CN115657526B - A flap automatic control method and device - Google Patents
A flap automatic control method and device Download PDFInfo
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- CN115657526B CN115657526B CN202211242709.3A CN202211242709A CN115657526B CN 115657526 B CN115657526 B CN 115657526B CN 202211242709 A CN202211242709 A CN 202211242709A CN 115657526 B CN115657526 B CN 115657526B
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Abstract
The application belongs to the technical field of flight control, and particularly relates to an automatic flap control method and device. The method comprises the steps of S1, associating the movement of the flap with the flight phase of the aircraft, releasing the flap to a take-off configuration when the aircraft slides out, keeping the flap to the take-off configuration when the aircraft climbs, retracting the flap to the cruise configuration when the aircraft enters the cruise phase, releasing the flap to the landing configuration when the aircraft landes, retracting the flap to the cruise configuration when the aircraft returns to the stand-by position, S2, identifying all signals which can participate in the automatic control of the flap, including signals reflecting the air-ground state of the aircraft, signals reflecting the flight speed of the aircraft, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine, and S3, controlling the flap to perform configuration switching according to each signal. According to the application, the motion rules of the flap are obtained by completely identifying the change conditions of all signals, so that the automatic control of the flap is realized, and the control load of a pilot on the flap motion can be effectively reduced.
Description
Technical Field
The application belongs to the technical field of flight control, and particularly relates to an automatic flap control method and device.
Background
The flap is used as an important control surface of a large-scale aircraft, and aims to provide lift for the aircraft in the take-off and landing stage, and for most of the aircraft at home and abroad, a general control method of the flap is that a pilot controls the flap retraction movement through a cockpit flap manual control device according to the needs, in the process, the pilot needs to pay attention to the current airspeed at any time, the phenomenon of overspeed flap or the occurrence of insufficient lift caused by untimely release of the flap due to speed reduction is avoided, and the manual retraction operation obviously increases the burden of the pilot. Therefore, it is necessary to propose an automatic flap control method for automatically controlling the retraction of flaps, so as to effectively reduce the pilot's operating load.
Disclosure of Invention
In order to solve at least one of the technical problems, the application designs an automatic flap control method and an automatic flap control device, which enable flap control to get rid of traditional manual handle control by designing the automatic flap control method, reduce airborne equipment, reduce pilot control burden and simultaneously promote an intelligent design concept of a flight control system.
The first aspect of the application provides an automatic flap control method, which mainly comprises the following steps:
S1, associating the movement of the flap with the flight phase of the aircraft, wherein the step comprises the steps that when the aircraft slides out, the flap is released to a take-off configuration, when the aircraft climbs, the flap is kept in the take-off configuration, when the aircraft enters a cruising phase, the flap is retracted to the cruising configuration, when the aircraft lands, the flap is placed to a landing configuration, and when the aircraft returns to a stand;
Step S2, identifying all signals which can participate in flap automatic control, including signals reflecting the air-ground state of the aircraft, signals reflecting the flight speed of the aircraft, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;
And S3, controlling the flap to perform configuration switching according to each signal.
Preferably, the signals reflecting the air-ground state of the aircraft include a wheel load signal, the signals reflecting the flying speed of the aircraft are airspeed signals, the signals reflecting the operation intention of the pilot are throttle lever angle signals, and the signals reflecting the on-off state of the engine are engine speeds.
Preferably, controlling the flap for configuration switching according to the respective signal comprises:
After the system is powered on, the default flap is in a cruising configuration;
If the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, controlling the flap to be automatically released to a take-off configuration, wherein TBD1 is the corresponding throttle lever angle when the pilot pushes the throttle lever to start the aircraft to slide out, and V1 is the aircraft breaking speed;
If the wheel load is effective, the angle of the throttle lever is smaller than TBD1, the airspeed is smaller than V1, the engine rotating speed is further obtained, if the engine rotating speed is larger than or equal to n1, the control flap keeps the current configuration, and if the engine rotating speed is smaller than n1, the control flap is retracted to the cruising configuration, wherein n1 is a critical value of starting or closing the engine;
If the wheel load is effective and the airspeed is greater than V1, controlling the flap to keep the current configuration;
if the wheel load is empty and the airspeed is smaller than V1, prompting a fault, and manually performing flap control;
If the wheel load is empty and the airspeed is between V1 and V2, further acquiring an accelerator lever angle, if the accelerator lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the accelerator lever angle is larger than TBD2, controlling the flap to keep a take-off configuration or move from other configurations to the take-off configuration, wherein V2 is the corresponding speed when the aerial flap is received in the take-off configuration, TBD2 is the position of the accelerator lever for representing the climbing of the aircraft, and the value of the accelerator lever is larger than TBD1;
If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the take-off configuration or move from the current configuration to the take-off configuration, and if the airspeed is greater than V3, the flap is controlled to retract to the cruise configuration, wherein V3 is the speed corresponding to the retraction of the air flap to the cruise configuration.
