CN115328187A - Aircraft control method for side lever with front wheel turning function based on side lever authority switch - Google Patents
Aircraft control method for side lever with front wheel turning function based on side lever authority switch Download PDFInfo
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- CN115328187A CN115328187A CN202211137457.8A CN202211137457A CN115328187A CN 115328187 A CN115328187 A CN 115328187A CN 202211137457 A CN202211137457 A CN 202211137457A CN 115328187 A CN115328187 A CN 115328187A
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- 238000001514 detection method Methods 0.000 abstract description 4
- 238000012545 processing Methods 0.000 description 6
- 238000005096 rolling process Methods 0.000 description 6
- 238000012986 modification Methods 0.000 description 3
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- 230000000903 blocking effect Effects 0.000 description 2
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- 230000005283 ground state Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
- G05D1/0816—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft to ensure stability
- G05D1/0833—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft to ensure stability using limited authority control
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Abstract
The invention provides an aircraft control method for a side lever with a front wheel turning function based on a side lever authority switch, wherein the aircraft control method comprises the following steps: the sidestick is in sidestick mode from an initial state and locks the function of the front wheel turning mode, and the aircraft is then operated, when the aircraft is operating, upon detecting that the aircraft is on the ground and detecting that the aircraft's wheel speed is less than a first threshold, the method comprising: activating a front wheel turning mode of a side lever and locking a function of the side lever mode, and then detecting a pressed state of an authority switch of the side lever; and when the aircraft is operating, after detecting that the aircraft is on the ground and detecting that the wheel speed of the aircraft is greater than a first threshold, or when detecting that the aircraft is not on the ground, then the method comprises: the sidebar mode of the sidebar is activated and the function of the front wheel turning mode is locked, followed by the detection of the pressed state of the authority switch of the sidebar.
Description
Technical Field
The invention relates to a method for controlling an aircraft with a side lever with a front wheel turning function based on a side lever authority switch, in particular to automatic switching between a front wheel turning mode and a side lever mode of the side lever in different operation scenes of the aircraft, and different instructions sent by pressing the side lever authority switch in different operation scenes of the aircraft, belonging to the field of design of control devices of civil aircraft flight control systems.
Background
The adoption of the side rods to realize the control of the pitching and rolling attitudes of the aircraft is the development trend of the modern civil aircraft. The traditional civil aircraft takes a front wheel turning hand wheel and a side rod as hand operation input of a driver (or called as an operator), takes a pedal as foot input, converts mechanical operation of the driver into an electric signal through a displacement sensor and outputs the electric signal to a corresponding aircraft onboard computer so as to realize turning control of the aircraft on the ground and attitude control of the aircraft during flight.
At present, a civil aircraft adopts a conventional front wheel frame-falling turning hand wheel and a side lever, and the control logic is approximately as follows:
front wheel turning hand wheel: when a driver rotates a turning hand wheel, a position sensor in the hand wheel sends a turning control signal to a brake system control assembly to control the aircraft to turn. In addition, the driver can step on the pedals and simultaneously send out a control signal for turning the front wheel.
Side rod: when the driver operates the side rod, the position sensor in the side rod sends a pitching/rolling signal to the flight control computer to control the pitching/rolling attitude of the aircraft.
However, the conventional front wheel turning hand wheel and sidebar assembly separation arrangement has the following disadvantages:
a) Generally, the device is divided into two devices, so that the device is heavy and occupies much space. Because the space on the side control platform is limited, a side rod, a front wheel turning hand wheel and a side display need to be arranged at the same time, an optimal arrangement point is difficult to find, and a driver can feel uncomfortable in operation or interfere with the optimal arrangement point;
b) In the process of sliding, taking off and running of the aircraft, a driver needs to move hands from a hand wheel to a side rod for flight control, so that inconvenience is brought to the operation of the driver;
c) The conventional wheel turning hand wheel and the side rods respectively convert mechanical operation of a driver into electric signals through displacement sensors in respective equipment and respectively output the electric signals to corresponding computers to realize turning control of an aircraft on the ground and attitude control during flight.
