CN115258135A

CN115258135A - Stall protection method and system for aircraft, storage medium and aircraft

Info

Publication number: CN115258135A
Application number: CN202211081210.9A
Authority: CN
Inventors: 陈勇; 张兆亮; 刘备; 张克志; 韩亚龙; 吴蒙; 叶华鑫
Original assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Current assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Priority date: 2022-09-06
Filing date: 2022-09-06
Publication date: 2022-11-01

Abstract

The invention discloses a stall protection method and system for an aircraft, a storage medium and the aircraft. The stall protection logic for the aircraft is provided, when stall warning judgment is executed, logic operation on the left side and logic operation on the right side are independent, data on the independent sides are used for operation, any one side breaks down, data on the other side can be used as backup, and reliability of a system is guaranteed. When stall push rod operation judgment is executed and second target attack angles acquired by the left side and the right side are used as characteristics, the left side and the right side are independent in logical operation, push rod instructions can be respectively sent out after stall alarm conditions are met through triggering, and the push rod of the push rod device can be triggered only after stall controllers on the left side and the right side send out the push rod instructions at the same time, so that the safety of push rod actuation is ensured. Therefore, the system safety is effectively improved, and meanwhile, the system is ensured to have certain redundancy.

Description

Stall protection method and system for aircraft, storage medium and aircraft

Technical Field

The present invention relates to, but not limited to, the field of flight control technologies, and in particular, to a stall protection method and system for an aircraft, a storage medium, and an aircraft.

Background

The airplane stalling (Stall) refers to the phenomenon that when the attack angle (or attack angle) of the airplane exceeds a critical value (called Stall value) which depends on the characteristics of the wings, the lifting force of the airplane suddenly drops and the resistance is suddenly increased due to serious airflow separation of the lifting surface of the wings, and is particularly characterized in that the airplane automatically enters a rolling or fluttering state after losing control, so that the airplane is crashed. In order to ensure flight safety, the FAA (federal aviation administration in the united states) has regulated in the seventies of the last century that aircraft stall warning systems are the devices that civilian aircraft must be equipped with.

In the design of a conventional stall protection system and a conventional stall warning system, the system architecture generally comprises a plurality of sensors such as an attack angle sensor and an atmospheric pressure sensor, and a computer unit receives data source signals from the sensors, calculates parameters such as a true attack angle and normal overload in real time, and calculates and outputs a corresponding critical warning state. For example, the pilot may be alerted by on-screen alarms, light alarms, voice alarms, stick-jerk, etc. as the aircraft approaches or reaches the allowable limit, and the aircraft may be prevented from entering a stall condition by a stall recognition device such as a pushrod, angle of attack limiter, etc. as the aircraft further approaches the stall threshold.

Because safety and reliability need to be considered in designing the stall protection system and the warning system, especially for the system of the aircraft operating architecture, in order to achieve effective protection of the aircraft, the stall protection operating architecture is usually given higher control priority, which requires higher safety of the stall protection operating architecture. To meet the demand for high safety, the above-mentioned stall protection systems usually employ redundancy voting or joint control, which reduces the reliability and economy of the stall protection system.

In view of the above, the present invention aims to provide a stall protection logic for an aircraft, so as to effectively improve the system safety and ensure the system has a certain redundancy.

Disclosure of Invention

The embodiment of the invention provides a stall protection method and system for an aircraft, a storage medium and the aircraft, so as to provide a set of stall protection logic for the aircraft, thereby effectively improving the system safety and ensuring that the system has certain redundancy.

According to an aspect of the invention, there is provided a stall protection method for an aircraft, the method comprising: acquiring current configuration information and flight information of the aircraft, and determining a working attack angle threshold value set associated with the stalling of the aircraft according to the configuration information and the flight information, wherein the working attack angle threshold value set at least comprises a first working attack angle threshold value and a second working attack angle threshold value;

acquiring a plurality of local attack angle signals acquired by a plurality of attack angle detectors installed at different positions of the aircraft and the current lateral acceleration of the aircraft, and respectively correcting the local attack angle signals on the basis of the current lateral acceleration to obtain a plurality of corresponding first target attack angles;

respectively judging whether the first target attack angles are larger than the first working attack angle threshold value or not, and triggering a stall warning operation under the condition that at least one first target attack angle in the first target attack angles is larger than the first working attack angle threshold value; and

after the stall warning operation is triggered, determining a plurality of second target attack angles based on the plurality of first target attack angles, respectively judging whether the plurality of second target attack angles are larger than a second working attack angle threshold value, and triggering stall push rod operation under the condition that the plurality of second target attack angles are larger than the second working attack angle threshold value.