A second aspect of the present application provides an automatic flap control apparatus, mainly comprising:
the flap configuration setting module is used for associating the flap motion with the flight phase of the aircraft, including the flap releasing to the take-off configuration when the aircraft slides out, the flap maintaining to the take-off configuration when the aircraft climbs, the flap retracting to the cruise configuration when the aircraft enters the cruise phase, the flap releasing to the landing configuration when the aircraft landes, and the flap retracting to the cruise configuration when the aircraft returns to the stand;
The signal identification module is used for identifying all signals which can participate in flap automatic control, including signals reflecting the air-ground state of the aircraft, signals reflecting the flight speed of the aircraft, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;
the flap switching module is used for controlling the flaps to switch the configuration according to the signals.
Preferably, the signals reflecting the air-ground state of the aircraft include a wheel load signal, the signals reflecting the flying speed of the aircraft are airspeed signals, the signals reflecting the operation intention of the pilot are throttle lever angle signals, and the signals reflecting the on-off state of the engine are engine speeds.
Preferably, the flap switching module includes:
After the system is powered on, the default flap is in a cruising configuration;
If the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, controlling the flap to be automatically released to a take-off configuration, wherein TBD1 is the corresponding throttle lever angle when the pilot pushes the throttle lever to start the aircraft to slide out, and V1 is the aircraft breaking speed;
If the wheel load is effective, the angle of the throttle lever is smaller than TBD1, the airspeed is smaller than V1, the engine rotating speed is further obtained, if the engine rotating speed is larger than or equal to n1, the control flap keeps the current configuration, and if the engine rotating speed is smaller than n1, the control flap is retracted to the cruising configuration, wherein n1 is a critical value of starting or closing the engine;
If the wheel load is effective and the airspeed is greater than V1, controlling the flap to keep the current configuration;
if the wheel load is empty and the airspeed is smaller than V1, prompting a fault, and manually performing flap control;
If the wheel load is empty and the airspeed is between V1 and V2, further acquiring an accelerator lever angle, if the accelerator lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the accelerator lever angle is larger than TBD2, controlling the flap to keep a take-off configuration or move from other configurations to the take-off configuration, wherein V2 is the corresponding speed when the aerial flap is received in the take-off configuration, TBD2 is the position of the accelerator lever for representing the climbing of the aircraft, and the value of the accelerator lever is larger than TBD1;
If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the take-off configuration or move from the current configuration to the take-off configuration, and if the airspeed is greater than V3, the flap is controlled to retract to the cruise configuration, wherein V3 is the speed corresponding to the retraction of the air flap to the cruise configuration.
According to the application, all signals capable of participating in flap automatic control are firstly refined, the signals are subjected to traversal combination, the motion rules of flaps under different combinations are defined, the logic design has higher integrity and universality, and the thought can be provided for the design of an aircraft flight control system.
Drawings
FIG. 1 is a flow chart of one embodiment of a flap automatic control method of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application become more apparent, the technical solutions in the embodiments of the present application will be described in more detail with reference to the accompanying drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of the application. The embodiments described below by referring to the drawings are exemplary and intended to illustrate the present application and should not be construed as limiting the application. All other embodiments, based on the embodiments of the application, which are apparent to those of ordinary skill in the art without inventive faculty, are intended to be within the scope of the application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
The first aspect of the present application provides a flap automatic control method, as shown in fig. 1, mainly including:
S1, associating the movement of the flap with the flight phase of the aircraft, wherein the step comprises the steps that when the aircraft slides out, the flap is released to a take-off configuration, when the aircraft climbs, the flap is kept in the take-off configuration, when the aircraft enters a cruising phase, the flap is retracted to the cruising configuration, when the aircraft lands, the flap is placed to a landing configuration, and when the aircraft returns to a stand;
Step S2, identifying all signals which can participate in flap automatic control, including signals reflecting the air-ground state of the aircraft, signals reflecting the flight speed of the aircraft, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;
And S3, controlling the flap to perform configuration switching according to each signal.
