JP2004009847A - Automatic control system for aircraft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic control system for an aircraft improved in control status recognizability of the highly automated automatic control system. <P>SOLUTION: This automatic control system for the aircraft is provided with an input panel 2 through which a control mode and a parameter of the control mode can be manually set; a flight management computer 3 for computing the control mode and the parameter to operate as scheduled for automatic operation of high degree including economical operation; a computer 4 incorporating basic operation information from the input panel 2 to perform basic airframe control by providing an actuator servo 5 with a rudder face control signal computed on the basis of the basic operation information and to perform rudder face command computation of automatic control combining airframe control obtained by providing the actuator servo 5 with the rudder face control signal computed on the basis of the parameter from the computer 3; and a display device 6 for displaying the rudder face control signal provided to the actuator servo 5 from the computer 4. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an aircraft autopilot system provided with a notifying means for notifying a control surface control signal given to a steering thrust means.
[0002]
[Prior art]
Early aircraft autopilot systems aimed at automatically stabilizing their attitude and flying in a certain direction even when the aircraft was subject to disturbance during flight. At present, it has the function of grasping the flight state with instruments, operating the control device with the power using the computer according to the attitude change of the aircraft, and continuing the flight in the predetermined direction by connecting the navigation device. .
[0003]
In addition, aircraft autopilot systems, including recent advanced automatic navigation systems, have become increasingly automated at the level of automation to optimize economy and reduce pilot workload. The aircraft is controlled by complex mode logic different from the basic control mode used. As a result, mode logic is becoming more and more complex.
[0004]
[Problems to be solved by the invention]
Although pilots took a considerable amount of training time during the initial training period to practice mode logic, they did not reach all mode logic training, and deepened their understanding of mode logic through actual operation. is there. The gap in automation levels is significant, especially for regional (inexperienced) aircraft pilots who often step up from small aircraft that are equipped with only simple autopilot systems.
[0005]
On the other hand, a complicated airframe control situation is not always transmitted explicitly to the pilot from the viewpoint of preventing an increase in workload due to an excessive amount of information provided to the pilot, which lowers the pilot's ability to recognize the autopilot system situation.
[0006]
FIG. 7 is a block diagram showing the concept of a mode configuration of a conventional complicated autopilot system, that is, a vertical autopilot system. The modes include a basic autopilot mode 30 usable by the pilot 1 shown on the left side of FIG. 7 and a mode 37 used by an automation system such as the flight management system 31 shown on the right side of FIG.
[0007]
The automatic steering mode 30 that can be used by the pilot 1 includes an altitude holding mode 33, a descent rate holding mode 34, and a speed holding mode 35, which are given as modes of the automatic steering system 32. The autopilot mode 30 which can be used by the pilot 1 is a mode provided to the automatic thrust system 36 as a speed holding mode 38 corresponding to the altitude holding mode 33 and a speed corresponding to the descent rate holding mode 34. Hold mode 39, idle output mode 41 corresponding to the speed hold mode 35, mode 42 for holding the descent rate defined by simple calculation corresponding to the speed hold mode 35, maximum output corresponding to the speed hold mode 35 There is a mode 43.
[0008]
Further, the altitude holding mode 47, which is the mode of the automatic steering system 32 in the cruise state 44 from the flight management system 31, the mode 48 for holding the calculated path in the ascending state 45 from the flight management system 31, the mode from the flight management system 31, There is a speed holding mode 49 in the ascending state 45 or the descending state 46.
[0009]
Also, a speed holding mode 50 corresponding to the altitude holding mode 47 given to the mode of the automated thrust system 36, an idle output mode 51 and a speed holding mode 52 corresponding to the calculated path holding mode 48, and a maximum output mode 53, an idle output mode 54 corresponding to the speed holding mode 49, a mode 55 for holding a specific descent rate, and a maximum output mode 56.
[0010]
In such a mode configuration, since the mode combination by mounting the automatic thrust system 36 is complicated, various combinations of the mode of the automatic steering system 32 and the mode of the automatic thrust system 36 are changed according to the situation. The economic effect has been secured. As a result, it is necessary for the pilot 1 to fully understand the aircraft control situation that differs for each combination for all the combinations.
[0011]
On the other hand, aircraft control by the flight management system 31 is becoming more complicated. More specifically, as a result of automation focused on responding to different economic operation logic depending on various flight phases, a complicated airframe control logic different from the basic autopilot mode is obtained.
[0012]
FIG. 7 is a conceptual diagram, in which the actual mode configuration is simplified and written. In addition, the logic of the parameter setting also has a complicated framework, and the mode and parameter of the mode determined by the complicated logic are determined. There is a problem that information on the machine control status such as set values is not necessarily transmitted to the pilot 1 positively.