Further, the set of operational angle of attack thresholds further includes a third operational angle of attack threshold, wherein the first operational angle of attack threshold is less than the third operational angle of attack threshold, and the third operational angle of attack threshold is less than the second operational angle of attack threshold.

Further, after the triggering a stall warning operation and before the triggering a stall pushrod operation, the method further comprises: converting the local angle-of-attack signals acquired by the angle-of-attack detectors into corresponding fuselage angles-of-attack in a one-to-one correspondence manner; and respectively judging whether the plurality of the aircraft body attack angles are larger than a third working attack angle threshold value, and triggering automatic ignition operation under the condition that at least one aircraft body attack angle in the plurality of the aircraft body attack angles is larger than the third working attack angle threshold value.

Further, in the acquiring current configuration information and flight information of the aircraft, the method includes: preferentially acquiring and using the independent signal of the corresponding side as a first priority signal; in the event of a failure of the first priority signal, using a standby data source signal or using default conservative state data; and when the effective data source signal of the corresponding side cannot be obtained, triggering the stall protection system to announce or enter a safety mode.

Further, the method for determining a plurality of second target angles of attack based on the plurality of first target angles of attack after triggering the stall warning operation includes: when the first target attack angle output by the opposite side of the first target attack angle is available, averaging the first target attack angle of the side and the first target attack angle of the opposite side of the first target attack angle to determine a second target attack angle; when the first target attack angle output by the opposite side of the first target attack angle is not available or the first target attack angle output by the opposite side of the first target attack angle is not available, the first target attack angle of the side is taken as the second target attack angle.

Further, after the stall warning operation is triggered, the method further comprises: and respectively judging whether the plurality of first target attack angles are smaller than the first working attack angle threshold value, and removing the stall warning operation under the condition that all the first target attack angles in the plurality of first target attack angles are smaller than the first working attack angle threshold value.

Further, after triggering the stall pushrod operation, the method further comprises: and respectively judging whether the second target attack angles are smaller than the second working attack angle threshold value, and removing the stall push rod operation under the condition that at least one second target attack angle in the second target attack angles is smaller than the second working attack angle threshold value.

Further, after triggering the auto-ignition operation, the method further comprises: and respectively judging whether the plurality of the aircraft body attack angles are smaller than the third working attack angle threshold value, and removing the automatic ignition operation under the condition that all the aircraft body attack angles in the plurality of the aircraft body attack angles are smaller than the third working attack angle threshold value.

Further, the current configuration information and flight information of the aircraft include: wing shape, mach number, icing weather, and flight control fault information for the aircraft.

According to a further aspect of the present invention there is provided a stall protection system for an aircraft, the system comprising a plurality of stall controllers, a plurality of angle of attack probes mounted at different locations of the aircraft, a stall warning indicator, and a pusher,

each stall controller is used for acquiring current configuration information and flight information of the aircraft, and determining a working attack angle threshold value set associated with the stall of the aircraft according to the configuration information and the flight information, wherein the working attack angle threshold value set at least comprises a first working attack angle threshold value and a second working attack angle threshold value;

the plurality of angle of attack detectors are used for respectively acquiring local angle of attack signals at different positions of the aircraft;

each stall controller is further used for acquiring the current lateral acceleration of the aircraft, correcting the local attack angle signal associated with the stall controller based on the current lateral acceleration to obtain a corresponding first target attack angle, judging whether the first target attack angle is larger than a first working attack angle threshold value or not, and sending a stall warning signal to the stall warning indicator when the first target attack angle is larger than the first working attack angle threshold value;

said stall warning indicator performing a stall warning operation upon receiving said stall warning signal from any of said stall controllers;

wherein each stall controller is further configured to determine a second target angle of attack based on the first target angles of attack determined by the stall controllers, and determine whether the second target angle of attack is greater than the second working angle of attack threshold value, and send a stall pushrod signal to the pushrod device if the second target angle of attack is greater than the second working angle of attack threshold value;

the push rod device only executes the stall push rod operation after receiving the stall push rod signals sent by all the stall controllers at the same time.

Further, the system further comprises an engine; each stall controller is further used for converting the local attack angle signal related to the stall controller to obtain a corresponding aircraft body attack angle, judging whether the aircraft body attack angle is larger than the third working attack angle threshold value or not, and sending an automatic ignition signal to the engine under the condition that the aircraft body attack angle is larger than the third working attack angle threshold value.

