CN115610642A - Control surface jamming device for aircraft and control surface jamming testing method and system - Google Patents
Control surface jamming device for aircraft and control surface jamming testing method and system Download PDFInfo
- Publication number
- CN115610642A CN115610642A CN202211268895.8A CN202211268895A CN115610642A CN 115610642 A CN115610642 A CN 115610642A CN 202211268895 A CN202211268895 A CN 202211268895A CN 115610642 A CN115610642 A CN 115610642A
- Authority
- CN
- China
- Prior art keywords
- control
- jamming
- flight
- control plane
- instruction
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
- B64F5/60—Testing or inspecting aircraft components or systems
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Automation & Control Theory (AREA)
- Manufacturing & Machinery (AREA)
- Transportation (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The disclosure relates to a control surface jamming device for an aircraft and a control surface jamming testing method and system. This control surface jamming device includes: a human-machine interaction device comprising a plurality of discrete switches manipulable by a pilot to provide input indicative of a control surface stick angle required to take a test flight; and a control surface sticking excitation device configured to: receiving a combined signal from the plurality of discrete switches and a control plane angle signal from a flight control computer; and notifying a flight control computer to generate a control plane jamming instruction based on the combined signals from the plurality of discrete switches and a control plane angle signal from the flight control computer.
Description
Technical Field
The disclosure relates to the field of aviation application, in particular to a control surface jamming device for an aircraft (especially an aircraft of a digital fly-by-wire flight control system) and a control surface jamming testing method and system.
Background
Currently, aviation regulations require that after the control surface of an aircraft becomes jammed, the aircraft still have the capability of maneuvering to continue safe flight and the capability of safe landing. Therefore, designing a set of device that can deflect the control plane of the aircraft to a Normal Engaged Position (NEP) and then fix the control plane to simulate the jamming is a difficult point to develop the jamming test flight of the control plane, especially for the aircraft using the digital full-weight electric flight control system.
The present disclosure improves upon, but is not limited to, the above-mentioned factors.
Disclosure of Invention
To this end, the present disclosure provides a new control surface jamming device. The control surface blocking device can automatically judge the injection time of the control surface blocking instruction based on the current control surface position and the state of the discrete switch. And if the difference between the current control surface position and the required jamming angle is within a preset range, automatically sending a control surface jamming function calling instruction to the flight control computer, thereby realizing the automatic identification control surface jamming instruction injection. The control plane jamming instruction is generated by the flight control computer, so that the control plane jamming instruction sent by a control law is replaced under the condition of meeting the injection condition, and the control plane jamming instruction can be used for a digital telex flight control system aircraft. The control surface blocking device is particularly suitable for various aircrafts adopting a flight control system with digital bus communication, namely the aircraft adopting a digital telex flight control system. The control surface jamming device can simplify the operation of a pilot, and realizes autonomous identification and automatic injection of a control surface jamming instruction in a control surface jamming signal injection stage. In addition, the control plane jamming instruction can be generated inside the flight control computer, so that the safety level of the control plane jamming signal can be guaranteed through the monitor/framework inside the flight control computer, and the safety is improved.
According to a first aspect of the present disclosure, there is provided a control surface jamming device for an aircraft, comprising: a human-machine interaction device comprising a plurality of discrete switches manipulable by a pilot to provide input indicative of a control surface stick angle required to take a test flight; and a control surface sticking excitation device configured to: receiving a combined signal from the plurality of discrete switches and a control plane angle signal from a flight control computer; and notifying a flight control computer to generate a control plane jamming instruction based on the combined signals from the plurality of discrete switches and a control plane angle signal from the flight control computer.
According to an embodiment, notifying an flight control computer to generate a control plane jamming instruction based on the combined signals from the plurality of discrete switches and a control plane angle signal from the flight control computer comprises: calculating a control plane jam angle that requires a test flight based on the combined signals from the plurality of discrete switches; and if the calculated jamming angle of the control plane needing test flight is equal to the control plane angle from the flight control computer, informing the flight control computer to generate the jamming instruction of the control plane.
According to a further embodiment, calculating the control plane stick angle required for a test flight based on the combined signals from the plurality of discrete switches comprises looking up the control plane stick angle corresponding to the combined signals from a pre-stored table.
According to a further embodiment, the pre-stored table is specific to the card jam condition requiring a test flight.
According to a further embodiment, in the case that the difference between the calculated trial flight required control plane sticking angle and the control plane angle from the flight control computer is within a predetermined range, the calculated trial flight required control plane sticking angle is considered to be equal to the control plane angle from the flight control computer.
According to a further embodiment, the predetermined range is [ -1 °,1 ° ].
