CN112558478B - Height leveling function control method and system for civil aircraft autopilot - Google Patents

Height leveling function control method and system for civil aircraft autopilot Download PDF

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CN112558478B
CN112558478B CN202011424529.8A CN202011424529A CN112558478B CN 112558478 B CN112558478 B CN 112558478B CN 202011424529 A CN202011424529 A CN 202011424529A CN 112558478 B CN112558478 B CN 112558478B
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CN112558478A (en
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王娜
欧阳一方
余圣晖
刘军
张轶
李焘
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Commercial Aircraft Corp of China Ltd
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    • G—PHYSICS
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    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
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    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/04—Control of altitude or depth
    • G05D1/042—Control of altitude or depth specially adapted for aircraft
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/04—Control of altitude or depth
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Abstract

The present disclosure provides a method and system relating to a level-leveling process in the vertical mode of an automatic flight control system. The vertical mode includes a vertical speed mode, an altitude change mode, or manual leveling by the pilot pressing a leveling button in any mode.

Description

Height leveling function control method and system for civil aircraft autopilot
Technical Field
The disclosure relates to an aircraft control system, in particular to a method and a system for controlling a height leveling function of a civil aircraft autopilot.
Background
Modern civil aircraft are not only designed for high safety, but also for higher comfort for passengers, thereby improving market competitiveness in aircraft operation. The comfort of the airplane is closely related to the overload in the flying process, the overload is the ratio of lift force to weight, when the overload is 1g, the airplane is in the most comfortable state, when the airplane changes in rolling, pitching or speed, the overload can change correspondingly, and the phenomenon that the overload generates a large sudden change due to the change of the flying state is avoided in the automatic driving process.
The standards for the automatic flight mode are specified in chapter six of AC25.1329-1B, which divides the automatic flight mode into: horizontal mode, vertical mode, multi-axis mode, auto throttle mode. The vertical mode is one of the three-axis controls of autopilot. The vertical mode is mainly used for changing or maintaining the altitude of the airplane, and a pilot can climb or descend the airplane through a vertical speed mode, a track inclination angle mode or an altitude layer changing mode. To avoid unconstrained climb or slide-downs when using the appropriate vertical mode, the height selection controller should be set to the new target height before the vertical mode can be selected.
During ascent or descent, when approaching a target altitude (which may include an altitude set on the FMCP, a limit altitude, or a cruise altitude set in a flight plan), the aircraft may enter a Level Off function (V/S ═ 0m/S) in order to enable a smooth transition to the target altitude, and if there is a Level-Off button on the autopilot control panel, the pilot may manually Level the aircraft. In the GJB 1690-93 universal specification for autopilots for manned aircraft, the autopilot is required to be able to level the aircraft at any flight attitude and to automatically restore the aircraft smoothly to a level straight flight state along a minimum angle, and other control modes should be disconnected during the leveling process, and when the aircraft reaches a level, it should be in an attitude keeping mode or a height keeping mode.
Currently, the altitude leveling function is switched on the Mode Control Panel (MCP) of a civil aircraft by pressing the vertical speed knob "PUSH TO LEVEL OFF" (right panel). Fig. 1 shows such a mode control panel 100.
In view of the important role of autopilot in the current civil airplane telex control law, there is a need for an improved method and system for controlling the height leveling function of a civil airplane autopilot in order to improve the safety of the airplane and to ensure the comfort of passengers in the airplane.
Disclosure of Invention
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
The invention aims to provide a method and a system for leveling the height of a vertical direction in automatic driving. Specifically, the invention provides a control method for a height leveling function of a civil aircraft autopilot, which comprises the following steps:
storing the vertical velocity at the time when it is determined that the leveling function is to be turned on;
determining a first given vertical velocity for the leveling function if the absolute value of the vertical velocity is greater than a first velocity threshold and the altitude deviation modulus of the current flying altitude relative to the given altitude layer is greater than a first altitude deviation threshold;
determining a second given vertical velocity for the leveling function if the absolute value of the vertical velocity is less than or equal to the first velocity threshold and the altitude deviation modulus is greater than the first altitude deviation threshold;
determining a third given vertical speed for the leveling function if the height deviation modulus is less than or equal to the first height deviation threshold; and
the height maintenance mode is entered.