In view of the design features of conventional front wheel turning handwheels and side bars in conventional split arrangements that are not entirely satisfactory, a control system for controlling an aircraft has been proposed by BAE systems common limited.
The control system is characterized in that a new control scheme is provided based on a conventional passive side lever. Specifically, when the aircraft flies, the side rod pitching shaft controls the pitching of the aircraft, and the side rod rolling shaft controls the rolling of the aircraft; when the aircraft is on the ground, the side rod pitching axis controls the aircraft to brake, and the side rod rolling axis controls the front wheel of the aircraft to turn.
However, this integrated control is not consistent with conventional piloting practices, which may cause discomfort to the pilot or may cause mishandling, resulting in safety risks to the aircraft.
At present, a prior application (application number 202111576724.7) by the inventor proposes an aircraft maneuvering device integrating a nose wheel turning function and a side lever function, comprising: a bearing block, a side lever actuation part, a turning actuation part, a blocking device and an actuating device, wherein in the blocking state the turning actuation part cannot pivot relative to the side lever actuation part such that the aircraft steering device is in a side lever mode, and wherein in the release state the turning actuation part can pivot relative to the side lever actuation part about a vertical axis Z and the aircraft steering device is in a front wheel turning mode. So that the installation space can be saved and the pilot's manipulation can be facilitated, the manipulation efficiency can be improved, and the reliability of the manipulation can be improved.
Another prior application by the inventor (application No. 202111576292. X) proposes an aircraft maneuvering control system comprising: aircraft state sensor, processing system, aircraft controlling means as described above, wherein processing system sends locking control command to the locking means based on the state of the aircraft and the switch signal to control the operation of the locking means. Such a control system can improve the reliability of the aircraft controls.
However, based on the feedback of the actual pilot after piloting the aircraft, it is desirable to add a further different application scenario to the aircraft control device of the above application, which allows the aircraft to automatically switch between the side-stick mode and the front-wheel turning mode, and to conveniently issue different control commands to the aircraft according to different operation scenarios when manual control of the aircraft is required.
Therefore, there is still a need for further improvements to the existing aircraft sidestick function switching logic and function suppression logic and sidestick permission switch adaptation scenarios.
Disclosure of Invention
In order to solve the above problems in the prior art, the present application provides an aircraft control method based on an applied aircraft control device and an applied aircraft control system, and the method includes switching between a front wheel turning function and a side bar function (pitch and roll) of a side bar, and outputting different side bar permission switch signals when a side bar permission switch is pressed based on an aircraft flight state, so as to meet driving control requirements of a driver in different operation scenes.
To solve the above problems, the present invention provides
An aircraft control method for a side lever with a front wheel turning function based on a side lever authority switch, wherein the aircraft control method comprises the following steps: the side lever is in a side lever mode from an initial state, and locks a function of a front wheel turning mode, and then the aircraft starts to operate, and when the aircraft operates, the front wheel turning mode of the side lever is activated and the function of the side lever mode is locked, and then a pressed state of an authority switch of the side lever is detected when the aircraft is detected to be on the ground and a wheel speed of the aircraft is less than a first threshold value; and when the aircraft is running, activating a side lever mode of the side lever and locking a function of a front wheel turning mode when the aircraft is detected to be on the ground and the speed of a wheel of the aircraft is greater than a first threshold value or when the aircraft is detected not to be on the ground, and then detecting a pressed state of an authority switch of the side lever.
According to an aspect of the invention, during activation of the sidebar into the nose wheel turning mode, upon detection of the authority switch of the sidebar being in the release relaxed state, the sidestick nose wheel turning signal and the pedal nose wheel turning signal of the aircraft are maintained, and the first signal for nose wheel turning is the sidestick nose wheel turning signal and the pedal nose wheel turning signal.