According to a further embodiment, notifying the flight control computer to generate a control plane jamming instruction comprises transmitting a control plane jamming function call instruction to the flight control computer, wherein the flight control computer generates a control plane jamming instruction based on the control plane jamming function call instruction.
According to another embodiment, the human-computer interaction device further comprises an injection switch for providing an injection signal to the flight control computer, wherein the injection signal is used for instructing the flight control computer to control the aircraft to test flight at a control plane jamming angle required to test flight, and the injection switch provides the injection signal to the flight control computer when being turned on.
According to still another embodiment, notifying the flight control computer to generate the control plane jamming instruction further comprises sending a control plane jamming injection discrete magnitude instruction to the flight control computer, wherein the flight control computer determines that the generated control plane jamming instruction needs to be sent to an actuator for executing control plane jamming based on the injection signal and the control plane jamming injection discrete magnitude instruction.
According to a further embodiment, the number of the plurality of discrete switches is set based on the number of control surface stuck states that require test flight.
According to a further embodiment, the control plane jamming instruction causes the flight control computer to switch a flight control system control instruction from a control law instruction to the control plane jamming instruction to execute control plane jamming.
According to a further embodiment, the control surface comprises one or more of an elevator, an aileron, a rudder, a horizontal stabilizer, a spoiler.
According to a second aspect of the present disclosure, there is provided a control surface sticking test method for an aircraft, comprising: receiving a combined signal from a plurality of discrete switches and a control plane angle signal from a flight control computer; notifying a flight control computer to generate a control plane jamming instruction based on the combined signals from the plurality of discrete switches and a control plane angle signal from the flight control computer; and switching the control instruction of the flight control system from the control law instruction to the control plane jamming instruction.
According to an embodiment, notifying an flight control computer to generate a control plane jamming instruction based on the combined signals from the plurality of discrete switches and a control plane angle signal from the flight control computer comprises: calculating a control plane jam angle that requires a test flight based on the combined signals from the plurality of discrete switches; and if the calculated control plane jamming angle needing trial flight is equal to the control plane angle from the flight control computer, informing the flight control computer to generate the control plane jamming instruction.
According to another embodiment, in the case that the difference between the calculated sticking angle of the control plane requiring trial flight and the angle of the control plane from the flight control computer is within a predetermined range, the calculated sticking angle of the control plane requiring trial flight is considered to be equal to the angle of the control plane from the flight control computer.
According to a further embodiment, the predetermined range is [ -1 °,1 ° ].
According to a further embodiment, notifying the flight control computer to generate a control plane jamming instruction comprises transmitting a control plane jamming function call instruction to the flight control computer, wherein the flight control computer generates a control plane jamming instruction based on the control plane jamming function call instruction.
According to another embodiment, the method further comprises the step of sending an injection signal to the flight control computer, wherein the injection signal is used for instructing the flight control computer to control the aircraft to test flight at a blocking angle of the control surface needing test flight.
According to still another embodiment, notifying the flight control computer to generate the control plane jamming instruction further comprises transmitting the control plane jamming injection discrete magnitude instruction to the flight control computer, wherein the flight control computer determines that the control system control instruction needs to be switched from the control law instruction to the control plane jamming instruction based on the injection signal and the control plane jamming injection discrete magnitude instruction, so that the control plane jamming instruction is transmitted to an actuator for executing the control plane jamming.
According to a third aspect of the present disclosure, there is provided a system for control plane jamming testing of an aircraft, comprising a control plane jamming device according to the first aspect of the present disclosure and a flight control computer, wherein the flight control computer is capable of generating a control plane jamming instruction in response to a notification from the control plane jamming device.
Aspects generally include methods, apparatus, systems, computer program products, and processing systems substantially as described herein with reference to and as illustrated by the accompanying figures.
The foregoing has outlined rather broadly the features and technical advantages of examples according to the present disclosure in order that the detailed description that follows may be better understood. Additional features and advantages will be described hereinafter. The conception and specific examples disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. Such equivalent constructions do not depart from the scope of the appended claims. The features of the concepts disclosed herein, both as to their organization and method of operation, together with associated advantages, will be better understood from the following description when considered in connection with the accompanying figures. Each of the figures is provided for the purposes of illustration and description and does not define the limits of the claims.
Drawings
So that the manner in which the above recited features of the present disclosure can be understood in detail, a more particular description of the disclosure, briefly summarized above, may be had by reference to aspects, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only certain typical aspects of this disclosure and are therefore not to be considered limiting of its scope, for the description may admit to other equally effective aspects. The same reference numbers in different drawings may identify the same or similar elements.