Further, each stall controller is further configured to, when it can be determined that the first target angle of attack output via the angle of attack sensor on its opposite side is available, average the first target angle of attack on its own side and the first target angle of attack on its opposite side to determine the second target angle of attack; each stall controller is further configured to take the first target angle of attack on the own side as the second target angle of attack when the first target angle of attack output via the angle of attack sensor on the opposite side thereof cannot be judged to be available, or each stall controller is further configured to take the first target angle of attack on the own side as the second target angle of attack when the first target angle of attack output via the angle of attack sensor on the opposite side thereof is judged to be unavailable.

According to another aspect of the present invention, there is provided a storage medium having stored therein a plurality of instructions adapted to be loaded by a processor to perform any of the foregoing stall protection methods for an aircraft.

According to another aspect of the invention there is provided an aircraft comprising any of the stall protection systems for aircraft described above.

The stall warning method and the stall warning device have the advantages that when stall warning judgment is executed, the left side and the right side are independent in logic operation, the data of the independent sides are used for operation, any one side breaks down, the data of the other side can be used as backup, and the reliability of a system is guaranteed. When stall push rod operation judgment is executed and second target attack angles acquired by the left side and the right side are used as characteristics, the left side and the right side are independent in logical operation, push rod instructions can be respectively sent out after stall alarm conditions are met through triggering, and the push rod of the push rod device can be triggered only after stall controllers on the left side and the right side send out the push rod instructions at the same time, so that the safety of push rod actuation is ensured.

Drawings

The technical scheme and other beneficial effects of the invention are obvious from the detailed description of the specific embodiments of the invention in combination with the attached drawings.

FIG. 1 is a flow chart illustrating steps of a stall protection method for an aircraft according to an embodiment of the present invention.

Fig. 2 is a block diagram of a stall protection system architecture for an aircraft according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Illustratively, the state of the aircraft during flight is determined by a number of factors. These factors may include, for example, but are not limited to, the speed of the aircraft, the size of the aircraft, the shape of the wings of the aircraft, the angle of attack of the aircraft, and other types of factors. In some cases, the maneuver performance of the aircraft may change in response to changes in the state of the aircraft during flight.

For example, an aircraft may stall if the angle of attack of the aircraft increases in a manner that results in a decrease in the amount of lift generated by the aircraft during flight. As used herein, "lift" is the force generated when air flows over an aircraft during flight. This force acts directly against the weight of the aircraft and keeps the aircraft airborne.

The particular angle of attack at which the lift generated by the aircraft is reduced may vary for different types of aircraft. The angle of attack at which an aircraft may potentially stall may be based on factors such as, but not limited to, the profile of the aircraft wing, the platform of the wing, the aspect ratio of the wing, and other factors. Further, the angle of attack at which the aircraft can potentially stall corresponds to a particular speed of the aircraft. This speed may be referred to as the "stall speed".

Referring now to fig. 1, fig. 1 is a flow chart illustrating steps of a stall protection method for an aircraft according to an embodiment of the present invention. The method comprises the following steps:

step S10, obtaining current configuration information and flight information of the aircraft, and determining a working attack angle threshold value set associated with the stalling of the aircraft according to the configuration information and the flight information, wherein the working attack angle threshold value set at least comprises a first working attack angle threshold value and a second working attack angle threshold value;

step S20, acquiring a plurality of local attack angle signals acquired by a plurality of attack angle detectors installed at different positions of the aircraft and the current lateral acceleration of the aircraft, and respectively correcting the local attack angle signals based on the current lateral acceleration to obtain a plurality of corresponding first target attack angles;

step S30, respectively judging whether the first target attack angles are larger than the first working attack angle threshold value, and triggering stall warning operation under the condition that at least one first target attack angle in the first target attack angles is larger than the first working attack angle threshold value; and

step S40, after the stall warning operation is triggered, determining a plurality of second target attack angles based on the plurality of first target attack angles, respectively judging whether the plurality of second target attack angles are larger than a second working attack angle threshold value, and triggering stall push rod operation under the condition that the plurality of second target attack angles are larger than the second working attack angle threshold value.

The steps S10 to S40 will be specifically described below.

In step S10, current configuration information about the aircraft and flight information are collected, for example, by sensors provided on the aircraft and/or an aircraft control stall controller (computer). For example, the current configuration information of the aircraft includes, but is not limited to, aircraft control surface information, aircraft wing state information, aircraft icing state information, and anti-icing state information. The flight information includes the speed of the aircraft relative to the air, mach number, aircraft mass, air density, load factor, lift gradient, angle of attack, and the like. Meanwhile, the configuration of the aircraft includes, for example, the position of flaps or other flight control devices.