[0013]
For example, when the automatic descent (“descent” mode) 46 by the flight management system 31 is performed,
(1) A mode in which the calculated economically optimal descent path is maintained by the control surface operation while the thrust is kept idle (combination of mode 48 and mode 51)
{Circle around (2)} A mode in which the calculated economically optimal descent path is maintained by the control surface operation while the calculated economically optimal speed is maintained by thrust adjustment (a combination of mode 48 and mode 52).
(3) A mode in which the calculated economic optimum speed is maintained by the control surface operation while the thrust is kept idle (combination of mode 49 and mode 54)
(4) A mode in which the calculated economic optimum speed is maintained by control surface operation while maintaining a specific descent rate by thrust adjustment (combination of mode 49 and mode 55)
There is a plurality of descent control logics different from the basic autopilot mode used by the pilot 1.
[0014]
in this case,
1) In the initial descent state from the cruise state 44, the descent starts slowly with the logic of (5) from the arrival point to the economic path calculated backward.
2) After that, in order to avoid a sudden change in the differential pressure between the inside and outside of the machine due to a sudden drop, a sudden drop is avoided while maintaining economy by the logic of (3).
[0015]
3) When the differential pressure falls within a certain range, the optimal drop is performed by the logic of (1).
At this time, if a tailwind greater than expected occurs and the speed greatly increases, the increase in the speed is avoided while maintaining the economy by the logic of (4). Conversely, if a headwind greater than expected is generated and the speed is greatly reduced, a drop in speed is avoided while maintaining the path by the logic of (2).
[0016]
As described above, in spite of the complicated use depending on the situation, at present, only the “descent mode”, the “automatic thrust adjustment mode”, and the “partial target parameters” are active in the pilot 1. Is communicated
For this reason, the pilot can only grasp the control status during automatic operation by analogy with what kind of control logic is applied and what target value is used for automatic control based on the movement of the aircraft.
Also, at this time, even if mode information of the automatic steering system and information of all other target parameters are given, the logic is significantly different from the basic automatic steering mode used by the pilot 1, and the logic is complicated. It is highly likely that Pilot 1 cannot be properly interpreted, which not only results in meaningless information for Pilot 1, but may even cause Pilot 1 to be confused.
The present invention has been made in order to solve such problems, even during automatic operation by the flight management system, the control status of the aircraft is transmitted to the pilot in a combination of the autopilot mode and their target parameters, They are equivalent to the display of the basic autopilot mode used by the pilot and its setting parameters, and are to provide an aircraft autopilot that allows the pilot to grasp the control status of the automatic operation without causing confusion. Aim.
[0017]
[Means for Solving the Problems]
In order to achieve the above object, the invention corresponding to claim 1 is a basic operation information setting means capable of manually setting basic operation information such as a control mode and parameters of the control mode, and an advanced operation including economical operation. A flight management system for calculating control modes and parameters so as to operate according to an operation plan for automatic operation, and basic operation information from the basic operation information setting means, and a steering calculated based on the basic operation information. Surface control signal, while performing the basic aircraft control by giving to the steering thrust means, to the basic aircraft control, a control surface control signal calculated based on the control mode and parameters from the flight management system, An automatic steering / thrust system for combining an airframe control obtained by giving to the steering thrust means; and the automatic steering / thrust system. From an aircraft autopilot system and a notifying means for informing the control surface control signals applied to said steering thrust means.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described. FIG. 1 is a schematic plan view showing a cockpit of an airplane provided with the aircraft automatic pilot system of the present invention. This includes an autopilot operation device 15, a central unit (Center Unit) 16, right and left flight information units [FIU (Flight Information Unit)] 17L, 17R and right and left navigation units 18L, 18R, Side Panel 19, Overhead. Panel 20 is provided.
[0019]
FIG. 2 is a block diagram showing a schematic configuration of the automatic pilot system according to the present invention. For example, an input panel (Mcp: Mode Control Panel) 2 of an automatic operation device which constitutes basic operation information setting means, and a flight management system For example, a FMC (Flight Management Computer) 3, an FCC (Flight Control Computer) 4 and an actuator servo (Actuator servo) 5, which constitute an automatic steering / thrust system, and an FMA (Flight Monitor) which constitutes a notification means, for example. 6 is comprised.
[0020]
The input panel 2 of the automatic operation device can be manually operated by the pilot 1, and by operating these, operation information such as a control mode group (operation mode group) and a parameter group (command group) can be obtained. It is configured so that it can be input to an FCC 4 described later.