FIG. 1 is a schematic diagram illustrating a control surface jamming device for an aircraft according to an embodiment of the present disclosure;
FIG. 2 is a flow chart illustrating an example method for control surface sticking testing of an aircraft according to an embodiment of the present disclosure;
FIG. 3 is a schematic diagram illustrating an example system for control surface sticking testing of an aircraft according to an embodiment of the present disclosure; and
fig. 4 shows an example result diagram of a control surface jamming device and test bench combined test of the present disclosure.
Detailed Description
Civil aviation article CCAR25.671 (c) article specifies: "must be analyzed, tested, or both to indicate that any of the following failures of the flight control system and control surfaces (including trim, lift, drag, and feel systems) occur within the normal flight envelope, including after jamming, the aircraft can continue to fly and land safely without special piloting skills or physical effort. Possible failures must have only a minor effect and must be such that the pilot can easily take countermeasures ". In order to show the conformity of the airworthiness clause, flight tests generally show that the aircraft has the maneuvering capability of continuing safe flight and the capability of safe landing after the control surface is blocked.
The inventor has recognized that for an aircraft (e.g., a civil aircraft) using a digital full-weight electric flight control system, digital buses are used between a cockpit control device and a flight control electronic device, and between the flight control electronic device and an actuator, so that an analog card resistance signal cannot be added to the flight control electronic device, and card resistance test cannot be performed (i.e., card resistance test cannot be performed); on the other hand, the conventional telex aircraft control surface jamming device is generally configured with a Rotary Variable Differential Transformer (RVDT) position signal generator, and generates a control surface jamming command through manual precise adjustment, so as to directly overlap with an analog quantity control signal to fix the control surface position (to simulate jamming). However, such devices require significant pilot effort to precisely adjust the control plane jam position, thereby increasing pilot workload and increasing the risk of control plane jam test flight.
Therefore, the disclosure provides a novel control surface blocking device. The control surface blocking device can automatically judge the time of injecting the control surface blocking instruction based on the current control surface position and the state of a discrete switch (at a human-computer interaction device). And if the difference between the current control surface position and the required blocking angle is within a preset range, automatically sending a control surface blocking function calling instruction to the flight control computer, thereby realizing the automatic identification control surface blocking instruction injection. The control plane jamming instruction can be generated by the flight control computer (so as to improve the safety), so that the control plane jamming instruction sent by a control law is replaced under the condition that the injection condition is met, and the control plane jamming instruction can be used for modern mainstream digital telex flight control system aircrafts.
The detailed description set forth below in connection with the appended drawings is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein may be practiced. The detailed description includes specific details to provide a thorough understanding of the various concepts. It will be apparent, however, to one skilled in the art that these concepts may be practiced without these specific details.
Referring to fig. 1, a schematic diagram of a control surface jamming device 100 for an aircraft is shown, according to an embodiment of the present disclosure.
As shown in FIG. 1, the rudder surface sticking device 100 may include a human-machine interaction device 102 and a rudder surface sticking excitation device 104, wherein the human-machine interaction device 102 is used for providing an input to the rudder surface sticking excitation device 104 as shown by an arrow 106.
In a preferred embodiment of the present disclosure, the human machine interface device 102 may include a plurality of discrete switches (not shown in FIG. 1) that can be manipulated by the pilot to provide an input indicative of the control surface stick angle that requires a test flight. Those skilled in the art will appreciate that discrete switches can be in two states, on and off, providing two different discrete inputs (i.e., logic "0" and "1"), respectively. For example, in one example, the human interaction device 102 may include ten discrete switches, each of which may have a state represented by a 0 or a 1. Thus, the pilot can provide 2 by different states of these discrete switches 10 Different switch states are combined to represent different control surface jamming states which are wanted to test flight. The pilot can realize the blocking state input of the control surfaces with different control surfaces and different blocking angles by operating the combination of the discrete switches.
With continued reference to fig. 1, the control surface stuck exciter 104 may also be in two-way communication with the aircraft's flight control computer, as indicated by arrow 108. In an embodiment, the control plane jamming excitation device 104 may be configured to receive a combined signal (as indicated by arrow 106) from the human-machine interface device 102 (specifically, a plurality of discrete switches) and a control plane angle signal from the flight control computer (as indicated by arrow 108). Subsequently, control plane jamming excitation device 104 may notify the flight control computer to generate a control plane jamming command based on the combined signal and the control plane angle signal (as indicated by arrow 110).
In one embodiment, in order to inform the flight control computer of generating a control plane jamming instruction based on the combined signals from the plurality of discrete switches and the control plane angle signal from the flight control computer, the control plane jamming excitation device 104 may inform the flight control computer of generating the control plane jamming instruction when the actual control plane angle of the aircraft reaches a jamming angle that requires trial flight, so as to jam the control plane. For example, the control plane stick excitation 104 may first calculate a control plane stick angle that requires a trial flight based on the combined signals from the plurality of discrete switches and continuously compare the calculated control plane stick angle that requires a trial flight to the control plane angle from the flight control computer. If the calculated control plane jamming angle required for trial flight is equal to the control plane angle from the flight control computer, the control plane jamming stimulus 104 may notify the flight control computer to generate a control plane jamming instruction.