Determining a working attack angle threshold value set associated with the stalling of the aircraft according to the acquired current configuration information and flight information of the aircraft, wherein the working attack angle threshold value set at least comprises a first working attack angle threshold value and a second working attack angle threshold value. Specifically, the first working attack angle threshold is a preset stall warning working attack angle, and the second working attack angle threshold is a preset stall push rod working attack angle.

In step S20, each wing of the aircraft typically has an angle of attack detector (e.g., a tongue positioned on an edge of the wing) that measures a current value of the angle of attack. The measurements are transmitted to a pointer on the dashboard giving the current value of the angle of attack. Using a plurality of angle of attack detectors mounted at different locations of the aircraft for sensing aircraft airflow angles at the different locations to respectively obtain a corresponding plurality of local angle of attack signals.

In embodiments of the present invention, the plurality of angle of attack detectors may refer to 2, 3 or more. The adaptive selection can be carried out according to the practical application condition.

Meanwhile, the current lateral acceleration of the aircraft can be obtained from a course attitude system, and the local attack angle signals are respectively corrected on the basis of the current lateral acceleration to obtain a plurality of first target attack angles in one-to-one correspondence so as to eliminate the influence of sideslip sensitivity. The first target attack angle is the corrected local attack angle.

In step S30, the stall controller is used for stall warning and protection determination, as an example. And the stall controllers on the left side and the right side respectively and independently judge whether the first target attack angle on the left side is larger than the first working attack angle threshold value, and when the stall controllers on the left side and the right side judge that the first target attack angle on the left side reaches the first working attack angle threshold value, the stall warning operation is triggered.

In step S40, after triggering the stall warning operation, determining a plurality of second target angles of attack based on the plurality of first target angles of attack, respectively determining whether the plurality of second target angles of attack are greater than the second working angle of attack threshold, and triggering a stall push rod operation if the plurality of second target angles of attack are greater than the second working angle of attack threshold.

That is, when the stall push rod operation judgment is executed, the second target attack angles acquired at the left side and the right side are used as characteristic values for comprehensive judgment, the logic operation at the left side and the logic operation at the right side are independent, and when the stall warning operation triggering conditions at the left side and the right side are met, the stall push rod operation is triggered only when the stall controllers at the left side and the right side simultaneously judge that the second target attack angles at the left side and the right side are both larger than the second working attack angle threshold value, so that the safety of the stall push rod operation is ensured.

By adopting the technical scheme provided by the embodiment of the invention, when stall alarm judgment is executed, the left and right sides are independent in logical operation, the data of the independent sides are used for operation, any one side fails, and the data of the other side can be used as backup, so that the reliability of the system is ensured. When stall push rod operation judgment is executed and second target attack angles acquired by the left side and the right side are used as characteristics, logical operations of the left side and the right side are independent, push rod instructions can be sent out respectively after stall warning conditions are met through triggering, and the push rod of the push rod device can be triggered only after stall controllers on the left side and the right side send the push rod instructions at the same time, so that the safety of push rod actuation is guaranteed.

Meanwhile, in the embodiment of the invention, a signal redundancy mode is adopted for important signals, a first priority signal of a corresponding side is designed, and after the first priority signal fails, a standby signal or default conservative state data is used.

Specifically, when obtaining the current configuration information and flight information of the aircraft, the method includes: preferentially acquiring and using the independent signal of the corresponding side as a first priority signal; in the event of a failure of the first priority signal, using a standby data source signal or using default conservative state data; and when the effective data source signal of the corresponding side cannot be acquired, triggering the stall protection system to notify or enter a safety mode.

The current configuration information and flight information of the aircraft include, for example: the wing shape, mach number, icing weather, flight control fault information and the like of the aircraft.

Further, the set of operational angle-of-attack thresholds further includes a third operational angle-of-attack threshold, wherein the first operational angle-of-attack threshold is less than the third operational angle-of-attack threshold, and the third operational angle-of-attack threshold is less than the second operational angle-of-attack threshold. Specifically, the third operational angle-of-attack threshold is a preset auto-ignition operational angle-of-attack.

Further, after the triggered stall warning operation and before the triggered stall push rod operation, the method further comprises: converting the local angle-of-attack signals acquired by the angle-of-attack detectors into corresponding fuselage angles-of-attack in a one-to-one correspondence manner; and respectively judging whether the plurality of the aircraft body attack angles are larger than a third working attack angle threshold value, and triggering automatic ignition operation under the condition that at least one aircraft body attack angle in the plurality of the aircraft body attack angles is larger than the third working attack angle threshold value.