In one embodiment of the present invention, there is provided a civil aircraft autopilot height leveling function control system, the system comprising:
means for storing the vertical velocity at the time when it is determined that the leveling function is to be turned on;
means for determining a first given vertical velocity for the leveling function if the absolute value of the vertical velocity is greater than a first velocity threshold and the altitude deviation modulus of the current flight altitude relative to the given altitude layer is greater than a first altitude deviation threshold;
means for determining a second given vertical velocity for the leveling function if the absolute value of the vertical velocity is less than or equal to the first velocity threshold and the altitude deviation modulus is greater than the first altitude deviation threshold;
means for determining a third given vertical speed for the leveling function if the height deviation modulus is less than or equal to the first height deviation threshold; and
means for entering a height maintenance mode.
In another embodiment of the present invention, there is also provided a computer storage medium storing computer instructions for:
storing the vertical velocity at the time when it is determined that the leveling function is to be turned on;
determining a first given vertical velocity for the leveling function if the absolute value of the vertical velocity is greater than a first velocity threshold and the altitude deviation modulus of the current flying altitude relative to the given altitude layer is greater than a first altitude deviation threshold;
determining a second given vertical velocity for the leveling function if the absolute value of the vertical velocity is less than or equal to the first velocity threshold and the altitude deviation modulus is greater than the first altitude deviation threshold;
determining a third given vertical speed for the leveling function if the height deviation modulus is less than or equal to the first height deviation threshold; and
the height maintenance mode is entered.
Other aspects, features and embodiments of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of specific exemplary embodiments of the invention in conjunction with the accompanying figures. While features of the invention may be discussed below with respect to certain embodiments and figures, all embodiments of the invention can include one or more of the advantageous features discussed herein. In other words, while one or more embodiments may have been discussed as having certain advantageous features, one or more of such features may also be used in accordance with the various embodiments of the invention discussed herein. In a similar manner, although example embodiments may be discussed below as device, system, or method embodiments, it should be appreciated that such example embodiments may be implemented in a variety of devices, systems, and methods.
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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.
Fig. 1 shows a flight control panel of a civil aircraft.
FIG. 2 illustrates a leveling function control module according to one embodiment of the present disclosure.
Fig. 3 illustrates a height variation process according to one embodiment of the present disclosure.
FIG. 4 illustrates a vertical velocity variation process according to one embodiment of the present disclosure.
FIG. 5 illustrates a variation of aircraft overload in vertical velocity mode according to one embodiment of the present disclosure.
Fig. 6 illustrates turn-on logic of a leveling turn-on component according to one embodiment of the present disclosure.
Fig. 7 shows a leveling function implementation flow of the leveling function control module according to an embodiment of the present disclosure.
Detailed Description
Various embodiments will now be described more fully hereinafter with reference to the accompanying drawings, which form a part hereof, and which show specific exemplary embodiments. Embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of these embodiments to those skilled in the art. Embodiments may be implemented as a method, system or device. Accordingly, embodiments may take the form of an entirely hardware implementation, an entirely software implementation or an implementation combining software and hardware aspects. The following detailed description is, therefore, not to be taken in a limiting sense.
The steps in the various flowcharts may be performed by hardware (e.g., processors, engines, memory, circuitry), software (e.g., operating systems, applications, drivers, machine/processor-executable instructions), or a combination thereof. As one of ordinary skill in the art will appreciate, embodiments may include more or fewer steps than those shown.
In order to guarantee the comfort of passengers taking the airplane while ensuring the safety of the airplane, the technical scheme involved in the disclosure can smoothly transit before the airplane reaches the target height in the automatic driving vertical mode, the control precision is met, and the overload variation (delta Nz) is small.
Therefore, the control of the automatic driving in the vertical direction is realized through an overload (Nz) control law, when the main flight control and the automatic flight control law are connected in series, the automatic driving control law calculates to obtain delta Nz according to a control target, the delta Nz instruction enters a main flight control law system, and a corresponding control plane deflection instruction is calculated by the main flight control law. A detailed description of the process of the aircraft overload variation in the vertical speed mode will be described below with reference to fig. 4.
FIG. 2 illustrates a leveling function control module 200 according to one embodiment of the present disclosure.