[0021]
The FMC 3 is a computer that calculates control modes and parameters to operate according to a preset operation plan for performing advanced automatic operations including economical operations. The FMA 6 captures a control surface control signal that is calculated every moment by the FCC 4, and constantly displays the status of the control mode of the automatic control.
[0022]
Here, the control mode group is a group of control rules of the control surface when controlling the airframe. For example, when an AT (Auto Throttle Modes) mode group button 61, an FDL mode group (FD Lateral Modes) button 64, and an FDV (FD Vertical Modes) mode group button 65 shown in FIG. 6A are selected, the corresponding display unit becomes as shown in FIG. It is displayed as shown in b). FIG. 6 will be described later.
[0023]
The FCC 4 captures the control mode and parameters from the FMC 3 and the input panel 2, receives information on the autopilot status such as the current flight status, etc., and calculates an autopilot control surface command so that appropriate navigation can be performed. The calculated control surface control signal is output to each actuator 5.
[0024]
The FMA 6 is, for example, disposed above a FIU (Flight Information Unit) configured as shown in FIG. The FIU has Heading and Track Indication 20, Attitude Steering and Miscellaneous Indication 21, N1 Indication 22, Vertical Speed Indication 23, Airspeed / Machine Indication 25, and Aired / Machine Indication 24.
[0025]
As described above, the FIU (Flight Information Unit) shown in FIG. 5 collectively displays, on a single screen, information necessary for the most recent operation in the information related to the aircraft motion, the system, and the external environment. .
[0026]
That is, 1) current values and trends of various parameters relating to the aircraft motion, 2) relative relationship between target values and current values of the aircraft control, 3) information on the current mode and transition of the autopilot system, 4) terrain, weather, and others. This is information on the position of a machine, a radio sign, and the like.
[0027]
The screen configuration and the display style of each display element reduce the possibility of lack of situational awareness by reducing the time required for the pilot to move their gaze and the cognitive workload of reconstructing necessary information from multiple data. It is aimed at that.
[0028]
Here, the autopilot mode (servant) shown in FIG. 3 and the manager that controls it are defined.
[0029]
The automatic steering system has the following four modes.
[0030]
The altitude holding mode 7 is a mode in which the set altitude is maintained at the airframe pitch (ie, horizontal tail steering).
[0031]
The descent rate holding mode 8 is a mode for maintaining the set descent rate at the aircraft pitch.
[0032]
The mode of descending while maintaining the speed is a mode of descending while maintaining the set speed at the body pitch.
[0033]
The mode 9 in which the speed is increased by holding the speed is a mode in which the speed is increased while maintaining the set speed at the body pitch. The automatic thrust system has the following three modes.
[0034]
The speed holding modes 11 and 12 are modes for maintaining an appropriate speed by thrust adjustment. The automatic steering mode is automatically selected when the altitude holding mode 7 or the descent rate holding mode 8 is set.
[0035]
The maximum output mode 13 is a mode in which the maximum thrust that can be used at the time of normal ascent is output. The automatic steering mode is automatically selected at the time of the mode 9 in which the speed is increased by maintaining the speed.
[0036]
The mode 14 for maintaining a descent rate defined by a simple calculation is a mode for maintaining an appropriate route (path) by thrust adjustment. The automatic steering system is automatically selected in the mode 10 in which the speed is lowered at the speed holding.
[0037]
Here, the function of the manager will be described. Manager VNAV: Indicates the mode and parameters of the automatic steering and thrust system required to maintain the vertical path calculated by the flight management system. The following automatic steering / thrust system modes are appropriately selected, and control instructions are sent to the automatic steering / thrust system together with appropriate parameters. That is, a combination of the mode 9 that rises by maintaining the speed and the maximum output mode 13, a combination of the mode 10 that descends by maintaining the speed, and the mode 14 that maintains the descent rate defined by a simple calculation, the altitude holding mode 7 and the speed maintaining mode 11 are combinations of the descent rate holding mode and the speed holding mode.
[0038]
Flight Mode Annunciator (FMA)
At the top of the flight display unit (FIU), among the parameters of the autopilot system,
Displays the status of the autopilot system, the current autopilot mode, and the mode that will be automatically transitioned by the flight management system.
[0039]
An FMA (Flight Mode Annunciator) 6 in FIG. 5 displays the Flight Mode Annunciation, and is configured as shown in FIGS. 6A and 6B.
[0040]
That is, as shown in FIG. 6 (a), it is provided with Auto Throttle Models 61, Managers 62, FD / AP System Status 63, Lateral Modes 64, Vertical Modes 65, and Lateral Managers 66.
