airspeed display interface if the airspeed is abnormal or the flight set manually selects to look up the independent airspeed;
the airspeed source switching condition judging module is configured to judge whether airspeed source switching conditions are met;
and the airspeed source switching module is configured to provide the flight crew with a function of manually switching the airspeed source based on the currently displayed airspeed data into the selected new airspeed source if the airspeed source switching condition is met.
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