It should be noted that, in the embodiment of the present invention, the auto-ignition operation logic is independently operated by the stall controller on one side, and for the stall controller on any side, when the fuselage angle of attack reaches the third working angle of attack threshold, the stall controller on that side will send out an auto-ignition signal and activate the engine to continue ignition for thrust compensation, and then the flight speed of the aircraft is increased to raise the third working angle of attack threshold, so as to bring the aircraft out of the current stall state.

Further, the method for determining a plurality of second target angles of attack based on the plurality of first target angles of attack after triggering the stall warning operation includes: for any one of the left and right stall controllers, when the stall controller can judge that the first target attack angle output by the opposite side of the stall controller is available, averaging the first target attack angle of the side and the first target attack angle of the opposite side of the stall controller to determine the second target attack angle, namely calculating the average local attack angles of the left and right sides to determine the second target attack angle; and when the first target attack angle output by the opposite side of the first target attack angle is not available, or when the first target attack angle output by the opposite side of the first target attack angle is not available, the first target attack angle of the side is taken as the second target attack angle.

It should be understood that if the first target attack angle, the fuselage attack angle and the second target attack angle acquired by any one of the left and right stall controllers are respectively higher than the set working attack angle, the corresponding alarm signal, the push rod signal or the automatic ignition signal will be continuously sent out until the corresponding attack angle value is lower than the working attack angle by a certain threshold value, and the relevant signal will not be sent out.

After triggering the stall warning operation, the method further comprises: and respectively judging whether the plurality of first target attack angles are smaller than the first working attack angle threshold value, and removing the stall warning operation under the condition that all the first target attack angles in the plurality of first target attack angles are smaller than the first working attack angle threshold value.

After triggering the stall pushrod operation, the method further comprises: and respectively judging whether the second target attack angles are smaller than the second working attack angle threshold value, and removing the stall push rod operation under the condition that at least one second target attack angle in the second target attack angles is smaller than the second working attack angle threshold value.

After triggering the auto-ignition operation, the method further comprises: and respectively judging whether the plurality of the aircraft body attack angles are smaller than the third working attack angle threshold value, and removing the automatic ignition operation under the condition that all the aircraft body attack angles in the plurality of the aircraft body attack angles are smaller than the third working attack angle threshold value.

According to yet another aspect of the present invention, a stall protection system for an aircraft is provided.

As shown in fig. 2, exemplarily, in an embodiment of the present invention, a stall protection system for an aircraft includes stall controllers (stall protection core arithmetic devices), where one corresponding stall controller is generally disposed corresponding to each of the left and right sides of the aircraft, and the stall controllers on the left and right sides respectively obtain current flying aircraft configurations such as aircraft wing configuration, aircraft icing condition, aircraft flying speed, and flight information from a landing gear system, an atmospheric data system, a standby instrument system, an anti-icing detection system, a heading attitude system, a flap/slat control system, and an avionics system of the aircraft.

The stall protection system also comprises a plurality of attack angle detectors, stall warning indicators and push rod devices which are arranged at different positions of the aircraft, the stall characteristics of the aircraft are comprehensively judged according to various acquired information of the aircraft wing form, icing weather, flight control faults and the like, and proper stall warning or protection operation is given out in time.

Specifically, each stall controller is used to independently calculate stall warning function logic. Each stall controller is used for acquiring current configuration information and flight information of the aircraft, and determining a working attack angle threshold value set associated with the stall of the aircraft according to the configuration information and the flight information, wherein the working attack angle threshold value set at least comprises a first working attack angle threshold value and a second working attack angle threshold value. Specifically, the first working attack angle threshold is a preset stall warning working attack angle, and the second working attack angle threshold is a preset stall push rod working attack angle.

The plurality of angle of attack detectors are used for respectively acquiring local angle of attack signals at different positions of the aircraft.

Each stall controller is further configured to acquire a current lateral acceleration of the aircraft, modify a local angle of attack signal associated with the stall controller based on the current lateral acceleration to obtain a corresponding first target angle of attack, determine whether the first target angle of attack is greater than a first working angle of attack threshold value, and send a stall warning signal to the stall warning indicator when the first target angle of attack is greater than the first working angle of attack threshold value.

The stall warning indicator performs a stall warning operation after receiving the stall warning signal from any one of the stall controllers.