The leveling function is switched on when a given height level is approached and if a leveling function triggering condition is met. As shown in fig. 2, the airplane's trim function is controlled and implemented by a trim function control module 200. The triggering of the leveling function is determined by a leveling on component 202 in the leveling function control module 200. Specifically, the leveling-on assembly 202 calculates the deviation modulus of the current fly height from the given height layer to determine whether the on-height condition is satisfied as follows:
|ΔHgiv|＝|H-Hgiv|，
wherein H represents the current flying height in m; hgivRepresenting a given height level in m.
When the following conditions are satisfied: K.Vz 2-|H-HgivWhen ≧ 0, the control law in the elevator channel switches to a given vertical speed control law, with the gain factor K being 1 (by way of example and not limitation). The turn-on logic details of the leveling turn-on component 202 will be described below with reference to fig. 5.
And switching the control law of the elevator channel under the value, storing the vertical speed at the moment by the leveling function control module 200, and using the vertical speed in the process of calculating the track leveling. Vertical velocityStored value of degree VzoIs labeled by the formula:
Vz(toff/on)＝Vzo， (1)
wherein t isoff/onAnd the current flying time is shown, and the leveling function control module 200 switches the elevator channel control law at the time.
Leveling function given vertical speed in the invention
Figure BDA0002823150930000055
The vertical velocity is eventually smoothly reduced to 0 as determined by the leveling function control module 200 through the three processes of the following equation (2).
Figure BDA0002823150930000051
In formula (2):
Figure BDA0002823150930000052
when the vertical speed is equal to 1 and is positive, the airplane climbs; equal to-1 the vertical velocity is negative and the aircraft descends. When the current mode is the vertical velocity mode,
Figure BDA0002823150930000053
the vertical speed selected for the driver on the control panel is, when the current mode is the other vertical mode,
Figure BDA0002823150930000054
the vertical speed before switching on for the leveling function; v1The constant value can be obtained through simulation tests according to design targets or airplane characteristics, and the value can be corrected through test flight data and used as a first speed threshold value.
Wherein: 1) parameter K1For smooth logout of stored vertical velocity VzoAnd as will be appreciated by those skilled in the art, the parameter may be set to any value that meets the requirements, and is not limited to any particular value;
2) calculating a first sum of given flying vertical velocitiesThe second formula is used for calculating the absolute value of the vertical velocity greater than V1m/s or V1m/s and at the same time a given deviation from the height level is greater than a first height deviation threshold H0m is used for working. By way of example and not limitation, V is selected via a tune parameter analysis11.5 and as can be understood by those skilled in the art, H0m is not limited to any particular value and may be set on its own according to particular specifications or requirements; and
3) the third formula for calculating the given flying vertical velocity is equal to or less than H at a given deviation from the height level0m is used for working.
Additional details of these three processes will be described below with reference to fig. 4. After the leveling function control module 200 completes the altitude leveling function, the aircraft enters altitude hold mode.
In embodiments of the present invention, the vertical mode used for the height leveling function generally comprises: a vertical velocity mode and a height level change mode. In one embodiment of the invention, the advantages of the turn-on logic and flow of the leveling function are illustrated in a vertical speed mode (by way of example and not limitation). In the vertical speed mode, a given vertical speed value is provided and stabilized through an autopilot elevator channel, the autothrottle is switched on/Mach mode, a given gauge speed is maintained, the vertical speed starts to decrease when a 'Level Off' function is switched on, and when a target altitude is reached, the vertical speed mode is switched Off and the altitude mode is switched on. By way of example and not limitation, the trim height may be 5950m, and the deviation for a given height may be 1000m, i.e.
Figure BDA0002823150930000063
The target height is 6950 m. The simulation was performed given a vertical velocity of 15m/s, and the simulation results are shown in fig. 3 to 5 below. As will be appreciated by those skilled in the art, any other vertical velocity may be used for the simulation without departing from the scope of the invention.
The aircraft altitude change before and after the leveling control in the present invention is engaged is shown in FIG. 3, and FIG. 3 illustrates an altitude change process 300. By way of example and not limitation, the dashed line is a given height of soil 10m, 10m being the height-preserving precision value. The straight line is the given height value command and the curve is the actual height value output. It can be seen that upon reaching the target height, via the leveling control function according to various embodiments of the present invention, the height smoothly transitions to the target height value without overshoot, with the final height remaining within the required accuracy range. As will be appreciated by those skilled in the art, in other embodiments of the invention, other precision values other than 10m may be used without departing from the scope of the invention.