In further embodiments of the present disclosure, the calculation of the control plane stick angle that needs to be taken off trial may be done in any suitable manner, for example, control plane stick stimulus 104 may use the combined signals from the plurality of discrete switches as a key to look up the control plane stick angle corresponding to the combined signal from a pre-stored table. Those skilled in the art will appreciate that there may be a variety of card impedance conditions that require a test-flight, and thus to reduce the size of the table, different tables may be set for different card impedance conditions that require a test-flight. For example, the first table may be for different jamming conditions of the elevator; the second table may be for different jamming conditions of the aileron; and so on. Alternatively, a number of the plurality of discrete switches can be used to identify the respective control surface, while the remaining ones of the plurality of discrete switches are used to identify the desired jamming angle. It will be appreciated by those skilled in the art that any suitable manner may be used to give the desired stuck state via the discrete switches and will not be described further herein.
In yet another embodiment of the present disclosure, considering the tolerance, if the difference between the calculated trial flight required control plane sticking angle and the control plane angle from the flight control computer is within a predetermined range, the calculated trial flight required control plane sticking angle may be considered to be equal to the control plane angle from the flight control computer. One skilled in the art will appreciate that the predetermined range can be any suitable range, such as [ -1 °,1 ° ].
In an embodiment of the present disclosure, the control plane jamming excitation device 104 may transmit the control plane jamming function call instruction to the flight control computer, so as to notify the flight control computer to generate the control plane jamming instruction. After receiving the control plane jamming function calling instruction, the flight control computer can generate a control plane jamming instruction according to the control plane jamming function calling instruction. Further in accordance with this embodiment, to improve security, the human-machine-interaction device 102 may also optionally include an injection switch for providing an injection signal to the flight control computer, as indicated by the dashed arrow 114. In this embodiment, the injection signal is a signal for instructing the flight control computer to control the aircraft to test the flight at the control plane jamming angle that needs to be tested. For example, after the pilot inputs the control plane jamming angle required to be tried through the discrete switch, the pilot further needs to turn on the injection switch to provide an injection signal to the flight control computer to inform the flight control computer of the control plane jamming angle required to be tried for trial flight.
In a further preferred embodiment, in addition to the control plane stuck function call command, the control plane stuck excitation device 104 also sends a control plane stuck injection discrete magnitude command to the flight control computer, as indicated by the dashed arrow 112. In this embodiment, the flight control computer may determine whether the generated control surface jamming command needs to be sent to the actuator for execution of the control surface jamming based on the injection signal (logic 0 or 1) and the control surface jamming injection discrete magnitude command (logic 0 or 1). For example, in a preferred embodiment, if both the injection signal and the control plane jamming injection discrete magnitude command are logic 1 (logic high), the flight control computer may determine that it is indeed necessary to send the generated control plane jamming command to the actuator for execution of the control plane jamming. Thus, in this embodiment, the use of both the injection signal and the control surface stuck injection discrete magnitude command may further improve the safety of control surface sticking as well as signal integrity, thereby enhancing flight safety.
A further advantage of providing an injection signal and an injection of a control plane jamming discrete quantity instruction is that when an emergency or emergency situation occurs in a flight test and the test needs to be interrupted immediately, a pilot can turn off the injection state by operating an injection switch on the human-computer interaction device 102, so that the flight control computer can automatically cut off the injection of the control plane jamming instruction; alternatively, the pilot may change the combination of discrete switches on the human interface device 102 so that the control plane stuck excitation device 104 can calculate the required (i.e., pilot input) control plane stuck angle to change, thereby cutting off the control plane stuck injection of the discrete magnitude command and, in turn, the control plane stuck command. When the control surface jamming instruction is cut off, the flight control computer enables the control instruction of the flight control system to be switched to the control law instruction from the control surface jamming instruction, so that the aircraft is normally controlled to fly without artificial jamming (namely, without jamming applied through the control surface jamming device).
In an embodiment of the present disclosure, notifying the flight control computer to generate the control plane jamming instruction means that the flight control computer is responsible for generating the control plane jamming instruction. This is advantageous in that the generation of the control plane jamming instruction inside the flight control computer enables the security level of the control plane jamming signal to be guaranteed by the monitor/architecture inside the flight control computer, resulting in higher security. Further in accordance with this embodiment, the control plane jamming instruction may be generated at a separate module (e.g., flight test function module) internal to the flight control computer. In this embodiment, the independent module is responsible for receiving a notification from the control surface jamming excitation device (including the above-mentioned control surface jamming injection discrete quantity instruction and control surface jamming function calling instruction) and an injection signal from the injection switch, and replacing the control surface control instruction issued by the control law with the generated control surface jamming instruction only when the injection condition is met (i.e. the injection signal and the control surface jamming injection discrete quantity instruction are both logic high), so as to realize the jamming function of the control surface.