According to the application, the motion rules of the flap are obtained by completely identifying the change conditions of all signals, so that the automatic control of the flap is realized, and the control load of a pilot on the flap motion can be effectively reduced.
In some alternative embodiments, the signal responsive to the aircraft air-to-ground condition includes a wheel-borne signal, the signal responsive to the aircraft speed is an airspeed signal, the signal responsive to the pilot's intent to operate is a throttle lever angle signal, and the signal responsive to the engine on-off condition is an engine speed.
In some alternative embodiments, controlling the flap to switch configuration based on the respective signals includes:
A. After the system is electrified, the default flap is in a cruising configuration, namely a flap zero degree position, and then a flap motion rule is defined according to the change condition of related signals.
B. if the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, the pilot is represented to push the throttle lever, the aircraft is ready to slide out, at the moment, the flap is automatically released to a take-off configuration, wherein TBD1 is given by a designer, and is related to a throttle table body, and V1 is the determined speed of the aircraft and is related to the aircraft body.
C. If the wheel load is effective, the throttle lever angle is smaller than TBD1 and the airspeed is smaller than V1, the engine rotating speed condition needs to be continuously judged, if the engine rotating speed is larger than n1 (n 1 is a representation value of whether the engine is shut down or not and is determined by an engine body), the throttle lever angle is reduced, but the engine is not shut down, so that the flap keeps unchanged at the current configuration, which is the previous state when the condition is met, and if the engine rotating speed is smaller than n1, the engine is stopped, and the flap is retracted to the cruising configuration.
D. If the wheel load is effective, the angle of the throttle lever is larger than TBD1, and the airspeed is larger than V1, the aircraft is characterized to take off and taxi, and the flap keeps the current configuration unchanged. This embodiment is divided into two cases, (1) if the wheel load is effective and the throttle lever angle is greater than TBD1 and the airspeed is greater than V1, then the aircraft is characterized as taxiing on take-off while the flap remains unchanged in the current configuration, and (2) if the wheel load is effective and the throttle lever angle is less than TBD1 and the airspeed is greater than V1, the aircraft is characterized as taxiing on landing while the flap remains unchanged in the current configuration.
E. If the wheel load is empty and the airspeed is less than V1, a fault is prompted, and flap control is performed manually. This embodiment is divided into two cases, (1) if the wheel load is empty and the throttle lever angle is greater than TBD1 and the airspeed is less than V1, because in the actual case the aircraft airspeed cannot be less than V1, the relevant signal or the aircraft has failed at this time, the flap automatic control function is lost, and the pilot is prompted to turn manual operation, and (2) if the wheel load is empty and the throttle lever angle is less than TBD1 and the airspeed is less than V1, in the actual case, the same as F, the aircraft has failed at this time, the flap automatic control function is lost, and the pilot is prompted to turn manual operation.
F. If the wheel load is empty and the airspeed is between V1 and V2, further acquiring an accelerator lever angle, if the accelerator lever angle is smaller than TBD2, representing that the aircraft is ready to land, controlling a flap to be placed in a landing configuration, if the accelerator lever angle is larger than TBD2, representing that the aircraft is ready to fly, controlling the flap to keep a take-off configuration or move from other configurations to the take-off configuration, wherein V2 is the corresponding speed when the aerial flap is received to the take-off configuration, and TBD2 is the position of the accelerator lever for representing that the aircraft flies to climb, and the value of the accelerator lever is larger than TBD1;
G. if the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the take-off configuration or move from the current configuration to the take-off configuration, and if the airspeed is greater than V3, the flap is controlled to retract to the cruise configuration, wherein V3 is the speed corresponding to the retraction of the air flap to the cruise configuration.
The second aspect of the present application provides an automatic flap control device corresponding to the above method, mainly comprising:
the flap configuration setting module is used for associating the flap motion with the flight phase of the aircraft, including the flap releasing to the take-off configuration when the aircraft slides out, the flap maintaining to the take-off configuration when the aircraft climbs, the flap retracting to the cruise configuration when the aircraft enters the cruise phase, the flap releasing to the landing configuration when the aircraft landes, and the flap retracting to the cruise configuration when the aircraft returns to the stand;
The signal identification module is used for identifying all signals which can participate in flap automatic control, including signals reflecting the air-ground state of the aircraft, signals reflecting the flight speed of the aircraft, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;
the flap switching module is used for controlling the flaps to switch the configuration according to the signals.