Fig. 4 illustrates a vertical velocity variation process 400 according to one embodiment of the present disclosure. In FIG. 4, by way of example and not limitation, 1 is the vertical velocity 15m/s given through the autopilot control panel and 2 is the actual vertical velocity. 3. 4, 5 are working processes after the leveling function is switched on. Specifically, in phase 3, the first function in the leveling control law (2) is used, i.e., for
Figure BDA0002823150930000061
And is
Figure BDA0002823150930000062
To determine a first given vertical velocity for the leveling function, which is a non-linear process, to smoothly reduce the vertical velocity by the first formula in equation (2); in stage 4, the second function of equation (2) is used, i.e., for
Figure BDA0002823150930000071
And is
Figure BDA0002823150930000072
To determine a second given vertical velocity for the leveling function, which causes the vertical velocity reduction process to undergo a short stagnation, thereby causing the aircraft to continue flying while maintaining a smaller vertical velocity; in phase 5, the third function in equation (2) is used, i.e., for | Δ Hgiv|≤H0m，
Figure BDA0002823150930000073
A third given vertical velocity for the leveling function is determined so as to gradually decrease the vertical velocity, and when the vertical velocity is less than the second velocity threshold and the altitude deviation modulus is less than the second altitude deviation threshold, the aircraft enters an altitude hold mode, the vertical velocity approaches 0, and the altitude leveling process of the aircraft is ended.
FIG. 5 illustrates a variation of aircraft overload in vertical velocity mode according to one embodiment of the present disclosure. As shown in fig. 5, in a) and b), the range between the upper and lower broken lines is the accuracy range of the overload control, and the overload is 1 in g, which is 9.8m/s, when the aircraft is level-off after trim2. By way of example and not limitation, if the maximum overload variation | Δ Nz | -is set to 0.15, the overload control range is 0.85 to 1.15, as shown by two dotted lines; the straight line is the limit control range of automatic driving overload, if the overload exceeds the straight line, the control requirement of automatic driving can not be met, and passengers can feel great discomfort; the black curve is the overload command calculated by the autopilot control law and the gray curve is the actual overload response. By way of example and not limitation, in FIG. 5 a), b) are each V1(iii) 3 and V1Overload curve when 1.5, it can be seen that when V1When the speed is switched to 3, the change rate of the instruction overload is very large, the change amount is also large, and in contrast, the design parameter V is1The overload variation is small when the overload variation is 1.5, the change rate is slow, the control is in the required precision range, and the transition process is stable. As will be appreciated by those skilled in the art, other accuracy ranges, control ranges, and vertical velocities may be used to perform the aircraft overload simulation in the vertical velocity mode without departing from the scope of the present invention.
Fig. 6 illustrates turn-on logic 600 of the leveling turn-on component 202 of fig. 2 according to one embodiment of the present disclosure. As shown in fig. 6, when the turn-on logic of the leveling function is satisfied, the leveling function will turn on immediately and gradually reduce the given vertical speed to zero in three stages according to the three functions given by equation (2) above.
The input signals required for the leveling function logic trigger include: the logic signals for the current vertical speed, the current altitude, the given altitude, and the vertical mode turn on include a vertical speed mode switch, an altitude floor change mode switch, or a manually turned on leveling switch.
The specific implementation of the turn-on logic of the leveling function is as follows:
1 is the height condition requirement when switching on, and the height condition of switching on is as follows: K.Vz 2-|H-HgivI ≧ 0, i.e., the square of the current vertical velocity multiplied by a gain K, minus the absolute value of the difference between the current altitude and the given altitude is greater than or equal to 0. A mode switch signal condition of on, the mode switch signal condition including a vertical speed mode switch signal and a height layer change mode switch signal, and a judgment logic of whether the condition is satisfied is that the condition of 2 is satisfied as long as one of the two switch signals is on; 3 is a logic ' AND ' (sum) ' judgment module, namely 1 AND 2 are required to be met simultaneously, AND the output can be ' true '; and 4 is a judgment module of logic OR, namely one of the input signals is true, and the output can be true. That is, true if the conditions of 1 and 2 are simultaneously met or a manual level-shift switch signal is received; and 5 is a signal latch, when the input is true, the signal at the moment is latched, the purpose of latching is that once the connection condition is met, the signal is not allowed to be interrupted halfway until the leveling process is completed, 6 is a logic signal of the output connection height leveling function, the signal is 1 to indicate connection, and 0 to indicate disconnection.