The steps of using the control surface jamming device (such as the control surface jamming device 100) to perform control surface jamming test flight are described below by taking the aileron jamming as an example. First, sending status information (such as a combined signal from a discrete switch) to a control surface stuck actuator (such as control surface stuck actuator 104 of FIG. 1) via a human-machine interaction device (such as human-machine interaction device 102); the control surface blocking excitation device starts to operate and continuously judges whether to send out a notice or not; the cockpit pilot (such as a pilot) operates the aircraft to carry out coordinated sideslip, and when the angle of the aileron is consistent with the angle to be tested (namely, the angle indicated by the state information sent by the man-machine interaction device), the control plane jamming excitation device drives (namely informs) the flight control computer (such as an independent flight test function module included by the flight control computer) to complete the injection of the control plane jamming instruction.
Fig. 4 shows an example result diagram of a control surface jamming device and test bench combined test of the present disclosure. As shown in fig. 4, the effectiveness of the control surface jamming device is verified. In fig. 4, the yellow line is the aileron jamming angle requirement, the blue line and the green line are the feedback positions of the two actuators of the left aileron, and the red line is the control surface jamming function activation signal. As can be seen from the figure, the feedback positions of the two actuators of the left aileron are consistent with the blocking required angle (the error is within 0.2 deg), so the control surface blocking device is effective.
With continued reference to fig. 1, in another embodiment of the present disclosure, the number of discrete switches included in the human-computer interaction device 102 is set based on the number of control surface jamming states that need to be tried off, for example, 7, 8, and so on, which are not described herein again.
In another embodiment of the present disclosure, when the flight control computer applies the control plane jamming instruction, the flight control computer switches the flight control system control instruction from the control law instruction to the control plane jamming instruction, thereby executing the control plane jamming.
In yet another embodiment of the present disclosure, the control surfaces described herein may include any suitable control surfaces, such as one or more of elevators, ailerons, rudders, horizontal stabilizers, spoilers.
It will be appreciated by those skilled in the art that although the human machine interface device 102 and the control surface jamming excitation device 104 are shown separately in FIG. 1, the two may be located together or integrated together.
Referring now to FIG. 2, a flow chart of a control surface sticking test method 200 for an aircraft is shown.
As shown, the method 200 may include receiving a combined signal from a plurality of discrete switches and a control plane angle signal from a flight control computer at block 210. For example, in connection with FIG. 1, a pilot may manipulate a plurality of discrete switches on the human interaction device 102 to provide input; meanwhile, the flight control computer may continuously transmit the current actual control plane angle to the control plane jamming device 100.
Subsequently, at block 220, the method 200 may include notifying the flight control computer to generate a control plane jam command based on the received combined signal and the control plane angle signal.
In an embodiment, notifying the flight control computer to generate the control plane jamming instruction based on the received combined signal and the control plane angle signal may include notifying the flight control computer to generate the control plane jamming instruction when an actual control plane angle of the aircraft reaches a jamming angle requiring trial flight to cause the control plane jamming. For example, in conjunction with fig. 1, method 200 may optionally include first calculating, by control plane stick excitation 104, a control plane stick angle requiring a trial flight based on the combined signals from the plurality of discrete switches, and continuously comparing the calculated control plane stick angle requiring a trial flight to the control plane angle from the flight control computer; and if the calculated jamming angle of the control plane needing test flight is equal to the control plane angle from the flight control computer, the flight control computer can be informed to generate a control plane jamming instruction.
In a further embodiment of the present disclosure, in consideration of tolerance, if the difference between the calculated trial flight required control plane sticking angle and the control plane angle from the flight control computer is within a predetermined range, the calculated trial flight required control plane sticking angle may be considered to be equal to the control plane angle from the flight control computer. One skilled in the art will appreciate that the predetermined range can be any suitable range, such as [ -1 °,1 ° ].