[0041]
As shown in FIG. 6, for example, in the case of White Letter / Black Background [W / Bk], it is a Mode to be transitioned (Arm). For example, in the case of Green Letter / Black Background [G / Bk], It shows the control mode used.
[0042]
Auto Throttle Modes 61 include REF, THR, HOLD, and SPD, which are displayed on REF Mode Annunciator 70, THR Mode Annunciator 69, HOLD Mode Annunciator 78, and SPD Mode 77, respectively.
[0043]
The Vertical Managers 62 include TO / GA and VNAV, and these are displayed on the Vertical TO / GA Mode Annunciator 73 and VNAV Mode 74, respectively.
[0044]
The FD / AP System Status 63 includes A / P (the autopilot system is operating) and FLT DIR (the autopilot system is not operating, but the guidance display to the pilot is operating). Yes, and these are displayed on the AP System Status Annunciator 76 and FD System Status Annunciator 75, respectively.
[0045]
The FD Lateral Modes 64 includes LOC and HDG / TRK, which are displayed on the LOC Mode Annunciator 68 and the HDG / TRC Mode Annunciator 72, respectively.
[0046]
The FD Vertical Modes 65 include GS, CLB / DES, ALT, and VS / FPA, which are GS Mode 79, CLB / DES Mode Annunciator 80, ALT Mode Annunciator 81, and VS / FPA Mode Announcer 82, respectively.
[0047]
Lateral Managers 66 include TO / GA and LNAV, which are displayed on Lateral TO / GA Annunciator 67 and LNAV Mode Annunciator 71, respectively.
[0048]
As shown in FIG. 4, the input panel [MCP (Mode Control Panel)] 2 of the autopilot system is used to change the parameters of the autopilot system to immediately change the behavior of the airframe or to limit (such as altitude restrictions). This is a panel for inputting parameters to add the information and displaying related information.
[0049]
That is, 1) setting of the autopilot mode, 2) operation / stop of the autopilot system, and 3) horizontal and vertical speed setting are functions. In order to quickly notice an erroneous operation due to the intention of the pilot 1 and an unintended system behavior of the pilot 1, a display indicating the state of the automatic pilot system is added to the MCP 2 which is an input device to the automatic pilot system. You can see how this operation is reflected in the system at the same time as the operation.
[0050]
It is a display for displaying information about the relative relationship between the target value and the current value of the aircraft control, the current mode and the transition of the automatic pilot system.
[0051]
MCP2 is, MCP Information Display200, FD / AP (Flight Director / Auto Pilot) System Controls300, A / T System Controls301, LNAV (Lateral Navigation) Controls302, Lateral Controls303, Vertical and Speed Controls304, Altitude Controls305, Vertical Speed / Flight Path Angle Controls 306, Approach Mode Controls 307, and FD / AP (Light Director / Auto Pilot) System Controls 308.
[0052]
MCP Information Display200 is made from LNAV (Lateral Navigation) Information201, Lateral Information202, Vertical Information203, Auto Throttle Mode Information204, Speed Information205, Altitude Information206, VS (Vertical Speed) / FPA (Flight Path Angle) Information207.
[0053]
In such a configuration, when the LNAV button is pressed, commands input to the MCP include LNAV mode and Direct Waypoint Select Dial according to the state of input. 1) LNAV Arm 2) LNAV Disarm 3) LNAV Engage 4 5) Direct Route 5) No change, and the command input at the moment when the button is pressed is displayed. In the case of an HDG (Heading) knob button, the current HDG value input as a setting value is displayed. The same applies to other buttons.
[0054]
As described above, the present invention relates to a vertical autopilot system that needs to be particularly improved, and while actively promoting automation from the viewpoint of reducing workload and pursuing economic efficiency,
Aiming at a logic configuration that avoids an excessive gap with aircraft with low level of operation, the operation logic of the vertical autopilot system including FMS was reconfigured according to the following policy.
[0055]
In this case, considering the step-up from an aircraft with a low automation level, the aircraft control logic by the flight management system uses a basic autopilot mode.
[0056]
From the viewpoint of reducing the workload and pursuing economic efficiency, advanced flight management systems will be used for advanced automation. However, the basic principle of autopilot will be based on the principle of automation, which is to act as a substitute for pilot work (= third pilot) Automatic logic via the aircraft control logic of the mode.
[0057]
For the purpose of automation as a substitute for the pilot, the override can be performed whenever the pilot intends.
[0058]
The aircraft control status is appropriately transmitted to the pilot via the mode display and the tactile feedback (Tactile Feedback).