Wherein each stall controller is further configured to determine a second target angle of attack based on the plurality of first target angles of attack respectively determined by the plurality of stall controllers and determine whether the second target angle of attack is greater than the second working angle of attack threshold value, and send a stall pushrod signal to the pushrod device if the second target angle of attack is greater than the second working angle of attack threshold value, if the stall warning operation has been triggered.

The push rod device only executes the stall push rod operation after receiving the stall push rod signals sent by all the stall controllers at the same time. Specifically, the push rod device is used for controlling the servo motor of the elevator to drive the steering column to move forwards, so that the aircraft lowers the head. The stall controllers on the left side and the right side drive a set of push rod devices together.

By adopting the stall protection system for the aircraft provided by the embodiment of the invention, when stall warning judgment is executed, the logical operations of the left side and the right side are independent, the data of the independent sides are used for performing the operation, any one side fails, and the data of the other side can be used as a backup, so that the reliability of the system is ensured. When stall push rod operation judgment is executed and second target attack angles acquired by the left side and the right side are used as characteristics, logical operations of the left side and the right side are independent, push rod instructions can be sent out respectively after stall warning conditions are met through triggering, and the push rod of the push rod device can be triggered only after stall controllers on the left side and the right side send the push rod instructions at the same time, so that the safety of push rod actuation is guaranteed.

It will be appreciated that the set of operational angle of attack thresholds described above should be determined based on the configuration of the aircraft wing and the aircraft mach number. Meanwhile, under icing flight conditions, the stall protection system provides a stall protection function with a higher safety margin. Under different icing flight conditions, the stall control (SPC) enters a corresponding icing condition working mode, the working attack angle is set to different values, and corresponding working instructions such as EICAS (Engine Indication And Crew Alerting System) information And indicator lights are provided. The entering and exiting of different icing condition working modes are subject to corresponding icing mode entering/exiting criteria according to flight safety.

Specifically, in the embodiment of the present invention, a plurality of angle of attack sensors installed at different positions of an aircraft are used as an angle of attack detector, a stall controller (SPC) is used as a core arithmetic device, and an autopilot servo is used as a pusher. The power supply system, the landing gear system, the atmospheric data system, the standby instrument system, the anti-icing detection system, the course attitude system, the flap/slat control system and the avionic system provide relevant input for a stall controller (SPC).

Each side stall controller needs to receive information from multiple data sources, including the respective opposite side stall controller. When one of the stall controllers detects a faulty input from one of the data sources, it attempts to use the next best data source or default to a conservative operating logic. If the absence of a data source is irreversible or triggers a default safety event, the side stall controller will notify the corresponding failure event.

Illustratively, as shown in fig. 2, in the embodiment of the invention, two stall controllers on the left side and the right side are used for independently calculating the stall warning operation logic. And each side stall controller is used for filtering the local attack angle measured by the attack angle detector and correcting the local attack angle by using lateral acceleration. For any stall controller, when the local attack angle corrected based on the lateral acceleration is used as a first target attack angle, and when the first target attack angle is judged to reach a first working attack angle threshold (a preset stall warning working attack angle), the stall controller on the side should send a stall warning signal to the stall warning indicator, and drive the rod shaking devices on the two sides to perform rod shaking operation.

Illustratively, in an embodiment of the present invention, the stall warning indicator comprises a stall warning stick shaker that is used to simulate buffeting and provide a tactile warning to the pilot. Meanwhile, the warning information of "STALL" is displayed on a PFD (Flight Display) screen of the corresponding side, and the voice warning of "STALL" appears. And the stall warning signal sent by the stall controller at any side can simultaneously drive the rod shaking devices at both sides to shake rods.

After a local side stall controller (SPC) sends a stall warning signal, when the local side stall controller (SPC) corrects a local attack angle based on lateral acceleration to obtain a first target attack angle, and when the first target attack angle associated with the stall controller is judged to be lower than a first working attack angle threshold value, the stall warning signal on the local side is removed; after stall warning signals are sent by stall controllers (SPC) on the left side and the right side, when local attack angles on the left side and the right side are corrected based on lateral acceleration respectively to obtain first target attack angles corresponding to the left side and the right side, and when a plurality of first target attack angles associated with the stall controllers on the left side and the right side are judged to be lower than a first working attack angle threshold value, the stall warning signals on the left side and the right side are removed.

Before the stall warning signal is triggered, if the autopilot and the automatic throttle function are switched on, the action of triggering the stall warning will automatically switch off the autopilot and the automatic throttle, preventing the autopilot from interfering with the pilot's operation.