In an embodiment of the present disclosure, notifying the flight control computer to generate the control plane jamming instruction may include transmitting the control plane jamming function call instruction to the flight control computer, thereby notifying the flight control computer to generate the control plane jamming instruction. After receiving the control plane jamming function calling instruction, the flight control computer can generate a control plane jamming instruction according to the control plane jamming function calling instruction. Further according to this embodiment, to improve security, the flight control computer also determines whether the control plane jamming instruction does need to be executed before applying the control plane jamming instruction. To this end, the method 200 may optionally include receiving an injection signal from an injection switch. For example, in conjunction with fig. 1, human interaction device 102 may also optionally include an injection switch for providing an injection signal to the flight control computer, as indicated by dashed arrow 110. In this embodiment, the injection signal is a signal for instructing the flight control computer to control the aircraft to take a trial flight at a control plane jamming angle that requires a trial flight. For example, after the pilot inputs the control plane jamming angle required to be tried through the discrete switch, the pilot further needs to turn on the injection switch to provide an injection signal to the flight control computer to inform the flight control computer of the control plane jamming angle required to be tried for trial flight.
In a further preferred embodiment, to further improve safety and signal integrity, the method 200 may optionally further include receiving a control surface stuck injection discrete magnitude command. For example, in conjunction with fig. 1, in addition to the control plane jam function call command, the control plane jam excitation device 104 also sends a control plane jam injection discrete quantity command to the flight control computer. In this embodiment, the flight control computer may determine whether the generated control surface jamming command needs to be sent to the actuator for execution of the control surface jamming based on the injection signal (logic 0 or 1) and the control surface jamming injection discrete magnitude command (logic 0 or 1). For example, in a preferred embodiment, if both the injection signal and the control plane jamming injection discrete magnitude command are logic 1 (logic high), the flight control computer may determine that it is indeed necessary to send the generated control plane jamming command to the actuator for execution of the control plane jamming. Thus, in this embodiment, the use of both the injection signal and the control surface stuck injection discrete magnitude command may further improve the safety of control surface sticking as well as signal integrity, thereby enhancing flight safety.
A further advantage of providing an injection signal and an injection of a control plane jamming discrete quantity instruction is that when an emergency or emergency situation occurs in a flight test and the test needs to be interrupted immediately, a pilot can turn off the injection state by operating an injection switch on the human-computer interaction device 102, so that the flight control computer can automatically cut off the injection of the control plane jamming instruction; alternatively, the pilot may change the combination of discrete switches on the human interface device 102 so that the control plane stuck excitation device 104 can calculate the required (i.e., pilot input) control plane stuck angle to change, thereby cutting off the control plane stuck injection of the discrete magnitude command and, in turn, the control plane stuck command. When the control surface jamming instruction is cut off, the flight control computer enables the control instruction of the flight control system to be switched to the control law instruction from the control surface jamming instruction, so that the aircraft is normally controlled to fly without artificial jamming (namely, without jamming applied through the control surface jamming device).
Finally, at block 230, the method 200 may include switching the flight control system control commands from the control law commands to the control plane stick commands. For example, when the flight control computer determines that a jam test flight is indeed to be taken, it may execute a control plane jam command to drive the actuator to cause the control plane jam at the desired angle.
In addition, after the test flight is completed, the method 200 may further include switching off the control plane sticking instruction to switch the flight control system control instruction back to the control law instruction. For example, the pilot may turn off the injection switch, thereby cutting off the control plane control command.
Referring to fig. 3, a schematic diagram of an example system 300 for control surface jamming testing of an aircraft is shown, according to an embodiment of the present disclosure.
As shown, the system 300 may include a control plane jamming device 301 (such as the control plane jamming device 100 shown and described in connection with fig. 1) and an flight control computer 303. In embodiments, the flight control computer 303 can generate and apply a control plane jamming instruction in response to a notification from the control plane jamming device 301.
In the preferred embodiment of the present disclosure, to improve the safety, the communication between the human-computer interaction device 102, the control plane jamming excitation device 104 and the flight control computer is implemented by an onboard bus network (such as ARINC) or the like, which is not described herein again.
As described above, the present disclosure can add an independent flight test function module in the flight control computer, and can directly generate a control plane jamming instruction from the flight test function module inside the flight control computer according to a call instruction from the control plane jamming device; when the generated control surface jamming instruction is applied, the flight control computer determines whether the control surface jamming instruction is required to be applied or not based on the injection signal from the injection switch and the control surface jamming injection discrete quantity instruction from the control surface jamming device. Therefore, the control surface jamming device can be applied to a digital fly-by-wire flight control system and can greatly improve the safety.
The foregoing detailed description includes references to the accompanying drawings, which form a part hereof. The drawings illustrate by way of illustration specific embodiments that can be practiced. These embodiments are also referred to herein as "examples. Such examples may include elements other than those illustrated or described. However, examples including the elements shown or described are also contemplated. Moreover, it is contemplated to use examples of any combination or permutation of those elements shown or described, or with reference to a particular example (or one or more aspects thereof) shown or described herein, or with reference to other examples (or one or more aspects thereof) shown or described herein.