According to an aspect of the present invention, during the sidebar activated front wheel turning mode, upon detecting that the authority switch of the sidebar is pressed in the press activated state, the sidebar front wheel turning signal is asserted and the pedal front wheel turning signal is turned off, and the first signal for front wheel turning is the sidebar front wheel turning signal.
According to one aspect of the invention, during activation of the nose wheel turn mode by the sidebar, the first signal for the nose wheel turn is split into two paths, one of which is input to the flight control computer of the aircraft via the actuator control electronics, and the other of which is input directly to the landing gear control computer of the aircraft.
According to one aspect of the invention, the existing sidebar priority status is maintained upon detecting that the sidebar's authority switch is in the release relaxed state during activation of the sidebar mode by the sidebar.
According to one aspect of the invention, during activation of the sidebar mode, if the aircraft is not in automatic flight mode, upon detecting that the authority switch of the sidebar is pressed in the pressed activation state, the sidebar priority of the sidebar is activated, allowing the sidebar to issue a command that is superior to the sidebar of another cockpit.
According to one aspect of the invention, during activation of the sidebar mode, if the aircraft is already in automatic flight mode, upon detection of the sidebar's authorization switch being pressed in the pressed activation state, the automatic flight mode is disengaged, allowing the pilot to intervene in the manual control.
According to one aspect of the invention, during activation of the side bar mode by the side bar, a switch signal to activate the side bar priority of the side bar or a switch signal to deactivate the automatic flight mode is input into the flight control computer of the aircraft by different actuator control electronics.
The control method has the advantages that two working modes, namely a side lever mode and a front wheel turning mode, of the side lever can be automatically switched based on the running state of the aircraft; and under the corresponding specific condition, the authority switch of the side lever can output different switch control instructions:
1) When the aircraft is on the ground (conditions including but not limited to wheel load, wheel speed, height and the like are met) and the wheel speed is less than a threshold value V0, a control instruction output after the authority switch is pressed is to temporarily cut off a front wheel turning signal;
2) When the aircraft is on the ground (conditions including but not limited to wheel load, wheel speed, altitude and the like are met) and the wheel speed is greater than a threshold value V0 or the aircraft is in the air but not in automatic flight, the control instruction output after the authority switch is pressed is side-bar priority control;
3) When the aircraft is in an automatic flight state, the control instruction output after the authority switch is pressed is to disconnect automatic flight.
The control method based on the aircraft running state meets the actual requirement of a pilot, and the side lever authority switch is in the prior art and does not need to be additionally provided with an additional instruction switch.
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 exemplary embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings depict only exemplary 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 is a flow chart of an aircraft control method for a sidestick in accordance with a preferred embodiment of the present invention;
fig. 2 is a schematic view of an electrical interface of an aircraft according to a preferred embodiment of the invention.
Detailed Description
While the invention will be described in connection with certain embodiments and with reference to certain drawings, it is to be understood that the invention is not limited to the precise details set forth herein, which are capable of modifications in various obvious respects, this invention may be practiced otherwise than as described herein, and various other modifications may be effected by those skilled in the art without departing from the spirit and scope of the invention.
Aircraft typically include flight status sensors, processing systems onboard the aircraft, and aircraft operators.
The flight state sensor is used for sensing information such as the ground speed, the wheel rotating speed and the distance from the ground of the aircraft and sending corresponding signals to a processing system on board the aircraft.
An aircraft onboard processing system determines whether the aircraft is in an off-ground flight state or a ground state based on signals from the aircraft state sensors, wherein the aircraft onboard processing system preferably includes a flight control computer and a landing gear control computer. Flight control computers are used to control the attitude of an aircraft, such as the pitch and roll attitude of the aircraft, while the aircraft is in flight. The landing gear control computer is used to control the turning function of the aircraft's landing gears, such as the nose gear wheels, when the aircraft is taxiing on the ground.
An aircraft steering device such as the sidestick of the present invention, wherein the primary and secondary pilots of the present invention each have their corresponding aircraft control sidesticks.