Fig. 7 shows a leveling function implementation flow of the leveling function control module according to one embodiment of the present disclosure. The flow begins at block 702 where the current altitude, given altitude, vertical speed, turn-on modality of the aircraft are retrieved and provided as input to block 704. At block 704, a determination is made whether the leveling function access condition is satisfied. If so, then the height leveling function is entered at block 706 and the vertical velocity V at that moment is stored at block 708zoAnd is used as an input in calculating trajectory flattening (i.e., using the first formula in equation (2) above to calculate the first given vertical velocity Vzgiv _ LO 1).
Flow then continues to decision block 710 where a determination is made whether the given deviation from the height layer is greater than a first deviationHeight deviation threshold H0And m is selected. If so, then proceed to decision block 712, where a determination is made as to whether the absolute value of the vertical velocity is greater than a first velocity threshold V1. If it is determined at block 712 that the absolute value of the vertical velocity is greater than V1Flow continues to block 714 where the instruction specifies a given vertical velocity, determined by the first function in equation (2), to be Vzgiv _ LO1
Figure BDA0002823150930000084
And is provided with
Figure BDA0002823150930000085
So that the vertical speed is smoothly reduced. If it is determined at block 712 that the absolute value of the vertical velocity is not greater than V1, flow continues to block 716 where the instruction specifies that the given vertical velocity is Vzgiv _ LO2, which is determined by the second function in equation (2), i.e., for
Figure BDA0002823150930000081
And is
Figure BDA0002823150930000082
So that the vertical speed reduction process experiences a short stagnation, thereby allowing the aircraft to continue flying while maintaining a lower vertical speed. If the determination at block 710 is negative, flow continues to block 718 where the instruction specifies a given vertical velocity Vzgiv _ LO3, which is determined by the third function in equation (2), i.e., for | Δ Hgiv|≤H0m，
Figure BDA0002823150930000083
Thereby gradually reducing the vertical velocity to 0. In one embodiment of the invention, after the processing at block 714 is completed, the operations at blocks 716 and 718 are then completed in order to implement the leveling function (i.e., blocks 714, 716, 718 correspond to the three phase processes 3, 4, 5 shown in FIG. 4, respectively). Upon completion of the operations at block 718, flow proceeds to decision block 720 where a determination is made as to whether the absolute value of the vertical speed is less than a second speed threshold V2And the height deviation modulus is smaller than the second height deviationThreshold value H1And m is selected. If the absolute value of the vertical velocity is less than V2And a height deviation modulus of less than H1m, then altitude hold mode is entered at block 722 until the vertical velocity of the aircraft is reduced to 0 and the altitude leveling process ends. If the conditions in block 720 are not met, the operations in block 718 continue until the conditions in block 720 are met. As can be appreciated by those skilled in the art, V2And H1The value of m is not limited to a particular value, but V may be set according to a particular specification or need2And H1The value of m is such that the vertical velocity and height deviation modulus can be gradually reduced by performing the operations in block 718 until the conditions in block 720 are met. .
Embodiments of the present invention are described above with reference to block diagrams and/or operational illustrations of methods, systems, and computer program products according to embodiments of the invention. The functions/acts noted in the blocks may occur out of the order noted in any flowchart. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality/acts involved.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims (11)

1. A civil aircraft height leveling function control method comprises the following steps:
storing the vertical velocity at the time when it is determined that the leveling function is to be turned on;
determining a first given vertical velocity for the leveling function in case the absolute value of the vertical velocity is greater than a first velocity threshold and the altitude deviation modulus of the current flying altitude relative to the given altitude layer is greater than a first altitude deviation threshold, wherein the first given vertical velocity is in accordance with
Figure FDA0003645257410000011
Is determined, and wherein
Figure FDA0003645257410000012
When the vertical speed is positive when the vertical speed is equal to 1, the airplane climbs; when the vertical speed is negative when the current mode is the vertical speed mode, the airplane descends, and when the current mode is the vertical speed mode,
Figure FDA0003645257410000013
the vertical speed selected for the driver on the control panel is, when the current mode is the other vertical mode,
Figure FDA0003645257410000014
vertical speed before switching on for leveling function, parameter K1For smooth logout of stored vertical velocity Vzo，|ΔHgiv|＝|H-Hgiv|，|ΔHgivI is the height deviation modulus of the current flying height relative to the given height layer;
determining a second given vertical velocity for the leveling function if the absolute value of the vertical velocity is less than or equal to the first velocity threshold and the altitude deviation modulus is greater than the first altitude deviation threshold, wherein the second given vertical velocity is in accordance with
Figure FDA0003645257410000015
And wherein V is1The value is constant and can be obtained through simulation test according to a design target or airplane characteristics, and the value can also be corrected through test flight data;
determining a third given vertical speed for the leveling function if the altitude deviation modulus is less than or equal to the first altitude deviation threshold, wherein the third given vertical speed is in accordance with
Figure FDA0003645257410000016
And wherein Δ Hgiv＝|H-Hgiv|，ΔHgivIs the height deviation modulus of the current flying height relative to the given height layer; and
the height maintenance mode is entered.