In the appended claims, the terms "comprises," "comprising," and "includes" are open-ended, that is, a system, device, article, or process that includes elements in the claims other than those elements recited after such terms is considered to be within the scope of that claim. Furthermore, in the appended claims, the terms "first," "second," and "third," etc. are used merely as labels, and are not intended to indicate a numerical order of their objects.
In addition, the order of operations illustrated in this specification is exemplary. In alternative embodiments, the operations may be performed in a different order than illustrated in the figures, and the operations may be combined into a single operation or split into additional operations.
The above description is intended to be illustrative, and not restrictive. For example, the above-described examples (or one or more aspects thereof) may be used in conjunction with other embodiments. Other embodiments may be used, such as by one of ordinary skill in the art, after reviewing the above description. The abstract allows the reader to quickly ascertain the nature of the technical disclosure. This Abstract is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. Furthermore, in the foregoing detailed description, various features may be grouped together to streamline the disclosure. However, the claims may not recite every feature disclosed herein because embodiments may characterize a subset of the features. Moreover, embodiments may include fewer features than are disclosed in a particular example. Thus the following claims are hereby incorporated into the detailed description, with one claim standing on its own as a separate embodiment. The scope of the embodiments disclosed herein should be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled.
Claims (20)
1. A control surface jamming device for an aircraft, comprising:
a human-machine interaction device comprising a plurality of discrete switches manipulable by a pilot to provide input indicative of a control surface sticking angle at which a test flight is required; and
a control surface sticking excitation device configured to:
receiving a combined signal from the plurality of discrete switches and a control plane angle signal from a flight control computer; and
notifying an flight control computer to generate a control plane jamming instruction based on the combined signals from the plurality of discrete switches and a control plane angle signal from the flight control computer.
2. The control plane jamming device according to claim 1, wherein notifying a flight control computer to generate a control plane jamming instruction based on the combined signal from the plurality of discrete switches and a control plane angle signal from the flight control computer comprises:
calculating a control plane stick angle that requires a test flight based on the combined signals from the plurality of discrete switches; and
and if the calculated jamming angle of the control plane needing test flight is equal to the control plane angle from the flight control computer, informing the flight control computer to generate the jamming instruction of the control plane.
3. Control surface jamming device according to claim 2, characterized in that calculating the control surface jamming angle requiring a test flight based on the combined signal from the plurality of discrete switches comprises looking up the control surface jamming angle corresponding to the combined signal from a pre-stored table.
4. Rudder surface jamming device according to claim 3, characterised in that the pre-stored table is different for the jamming situation requiring a test flight.
5. The control surface sticking device according to claim 2, wherein in a case where a difference between the calculated control surface sticking angle requiring trial flight and the control surface angle from the flight control computer is within a predetermined range, the calculated control surface sticking angle requiring trial flight is considered to be equal to the control surface angle from the flight control computer.
6. Control surface jamming device according to claim 5, characterized in that the predetermined range is [ -1 °,1 ° ].
7. The control plane jamming device according to claim 1, wherein notifying the flight control computer to generate a control plane jamming instruction comprises transmitting a control plane jamming function call instruction to the flight control computer, wherein the flight control computer generates a control plane jamming instruction based on the control plane jamming function call instruction.
8. The rudder surface jamming device according to claim 7, wherein the human-computer interaction device further comprises an injection switch for providing an injection signal to the flight control computer, the injection signal being used to instruct the flight control computer to control the aircraft to perform a trial flight at a rudder surface jamming angle requiring a trial flight, and wherein the injection switch provides the injection signal to the flight control computer when turned on.
9. The control plane jamming device according to claim 8, wherein notifying the flight control computer to generate a control plane jamming instruction further comprises sending a control plane jamming injection discrete magnitude instruction to the flight control computer, wherein the flight control computer determines that the generated control plane jamming instruction needs to be sent to an actuator for executing control plane jamming based on the injection signal and the control plane jamming injection discrete magnitude instruction.
10. Control surface jamming device according to claim 1, characterized in that the number of discrete switches is set based on the number of control surface jamming states that need to be tried out.
11. The control plane jamming device according to claim 1, wherein the control plane jamming instruction causes the flight control computer to switch a control system control instruction from a control law instruction to the control plane jamming instruction to execute control plane jamming.
12. Control surface jamming device according to claim 1, characterized in that the control surface comprises one or more of elevators, ailerons, rudders, horizontal stabilizers, spoilers.
13. A control surface jamming test method for an aircraft, comprising:
receiving a combined signal from a plurality of discrete switches and a control plane angle signal from a flight control computer;
notifying a flight control computer to generate a control plane jamming instruction based on the combined signals from the plurality of discrete switches and a control plane angle signal from the flight control computer; and
and switching the control instruction of the flight control system from the control law instruction to the control plane jamming instruction.