FIG. 1 schematically illustrates a flow chart of an aircraft control method 100 for a sidestick of a preferred embodiment of the present invention.
In this method, first, from an initial state 101, the side stick is in a "side stick mode", as shown in step 103, in which the manipulation of the side stick can only perform its function of the side stick mode, i.e., allows rotation of the pitch axis and the roll axis of the side stick, so that the driver can control the pitch attitude and the roll attitude of the aircraft via the side stick, while the function of the "front wheel turning mode" of the side stick is locked, i.e., locks rotation of the turning axis of the side stick.
The aircraft then begins operation and proceeds to step 105 where the flight control computer monitors the aircraft state in real time as the aircraft is operating.
The method 100 then proceeds to step 107 where the flight control computer determines whether the aircraft is on the ground, i.e., whether the aircraft is in a ground lift flight condition or a ground taxi condition, based on the aforementioned signals from the aircraft condition sensors.
If the determination at step 107 is "yes," then the method 100 proceeds to step 109 to further determine whether the aircraft wheel speed is less than a predetermined threshold value V0.
If the determination at step 109 is yes, then the aircraft speed is low, meaning that the aircraft is in a low-speed travel phase of ground taxi condition, then the method 100 proceeds to step 111.
The method 100 enters a first application scenario at step 111, including the function of activating the front wheel steering mode of the sidebar and locking its sidebar mode, i.e., allowing rotation of the steering axis of the sidebar and locking rotation of the pitch and roll axes of the sidebar. In this case, the driver can control the turning of the nose gear wheels by using the front wheel turning mode of the side lever, and can also control the synchronous turning of the main gear steering wheels.
In a preferred embodiment, the method 100 further proceeds to step 113 where the flight control computer monitors in real time the status of the depression of the access switches of each of the sidebars.
The method 100 determines at step 115 whether the permission switch of each sidebar is in a pressed active state, i.e., whether the driver presses the permission button of its corresponding sidebar.
If the determination at step 115 is yes, that is, during the sidebar-activated front-wheel turning mode, when it is detected that the authority switch of the sidebar is pressed to be in the press-activated state, it means that the driver desires to maintain the sidebar front-wheel turning signal and to interrupt the kick-pedal front-wheel turning signal so that an erroneous operation of the aircraft turning direction when the foot is stepped on the kick-pedal can be prevented. The method 100 proceeds to step 117 where the sidebar's authorization switch issues a switch signal that turns off the front wheel turn signal.
In a preferred embodiment, switching off the kick front wheel steering signal means that only the side bar front wheel steering signal of the aircraft is maintained-i.e. the signal for front wheel steering is the side bar front wheel steering signal. Subsequently, a signal for the nose wheel turn is sent to the nose wheel turn position sensor set at step 121 and to the landing gear control computer at step 123.
If the determination at step 115 is "no", that is, during the sidebar activated front-wheel steering mode, it is detected that the sidebar's authority switch is in the release relaxed state, meaning that the driver desires to maintain the sidebar front-wheel steering signal and the pedal front-wheel steering signal, or that the driver desires to restore the pedal front-wheel steering signal after pressing the authority switch. The method 100 proceeds to step 119 to maintain the front wheel turn signal.
In a preferred embodiment, maintaining the step front wheel steering signal means maintaining simultaneously the side bar front wheel steering signal and the step front wheel steering signal of the aircraft, i.e. the signal for front wheel turning is a co-action of the side bar front wheel steering signal and the step front wheel steering signal. Subsequently, a signal for the nose wheel turn is sent to the nose wheel turn position sensor set at step 121 and to the landing gear control computer at step 123.
In a preferred embodiment, during the period in which each side bar activates its nose wheel steering mode, the first signal for the nose wheel steering is split, one of which is input to the flight control computer of the aircraft via the actuator control electronics and the other is input directly to the landing gear control computer of the aircraft, and the signals can be further collated, calculated and processed under the comparison signal, enabling improved safety and better handling of the nose wheel steering function.