Further, the set of operational angle of attack thresholds further includes a third operational angle of attack threshold, wherein the first operational angle of attack threshold is less than the third operational angle of attack threshold, and the third operational angle of attack threshold is less than the second operational angle of attack threshold. Specifically, the third operational angle of attack threshold is a preset auto-ignition operational angle of attack.

Further, the stall protection system further comprises an engine; each stall controller is further configured to convert the local angle of attack signal associated with the stall controller to obtain a corresponding fuselage angle of attack, determine whether the fuselage angle of attack is greater than the third operational angle of attack threshold, and send an auto-ignition signal to the engine if the fuselage angle of attack is greater than the third operational angle of attack threshold.

It should be noted that in the embodiment of the present invention, the auto-ignition function logic is independently operated by the single-sided stall controller. For any stall controller, when the value of the attack angle of the engine body reaches the preset autoignition working attack angle, the stall controller on the side sends out an autoignition signal and triggers the engine to continuously ignite. After the engine obtains the anti-stall automatic ignition instruction, the thrust compensation is carried out, the speed of the aircraft is increased, the third working attack angle threshold value is increased, and the stall state is changed out.

Further, each stall controller is further configured to, when it can be determined that the first target angle of attack output via the angle of attack sensor on its opposite side is available, average the first target angle of attack on its own side and the first target angle of attack on its opposite side to determine the second target angle of attack; namely, calculating the average local attack angles of the left side and the right side to determine the second target attack angle; each stall controller is further configured to take the first target angle of attack on the own side as the second target angle of attack when the first target angle of attack output via the angle of attack sensor on the opposite side thereof cannot be judged to be available, or each stall controller is further configured to take the first target angle of attack on the own side as the second target angle of attack when the first target angle of attack output via the angle of attack sensor on the opposite side thereof is judged to be unavailable.

When the stall controllers on the left side and the right side send stall push rod signals, the stall protection system drives the push rod device to push the driving rod forwards. The stall controllers on the left side and the right side can send out stall push rod signals after triggering stall warning signals so as to trigger the push rod devices to execute push rod operation. The pusher can be disconnected by pressing the AP DISC switch on the steering wheel. By turning the A/P-A/T DISC switch on the FCP to the OFF position, the function of the putter can also be absolutely turned OFF to ensure that the putter does not interfere with the pilot's operation. The pusher function can be reengaged by toggling the A/P-A/T DISC switch ON the FCP to the ON position. The putter function has priority over the autopilot and AP SYNC when the putter is operating. The stick function remains active during the stick for alerting the pilot of the aircraft stall condition.

Additionally, the present invention provides a storage medium having stored therein a plurality of instructions adapted to be loaded by a processor to perform any of the above described stall protection methods for an aircraft.

The invention also provides an aircraft comprising any of the stall protection systems for aircraft described above.

In view of the foregoing, it is intended that the present invention cover the preferred embodiment of the invention and not be limited thereto, but that various changes and modifications can be made therein by those skilled in the art without departing from the spirit and scope of the invention.

Claims

1. A stall protection method for an aircraft, the method comprising:

obtaining current configuration information and flight information of the aircraft, and determining a working attack angle threshold value set associated with the stalling of the aircraft according to the configuration information and the flight information, wherein the working attack angle threshold value set at least comprises a first working attack angle threshold value and a second working attack angle threshold value;

acquiring a plurality of local attack angle signals acquired by a plurality of attack angle detectors installed at different positions of the aircraft and the current lateral acceleration of the aircraft, and respectively correcting the local attack angle signals based on the current lateral acceleration to obtain a plurality of corresponding first target attack angles;

respectively judging whether the plurality of first target attack angles are larger than the first working attack angle threshold value or not, and triggering stall warning operation under the condition that at least one first target attack angle in the plurality of first target attack angles is larger than the first working attack angle threshold value; and

2. Stall protection method for an aircraft according to claim 1,

the working angle of attack threshold set further comprises a third working angle of attack threshold, wherein the first working angle of attack threshold is smaller than the third working angle of attack threshold, and the third working angle of attack threshold is smaller than the second working angle of attack threshold.

3. The stall protection method for an aircraft according to claim 2, wherein after the triggering stall warning operation and before the triggering stall pushrod operation, the method further comprises:

converting the local angle-of-attack signals acquired by the angle-of-attack detectors into corresponding fuselage angles-of-attack in a one-to-one correspondence manner;

and respectively judging whether the incidence angles of the plurality of airframes are larger than a third working incidence angle threshold value, and triggering automatic ignition operation under the condition that at least one of the incidence angles of the plurality of airframes is larger than the third working incidence angle threshold value.