In some alternative embodiments, the signal responsive to the aircraft air-to-ground condition includes a wheel-borne signal, the signal responsive to the aircraft speed is an airspeed signal, the signal responsive to the pilot's intent to operate is a throttle lever angle signal, and the signal responsive to the engine on-off condition is an engine speed.
In some alternative embodiments, the flap switching module includes:
After the system is powered on, the default flap is in a cruising configuration;
If the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, controlling the flap to be automatically released to a take-off configuration, wherein TBD1 is the corresponding throttle lever angle when the pilot pushes the throttle lever to start the aircraft to slide out, and V1 is the aircraft breaking speed;
If the wheel load is effective, the angle of the throttle lever is smaller than TBD1, the airspeed is smaller than V1, the engine rotating speed is further obtained, if the engine rotating speed is larger than or equal to n1, the control flap keeps the current configuration, and if the engine rotating speed is smaller than n1, the control flap is retracted to the cruising configuration, wherein n1 is a critical value of starting or closing the engine;
If the wheel load is effective and the airspeed is greater than V1, controlling the flap to keep the current configuration;
if the wheel load is empty and the airspeed is smaller than V1, prompting a fault, and manually performing flap control;
If the wheel load is empty and the airspeed is between V1 and V2, further acquiring an accelerator lever angle, if the accelerator lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the accelerator lever angle is larger than TBD2, controlling the flap to keep a take-off configuration or move from other configurations to the take-off configuration, wherein V2 is the corresponding speed when the aerial flap is received in the take-off configuration, TBD2 is the position of the accelerator lever for representing the climbing of the aircraft, and the value of the accelerator lever is larger than TBD1;
If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the take-off configuration or move from the current configuration to the take-off configuration, and if the airspeed is greater than V3, the flap is controlled to retract to the cruise configuration, wherein V3 is the speed corresponding to the retraction of the air flap to the cruise configuration.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present application should be included in the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (2)
1. An automatic flap control method, characterized by comprising:
S1, associating the movement of the flap with the flight phase of the aircraft, wherein the step comprises the steps that when the aircraft slides out, the flap is released to a take-off configuration, when the aircraft climbs, the flap is kept in the take-off configuration, when the aircraft enters a cruising phase, the flap is retracted to the cruising configuration, when the aircraft lands, the flap is placed to a landing configuration, and when the aircraft returns to a stand;
Step S2, identifying all signals which can participate in flap automatic control, including signals reflecting the air-ground state of the aircraft, signals reflecting the flight speed of the aircraft, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;
S3, controlling the flap to perform configuration switching according to each signal;
The signals reflecting the air-ground state of the aircraft comprise wheel-mounted signals, the signals reflecting the flight speed of the aircraft are airspeed signals, the signals reflecting the operation intention of a pilot are throttle lever angle signals, and the signals reflecting the on-off state of the engine are engine rotating speeds;
Wherein controlling the flap to perform configuration switching according to each signal comprises:
After the system is powered on, the default flap is in a cruising configuration;
If the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, controlling the flap to be automatically released to a take-off configuration, wherein TBD1 is the corresponding throttle lever angle when the pilot pushes the throttle lever to start the aircraft to slide out, and V1 is the aircraft breaking speed;
If the wheel load is effective, the angle of the throttle lever is smaller than TBD1, the airspeed is smaller than V1, the engine rotating speed is further obtained, if the engine rotating speed is larger than or equal to n1, the control flap keeps the current configuration, and if the engine rotating speed is smaller than n1, the control flap is retracted to the cruising configuration, wherein n1 is a critical value of starting or closing the engine;
If the wheel load is effective and the airspeed is greater than V1, controlling the flap to keep the current configuration;
if the wheel load is empty and the airspeed is smaller than V1, prompting a fault, and manually performing flap control;
If the wheel load is empty and the airspeed is between V1 and V2, further acquiring an accelerator lever angle, if the accelerator lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the accelerator lever angle is larger than TBD2, controlling the flap to keep a take-off configuration or move from other configurations to the take-off configuration, wherein V2 is the corresponding speed when the aerial flap is received in the take-off configuration, TBD2 is the position of the accelerator lever for representing the climbing of the aircraft, and the value of the accelerator lever is larger than TBD1;
If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the take-off configuration or move from the current configuration to the take-off configuration, and if the airspeed is greater than V3, the flap is controlled to retract to the cruise configuration, wherein V3 is the speed corresponding to the retraction of the air flap to the cruise configuration.