[0059]
The above-described vertical automatic steering system of the present invention has the following features.
[0060]
(1) Vertical structure of FMS (Flight Management System) and automatic steering and thrust system (Auto Flight Control System)
"Flight management computer 3 = Manager who operates automatic steering and thrust system in consideration of economy in place of pilot 1", "Automatic steering and thrust system = Control surface according to pilot and flight management system Servant that controls thrust ”. As a result, the aircraft control logic of the flight management system always goes through the automatic steering and thrust system, and the pilot 1 must grasp the control intention of the flight management system from the mode and setting parameters of the automatic steering and thrust system displayed on the instrument. Can be.
[0061]
(2) Combination simplification of the automatic steering (Auto Throttle) mode and the automatic thrust system mode
When the control mode of the automatic steering system is determined, the logic is such that the mode of the automatic thrust system is uniquely determined. As a result, if the pilot 1 (or FMS) selects the vertical automatic flight control system mode, a one-to-one correspondence between the mode of the automatic steering system and the airframe control is guaranteed, and the pilot 1 performs the automatic steering system. , It is possible to grasp the outline of the longitudinal body control condition only by the control mode and the setting parameters (speed, descent rate, etc.).
[0062]
According to the above-described new logic of the present invention (FIG. 3), even during the automatic operation by the flight management system 31, the autopilot mode and their target parameters are constantly transmitted to the pilot 1, and in addition, they are transmitted to the pilot 1. Since the display is equivalent to the display of the basic autopilot mode to be used and its setting parameters, the pilot can grasp the control status of the automatic operation without causing confusion.
[0063]
On the other hand, the example of the conventional mode logic configuration shown in FIG. 7 has a complicated airframe control logic under automatic operation aimed at optimizing economy, and the airframe control intention is not always transmitted to the pilot explicitly.
[0064]
【The invention's effect】
According to the present invention described above, a complicated control situation under advanced automatic operation for the purpose of optimizing economy is given to a pilot by a combination of a basic control mode and its target parameter. In addition, it is possible to provide an aircraft automatic pilot system in which the control situation recognition of a highly automated automatic pilot system is improved.
[Brief description of the drawings]
FIG. 1 is a schematic plan view showing a cockpit of an aircraft equipped with an automatic pilot device of the present invention.
FIG. 2 is a block diagram for explaining an embodiment of the automatic steering device of the present invention.
FIG. 3 is a block diagram for explaining a mode logic configuration of the automatic pilot device according to the present invention.
FIG. 4 is a front view showing an input panel of the autopilot shown in FIG. 2;
FIG. 5 is a front view showing a display device of the autopilot shown in FIG. 2;
FIG. 6 is a front view showing the display device of the automatic driving mode status shown in FIG. 5;
FIG. 7 is a block diagram for explaining a mode logic configuration of a conventional autopilot.
[Explanation of symbols]
1 ... Pilot
2. Input panel
3. Flight management computer
4: Computer
5 Actuator servo
6 Display device
7 ... Altitude hold mode
8 ... Descent rate holding mode
10 ... Descent mode
11.12 ... Speed hold mode
13. Maximum output mode
14… Mode
15 ... Autopilot operation device
16 Central unit
18L, 18R… Operation unit
30 ... Autopilot mode
31… Flight management system
32 ... Automatic steering system
33 ... Altitude hold mode
34 ... Descent rate holding mode
35 ... Speed hold mode
36 ... Automatic thrust system
37… Mode
38 Speed holding mode
39: Speed hold mode
41: Idle output mode
42… Mode
43… Maximum output mode
44… Cruising condition
45 ... ascending state
46 ... Descent state
47 ... Altitude hold mode
48… Mode
50: Speed hold mode
51: Idle output mode
52 Speed holding mode
53 ... Maximum output mode
54: Idle output mode
55… mode
56 ... Maximum output mode
61 Mode group button
64… Mode group button
65… Mode group button

Claims (1)

Basic operation information setting means capable of manually setting basic operation information such as a control mode and parameters of the control mode;
A flight management system that calculates control modes and parameters to operate according to an operation plan for performing advanced automatic operations including economical operations,
By taking in basic operation information from the basic operation information setting means and giving a control surface control signal calculated based on the basic operation information to a steering thrust means, the basic airframe control is performed, and the basic airframe control is performed. An automatic steering / thrust system for combining control with a body control obtained by giving a control surface control signal calculated based on a control mode and parameters from the flight management system to the steering thrust means,
Notifying means for notifying a control surface control signal given to the steering thrust means from the automatic steering / thrust system,
Aircraft automatic pilot system equipped with.

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