4. The stall protection method for an aircraft according to claim 1, wherein, in the obtaining current configuration information and flight information for the aircraft, the method comprises:

preferentially acquiring and using the independent signal of the corresponding side as a first priority signal;

in the event of a failure of the first priority signal, using a backup data source signal or using default conservative state data; and

and when the effective data source signal of the corresponding side cannot be acquired, triggering the stall protection system to notify or entering a safety mode.

5. The stall protection method for an aircraft according to claim 1, wherein the method of determining a plurality of second target angles of attack based on the plurality of first target angles of attack after triggering the stall warning operation comprises:

when the first target attack angle output by the opposite side of the first target attack angle is available, averaging the first target attack angle of the side and the first target attack angle of the opposite side of the first target attack angle to determine a second target attack angle;

and when the first target attack angle output by the opposite side of the vehicle cannot be judged whether to be available or not or when the first target attack angle output by the opposite side of the vehicle cannot be judged to be available, taking the first target attack angle of the side as the second target attack angle.

6. The stall protection method for an aircraft according to claim 1, wherein after triggering a stall warning operation, the method further comprises:

and respectively judging whether the plurality of first target attack angles are smaller than the first working attack angle threshold value, and removing the stall warning operation under the condition that all the first target attack angles in the plurality of first target attack angles are smaller than the first working attack angle threshold value.

7. The stall protection method for an aircraft according to claim 1, wherein after triggering a stall pushrod operation, the method further comprises:

and respectively judging whether the second target attack angles are smaller than the second working attack angle threshold value, and removing the stall push rod operation under the condition that at least one second target attack angle in the second target attack angles is smaller than the second working attack angle threshold value.

8. The stall protection method for an aircraft according to claim 3, wherein after triggering an auto-ignition operation, the method further comprises:

and respectively judging whether the plurality of the aircraft body attack angles are smaller than the third working attack angle threshold value, and removing the automatic ignition operation under the condition that all the aircraft body attack angles in the plurality of the aircraft body attack angles are smaller than the third working attack angle threshold value.

9. The stall protection method for an aircraft according to claim 1, wherein the current configuration information and flight information of the aircraft includes: wing shape, mach number, icing weather, and flight control fault information for the aircraft.

10. A stall protection system for an aircraft, the system comprising a plurality of stall controllers, a plurality of angle of attack detectors mounted at different locations of the aircraft, a stall warning indicator, and a pushrod,

wherein each stall controller is further configured to, in a case where the stall warning operation has been triggered, determine a second target angle of attack based on the first target angles of attack determined by the stall controllers, respectively, and determine whether the second target angle of attack is greater than the second working angle of attack threshold, and send a stall pushrod signal to the pushrod device in a case where the second target angle of attack is greater than the second working angle of attack threshold;

11. The stall protection system for an aircraft according to claim 10,

the set of operational angle of attack thresholds further includes a third operational angle of attack threshold, wherein the first operational angle of attack threshold is less than the third operational angle of attack threshold, and the third operational angle of attack threshold is less than the second operational angle of attack threshold.

12. The stall protection system for an aircraft of claim 11, wherein the system further comprises an engine;

each stall controller is further used for converting the local attack angle signal related to the stall controller to obtain a corresponding aircraft body attack angle, judging whether the aircraft body attack angle is larger than the third working attack angle threshold value or not, and sending an automatic ignition signal to the engine under the condition that the aircraft body attack angle is larger than the third working attack angle threshold value.

13. The stall protection system for an aircraft according to claim 10,

each stall controller is further configured to, when it can be determined that the first target angle of attack output via the angle of attack sensor on the opposite side thereof is available, average the first target angle of attack on the own side and the first target angle of attack on the opposite side thereof to determine the second target angle of attack;

each stall controller is further configured to take the first target angle of attack on the own side as the second target angle of attack when the first target angle of attack output via the angle of attack sensor on the opposite side thereof cannot be judged to be available, or each stall controller is further configured to take the first target angle of attack on the own side as the second target angle of attack when the first target angle of attack output via the angle of attack sensor on the opposite side thereof is judged to be unavailable.

14. A storage medium having stored therein a plurality of instructions adapted to be loaded by a processor to perform a stall protection method for an aircraft according to any one of claims 1 to 9.

15. An aircraft, characterized in that it comprises a stall protection system for an aircraft according to any one of claims 10 to 13.