The method 100 then proceeds to step 143 where the state of the aircraft is correspondingly changed in response to the control commands of the landing gear control computer and the aircraft maneuvering computer.
Now go back to step 107 and step 109. If the determination at step 107 is no, or if the determination at step 109 is no, the method 100 proceeds to step 125.
Wherein, the judgment result in the step 107 is no, which means that the aircraft is already in the flight phase; the determination at step 109 is no and the aircraft speed is higher than the threshold speed V0, meaning that the flight is in the high-speed phase ready for takeoff.
The method 100 enters a second application scenario at step 125, including the functions of activating the sidebar mode of the sidebar and locking the front-wheel-turning mode, at which time the driver can control the pitch attitude and roll attitude of the aircraft using the sidebar mode of the sidebar.
In a preferred embodiment, the method 100 further proceeds to step 127 where the flight control computer monitors in real time the status of the depression of the access switches of each of the sidebars.
The method 100 determines at step 129 whether the permission switch of each sidebar is in a pressed active state, i.e., whether the driver presses the permission button of its corresponding sidebar.
If the determination at step 129 is yes, then a further determination is made at step 131 as to whether the aircraft is in an automatic flight mode.
If the determination at step 131 is yes, i.e. the aircraft is already in auto flight mode during the activation of the sidebar mode, then upon detection of the operator's permission switch being pressed in the pressed activation state, meaning that the driver desires to switch off the auto flight mode, intervening manual control, the method 100 proceeds to step 133, where the permission switch of the sidebar issues a switch signal to switch off the auto flight mode.
In a preferred embodiment, the switch signal for turning off the auto-flight mode is sent to the pitch/roll position sensor set at step 139 and to the flight maneuver computer at step 141.
If the determination at step 131 is no, i.e. the aircraft is not in automatic flight mode during the sidebar activation sidebar mode, then upon detecting that the sidebar's permission switch is pressed to be in the pressed activation state, meaning that the driver expects his sidebar to issue a command over another driver's seat's sidebar, the method 100 proceeds to step 135, where the sidebar's permission switch issues a switch signal that activates the sidebar's sidebar priority.
In a preferred embodiment, the switch signal for activating the sidebar priority is sent to the pitch/roll position sensor set at step 139 and to the flight maneuver computer at step 141.
Returning now to step 129, if the determination at step 129 is "no", that is, during the sidebar activation sidebar mode, it is detected that the sidebar's permission switch is in a release relaxed state, meaning that the driver desires to maintain the state of the existing sidebar priority. The method 100 proceeds to step 137 and still maintains the existing sidebar priority switching signals.
In a preferred embodiment, the switch signals used to maintain the existing sidebar priorities are sent to the pitch/roll position sensor set at step 139 and to the flight maneuver computer at step 141.
The method 100 then proceeds to step 143 where the state of the aircraft is correspondingly changed in response to the control commands of the landing gear control computer and the aircraft maneuvering computer.
Fig. 2 schematically shows a schematic view of an electrical interface of an aircraft of a preferred embodiment of the invention. In a preferred embodiment, the aircraft has a corresponding sidestick at each of the primary and secondary pilots.
In a preferred embodiment, during the time that each side bar activates its nose wheel steering mode, in a preferred embodiment, the first signal for the nose wheel steering is split, with one signal being input to the aircraft's flight control computer (i.e., flight control module, FCM) via the Actuator Control Electronics (ACE) and the other signal being input directly to the aircraft's landing gear control computer. Preferably, as shown in FIG. 2, the control system of the present invention has four actuator control electronics and 3 flight control modules.
In a preferred embodiment, during the side bar activation side bar mode, a switching signal for activating the side bar priority of the side bar or a switching signal for switching off the automatic flight mode is input into the flight control computer of the aircraft by different actuator control electronics.