2. An automatic flap control apparatus, comprising:
the flap configuration setting module is used for associating the flap motion with the flight phase of the aircraft, including the flap releasing to the take-off configuration when the aircraft slides out, the flap maintaining to the take-off configuration when the aircraft climbs, the flap retracting to the cruise configuration when the aircraft enters the cruise phase, the flap releasing to the landing configuration when the aircraft landes, and the flap retracting to the cruise configuration when the aircraft returns to the stand;
The signal identification module is used for identifying all signals which can participate in flap automatic control, including signals reflecting the air-ground state of the aircraft, signals reflecting the flight speed of the aircraft, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;
the flap switching module is used for controlling the flaps to switch the configuration according to the signals;
The signals reflecting the air-ground state of the aircraft comprise wheel-mounted signals, the signals reflecting the flight speed of the aircraft are airspeed signals, the signals reflecting the operation intention of a pilot are throttle lever angle signals, and the signals reflecting the on-off state of the engine are engine rotating speeds;
wherein, the flap switching module comprises:
After the system is powered on, the default flap is in a cruising configuration;
If the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, controlling the flap to be automatically released to a take-off configuration, wherein TBD1 is the corresponding throttle lever angle when the pilot pushes the throttle lever to start the aircraft to slide out, and V1 is the aircraft breaking speed;
If the wheel load is effective, the angle of the throttle lever is smaller than TBD1, the airspeed is smaller than V1, the engine rotating speed is further obtained, if the engine rotating speed is larger than or equal to n1, the control flap keeps the current configuration, and if the engine rotating speed is smaller than n1, the control flap is retracted to the cruising configuration, wherein n1 is a critical value of starting or closing the engine;
If the wheel load is effective and the airspeed is greater than V1, controlling the flap to keep the current configuration;
if the wheel load is empty and the airspeed is smaller than V1, prompting a fault, and manually performing flap control;
If the wheel load is empty and the airspeed is between V1 and V2, further acquiring an accelerator lever angle, if the accelerator lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the accelerator lever angle is larger than TBD2, controlling the flap to keep a take-off configuration or move from other configurations to the take-off configuration, wherein V2 is the corresponding speed when the aerial flap is received in the take-off configuration, TBD2 is the position of the accelerator lever for representing the climbing of the aircraft, and the value of the accelerator lever is larger than TBD1;
If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the take-off configuration or move from the current configuration to the take-off configuration, and if the airspeed is greater than V3, the flap is controlled to retract to the cruise configuration, wherein V3 is the speed corresponding to the retraction of the air flap to the cruise configuration.
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| CN202211242709.3A CN115657526B (en) | 2022-10-11 | 2022-10-11 | A flap automatic control method and device |
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| CN202211242709.3A CN115657526B (en) | 2022-10-11 | 2022-10-11 | A flap automatic control method and device |
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| CN110949659A (en) * | 2019-12-06 | 2020-04-03 | 江西洪都航空工业集团有限责任公司 | Trailing edge flap control method |
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| US20070142980A1 (en) * | 2005-12-19 | 2007-06-21 | Marc Ausman | Avionics method and apparatus |
| CN101318553B (en) * | 2008-05-28 | 2010-08-04 | 中国航天空气动力技术研究院 | A wing flow control device |
| RU2522462C2 (en) * | 2012-09-03 | 2014-07-10 | Игорь Николаевич Кочергин | Semiautomatic flight altitude corrector of aircraft electromechanical barometric altimeter at takeoff and landing |
| CN108382565B (en) * | 2018-03-22 | 2024-03-22 | 北航（四川）西部国际创新港科技有限公司 | Flap automatically regulated aircraft |
| CN113232846B (en) * | 2021-05-19 | 2022-07-01 | 南京航空航天大学 | A kind of flap control method and system |
| CN114560074B (en) * | 2021-12-30 | 2024-01-02 | 中国航空工业集团公司西安飞机设计研究所 | A flap control system and flap control command calculation method |
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| CN110949659A (en) * | 2019-12-06 | 2020-04-03 | 江西洪都航空工业集团有限责任公司 | Trailing edge flap control method |
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