2. The method of claim 1, wherein the leveling function is determined to be turned on if a turn-on condition of the leveling function is satisfied, the turn-on condition including an altitude condition and a mode switch signal condition, and the turn-on condition is satisfied if both the altitude condition and the mode switch signal condition are satisfied.
3. The method of claim 2, wherein the height condition is
Figure FDA0003645257410000017
VzIs the current vertical velocity, K is the gain, H is the current altitude, HgivIs a given height.
4. The method of claim 2, wherein the mode switch signal condition is satisfied when: at least one of the vertical speed mode switching signal and the height level change mode switching signal is turned on.
5. The method of claim 1, wherein the altitude hold mode is entered if an absolute value of the vertical velocity is less than a second velocity threshold and the altitude deviation modulus is less than a second altitude deviation threshold.
6. A civil aircraft height leveling function control system comprises:
means for storing the vertical velocity at the time when it is determined that the leveling function is to be turned on;
for the absolute value of the vertical velocity being greater than a first velocity threshold and the altitude deviation modulus of the current flying altitude relative to a given altitude layer being greater than a first altitude deviationMeans for determining a first given vertical speed for the leveling function in the case of a threshold value, wherein the first given vertical speed is in accordance with
Figure FDA0003645257410000021
Is determined, and wherein
Figure FDA0003645257410000022
When the vertical speed is positive when the vertical speed is equal to 1, the airplane climbs; at-1 the vertical velocity is negative and the aircraft is descending, and when the current mode is the vertical velocity mode,
Figure FDA0003645257410000023
the vertical speed selected for the driver on the control panel is, when the current mode is the other vertical mode,
Figure FDA0003645257410000024
vertical speed before switch-on for leveling function, parameter K1For smooth logout of stored vertical velocity Vzo，|ΔHgiv|＝|H-Hgiv|，|ΔHgivI is the height deviation modulus of the current flying height relative to the given height layer;
means for determining a second given vertical velocity for the leveling function if the absolute value of the vertical velocity is less than or equal to the first velocity threshold and the altitude deviation modulus is greater than the first altitude deviation threshold, wherein the second given vertical velocity is in accordance with
Figure FDA0003645257410000025
And wherein V is1The value is constant and can be obtained through simulation test according to a design target or airplane characteristics, and the value can also be corrected through test flight data;
means for determining a third given vertical speed for the leveling function if the altitude deviation modulus is less than or equal to the first altitude deviation threshold, and the third given vertical speedVertical velocity according to
Figure FDA0003645257410000026
And wherein Δ Hgiv＝|H-Hgiv|，ΔHgivIs the height deviation modulus of the current flying height relative to the given height layer; and
means for entering a height maintenance mode.
7. The system of claim 6, wherein the leveling function is determined to be turned on if a turn-on condition of the leveling function is satisfied, the turn-on condition including an altitude condition and a mode switch signal condition, and the turn-on condition is satisfied if both the altitude condition and the mode switch signal condition are satisfied.
8. The system of claim 7, wherein the altitude condition is
Figure FDA0003645257410000031
VzIs the current vertical velocity, K is the gain, H is the current altitude, HgivIs a given height.
9. The system of claim 7, wherein the mode switch signal condition is satisfied when: at least one of the vertical speed mode switch signal and the height level change mode switch signal is turned on.
10. The system of claim 6, wherein the altitude hold mode is entered if the absolute value of the vertical velocity is less than a second velocity threshold and the altitude deviation modulus is less than a second altitude deviation threshold.
11. A computer storage medium storing instructions for performing the method of any one of claims 1-5.
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