While various embodiments have been described above, it should be understood that they have been presented by way of example only, and not limitation. It will be apparent to those skilled in the relevant art that the disclosed subject matter can be embodied in other specific forms without departing from the spirit or essential characteristics thereof.
The present disclosure also includes various modifications and variations within an equivalent range. In addition, various combinations and modes, including only one element, one or more other combinations and modes, also belong to the scope and the idea of the present disclosure.
The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive, and not restrictive.
Claims (8)
1. An aircraft control method for a side lever with a nose wheel steering function based on a side lever authority switch, the aircraft control method comprising:
the side stick is in a side stick mode from an initial state and locks the function of the front wheel turning mode, and then the aircraft starts to operate,
activating a front wheel turning mode of the sidebar and locking a function of the sidebar mode upon detecting that the aircraft is on the ground and a wheel speed of the aircraft is less than a first threshold when the aircraft is operating, and subsequently detecting a pressed state of an authority switch of the sidebar; and
when the aircraft is running, activating a side lever mode of the side lever and locking the function of the front wheel turning mode when the aircraft is detected on the ground and the speed of the wheels of the aircraft is greater than a first threshold value, or when the aircraft is detected not on the ground, and then detecting the pressing state of an authority switch of the side lever.
2. Aircraft control method according to claim 1,
maintaining a sidestick nose wheel turn signal and a foot pedal nose wheel turn signal of the aircraft upon detecting that an authority switch of the sidestick is in a release relaxed state during the sidestick activating the nose wheel turn mode, and
the first signal for front wheel turning is the sidebar front wheel turning signal and the pedal front wheel turning signal.
3. The aircraft control method according to claim 2,
maintaining the sidebar front wheel turning signal and turning off the pedal front wheel turning signal upon detecting that an authority switch of the sidebar is pressed in a press-activated state during the sidebar activated front wheel turning mode, and
the first signal for front wheel turning is the sidebar front wheel turning signal.
4. Aircraft control method according to claim 2 or 3,
during the time that the sidebar activates the nose wheel steering mode, the first signal for nose wheel steering is split into two signals, one of which is input to the flight control computer of the aircraft through actuator control electronics and the other of which is input directly to the landing gear control computer of the aircraft.
5. Aircraft control method according to claim 1,
maintaining an existing sidebar priority state upon detecting that an authority switch of the sidebar is in a release relaxed state during activation of the sidebar mode by the sidebar.
6. The aircraft control method according to claim 5,
during activation of the sidebar mode by the sidebar, if the aircraft is not in an automatic flight mode, activating a sidebar priority of the sidebar upon detecting that a permission switch of the sidebar is pressed in a press-activated state, allowing the sidebar to issue a command that is superior to a sidebar of another cockpit.
7. The aircraft control method according to claim 6,
during the time that the sidebar activates the sidebar mode, if the aircraft is already in automatic flight mode, the automatic flight mode is turned off upon detecting that the authority switch of the sidebar is pressed in the pressed activation state, allowing the driver to intervene in manual control.
8. The aircraft control method according to claim 7,
during activation of the sidebar mode by the sidebar, a switch signal to activate a sidebar priority of the sidebar or to deactivate the automatic flight mode is input into a flight control computer of the aircraft through different actuator control electronics.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211137457.8A CN115328187A (en) | 2022-09-19 | 2022-09-19 | Aircraft control method for side lever with front wheel turning function based on side lever authority switch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211137457.8A CN115328187A (en) | 2022-09-19 | 2022-09-19 | Aircraft control method for side lever with front wheel turning function based on side lever authority switch |
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| Publication Number | Publication Date |
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| CN115328187A true CN115328187A (en) | 2022-11-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211137457.8A Pending CN115328187A (en) | 2022-09-19 | 2022-09-19 | Aircraft control method for side lever with front wheel turning function based on side lever authority switch |
Country Status (1)
| Country | Link |
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| CN (1) | CN115328187A (en) |
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- 2022-09-19 CN CN202211137457.8A patent/CN115328187A/en active Pending
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