14. The method of claim 13, wherein notifying an flight control computer to generate a control plane jamming instruction based on the combined signal from the plurality of discrete switches and a control plane angle signal from the flight control computer comprises:
calculating a control plane stick angle that requires a test flight based on the combined signals from the plurality of discrete switches; and
and if the calculated jamming angle of the control plane needing test flight is equal to the control plane angle from the flight control computer, informing the flight control computer to generate the jamming instruction of the control plane.
15. The method of claim 14, wherein in the case that the difference between the calculated trial flight required control plane sticking angle and the control plane angle from the flight control computer is within a predetermined range, the calculated trial flight required control plane sticking angle is considered to be equal to the control plane angle from the flight control computer.
16. The method of claim 15, wherein the predetermined range is [ -1 °,1 ° ].
17. The method of claim 13, wherein notifying the flight control computer to generate a control plane jamming instruction comprises transmitting a control plane jamming function call instruction to the flight control computer, wherein the flight control computer generates a control plane jamming instruction based on the control plane jamming function call instruction.
18. The method of claim 17, further comprising sending an injection signal to the flight control computer, wherein the injection signal is used to instruct the flight control computer to control the aircraft to test for flight at a control plane jamming angle that requires test flight.
19. The method of claim 18, wherein notifying the flight control computer to generate a control plane jamming instruction further comprises sending a control plane jamming injection discretization instruction to the flight control computer, wherein the flight control computer determines that a control system control instruction needs to be switched from a control law instruction to the control plane jamming instruction based on the injection signal and the control plane jamming injection discretization instruction, such that the control plane jamming instruction is sent to an actuator for executing control plane jamming.
20. A system for control plane jamming testing of an aircraft, comprising a control plane jamming device according to any of claims 1 to 13 and a flight control computer, wherein the flight control computer is operable to generate a control plane jamming instruction in response to a notification from the control plane jamming device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211268895.8A CN115610642A (en) | 2022-10-17 | 2022-10-17 | Control surface jamming device for aircraft and control surface jamming testing method and system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211268895.8A CN115610642A (en) | 2022-10-17 | 2022-10-17 | Control surface jamming device for aircraft and control surface jamming testing method and system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115610642A true CN115610642A (en) | 2023-01-17 |
Family
ID=84862852
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211268895.8A Pending CN115610642A (en) | 2022-10-17 | 2022-10-17 | Control surface jamming device for aircraft and control surface jamming testing method and system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115610642A (en) |
-
2022
- 2022-10-17 CN CN202211268895.8A patent/CN115610642A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8935015B2 (en) | Flight control system with alternate control path | |
| CN103991537B (en) | aircraft monitoring system | |
| US6644588B2 (en) | Multi-mode tiltrotor nacelle control system with integrated envelope protection | |
| CN112124568B (en) | Fly-by-wire flight control system and control method | |
| EP3206948B1 (en) | Universal multi-role aircraft protocol | |
| JP2019513610A5 (en) | ||
| US11237720B2 (en) | Command control system of a commanded system via a graphic interface and associated control method | |
| CN112498664B (en) | Flight control system and flight control method | |
| EP3738872A1 (en) | Redundant fly-by-wire systems with fault resiliency | |
| CN111619791A (en) | Landing gear system operation | |
| CN109703777B (en) | Control surface blocking system for fly test of telex transport type airplane | |
| CN106314763B (en) | Method for controlling an aerodynamic device of an aircraft, associated control system and aircraft provided with such a control system | |
| CN115610642A (en) | Control surface jamming device for aircraft and control surface jamming testing method and system | |
| US20150144743A1 (en) | Control Device of Aircraft Steering Apparatus | |
| US9751634B2 (en) | Assistance system for the implementation of aircraft procedures comprising a chain of operations to carry out, and related process | |
| US11447272B2 (en) | Interactive electronic checklists for autonomous aircraft | |
| US9260188B1 (en) | Apparatus and method for allowing multi-mode use of an aircraft cockpit | |
| Dollinger et al. | Increasing Operator Situational Awareness During Transition Procedures for Fixed-Wing VTOL UAV Operations | |
| Savelev et al. | Development of safety requirements for tracking active pilot controls by signals from an automatic flight control system | |
| Jones et al. | Active inceptor failure as a trigger for pilot-induced oscillations | |
| US9505488B2 (en) | Energy protection method and device for an aircraft | |
| Farooq | Model based verification of Electronic Control Unit (ECU) in high lift systems: Verification and validation | |
| Wang | Research on Flight Control System Fault Injection Method for MOC8 Engineering Simulator | |
| Ishmael | Design Implications From AFTI/F-16 Flight Test | |
| Muraoka et al. | Crew behavioral model for evaluating procedures of research aircraft |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |