CN115657526A - Flap automatic control method and device - Google Patents

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 flap motion with a flight phase of the airplane, when the airplane slides out, the flap is released to a take-off configuration, when the airplane climbs, the flap keeps the take-off configuration, when the airplane enters a cruise phase, the flap is retracted to a cruise configuration, when the airplane lands, the flap is released to the landing configuration, and when the airplane returns to a parking position, the flap is retracted to the cruise configuration; s2, identifying all signals which can participate in flap automatic control, including a signal reflecting the air-ground state of the airplane, a signal reflecting the flight speed of the airplane, a signal reflecting the operation intention of a pilot and a signal reflecting the on-off state of an engine; and S3, controlling the flaps to carry out configuration switching according to the signals. The method and the device have the advantages that the movement rule of the flap is obtained by completely identifying the change conditions of all signals, the automatic control of the flap is realized, and the control burden of a pilot on the movement of the flap can be effectively reduced.

Description

Flap automatic control method and device

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 airplane and is intended to provide lift for the airplane in the taking-off and landing stages, and for most airplanes at home and abroad, the general control method of the flap is as follows: according to the demand, a pilot controls the flap retraction and extension movement through a cockpit flap manual control device, in the process, the pilot needs to pay attention to the current airspeed all the time, the phenomenon of overspeed flaps or the occurrence of insufficient lift force caused by the fact that the flaps are not timely released due to the reduction of the speed are avoided, and the manual retraction and extension operation obviously increases the burden of the pilot. Therefore, it is necessary to provide an automatic flap control method for automatically controlling the retraction of the flap, so as to effectively reduce the operation burden of the pilot.

Disclosure of Invention

In order to solve at least one of the technical problems, the application designs an automatic flap control method and device, the flap control is free from the traditional manual handle control by designing the automatic flap control method, airborne equipment is reduced, the pilot operation burden is reduced, and meanwhile, the intelligent design concept of a flight control system is promoted.

The application provides a flap automatic control method in a first aspect, which mainly comprises the following steps:

the method comprises the following steps that S1, flap movement is related to an airplane flight phase, including that when the airplane slides out, a flap is released to a take-off configuration, when the airplane climbs, the flap keeps the take-off configuration, when the airplane enters a cruise phase, the flap is retracted to the cruise configuration, when the airplane lands, the flap is placed to the landing configuration, and when the airplane returns to a parking position, the flap is retracted to the cruise configuration;

s2, identifying all signals which can participate in flap automatic control, including a signal reflecting the air-ground state of the airplane, a signal reflecting the flight speed of the airplane, a signal reflecting the operation intention of a pilot and a signal reflecting the on-off state of an engine;

and S3, controlling the flaps to carry out configuration switching according to the signals.

Preferably, the signal reflecting the air-ground state of the aircraft comprises a wheel load signal, the signal reflecting the flight speed of the aircraft is an airspeed signal, the signal reflecting the operation intention of the pilot is a throttle lever angle signal, and the signal reflecting the on-off state of the engine is the engine speed.

Preferably, the controlling of the flap for configuration switching in accordance with the respective signals comprises:

after the system is powered on, the default flap is in a cruise 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 automatically release to a take-off configuration, wherein the TBD1 is the corresponding throttle lever angle when a pilot pushes the throttle lever to start the aircraft to slide out, and the V1 is the aircraft decision speed;

if the wheel load is effective, the throttle lever angle is smaller than TBD1 and the airspeed is smaller than V1, further acquiring the rotation speed of the engine, if the rotation speed of the engine is larger than or equal to n1, controlling the flap to keep the current configuration, and if the rotation speed of the engine is smaller than n1, controlling the flap to retract to the cruise configuration, wherein n1 is a critical value for 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 less than V1, a fault is prompted, and flap control is carried out manually;

if the wheel load is empty and the airspeed is between V1 and V2, further acquiring the throttle lever angle, if the throttle lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the throttle lever angle is larger than TBD2, controlling the flap to keep a takeoff configuration or move from other configurations to the takeoff configuration, wherein V2 is the corresponding speed when the flap in the air is retracted to the takeoff configuration, TBD2 is the throttle lever position for representing the aircraft re-flying and climbing, and the value of the throttle lever position is larger than TBD1;

if the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, and if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the takeoff configuration or move from the current configuration to the takeoff configuration; and if the airspeed is greater than V3, controlling the flap to retract to the cruise configuration, wherein V3 is the speed corresponding to the air flap retracting to the cruise configuration.

The second aspect of the present application provides an automatic flap control device, mainly comprising:

the flap configuration setting module is used for associating flap motion with an airplane flight phase, and comprises a flap releasing mode to a take-off configuration when the airplane slides out, a flap keeping the take-off configuration when the airplane climbs, a flap retracting mode to a cruise configuration when the airplane enters a cruise phase, a flap releasing mode to a landing configuration when the airplane lands, and a flap retracting mode to the cruise configuration when the airplane returns to a stop position;

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 airplane, signals reflecting the flying speed of the airplane, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;

and the flap switching module is used for controlling the flap to switch the configuration according to each signal.

Preferably, the signal reflecting the air-ground state of the aircraft comprises a wheel load signal, the signal reflecting the flight speed of the aircraft is an airspeed signal, the signal reflecting the operation intention of the pilot is a throttle lever angle signal, and the signal reflecting the on-off state of the engine is the engine speed.

Preferably, the flap switching module includes:

after the system is powered on, the default flap is in a cruise configuration;

if the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, the control flap is automatically released to a take-off configuration, wherein the TBD1 is the corresponding throttle lever angle when a pilot pushes the throttle lever to start the airplane to slide out, and V1 is the airplane decision speed;

if the wheel load is effective, the throttle lever angle is smaller than TBD1 and the airspeed is smaller than V1, further acquiring the rotation speed of the engine, if the rotation speed of the engine is larger than or equal to n1, controlling the flap to keep the current configuration, and if the rotation speed of the engine is smaller than n1, controlling the flap to retract to the cruise configuration, wherein n1 is a critical value for 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 less than V1, a fault is prompted, and flap control is carried out manually;

if the wheel load is empty and the airspeed is between V1 and V2, further acquiring the throttle lever angle, if the throttle lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the throttle lever angle is larger than TBD2, controlling the flap to keep a takeoff configuration or move from other configurations to the takeoff configuration, wherein V2 is the corresponding speed when the flap in the air is retracted to the takeoff configuration, TBD2 is the throttle lever position for representing the aircraft re-flying and climbing, and the value of the throttle lever position is larger than TBD1;

if the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, and if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the takeoff configuration or move from the current configuration to the takeoff configuration; and if the airspeed is greater than V3, controlling the flap to retract to the cruise configuration, wherein V3 is the speed corresponding to the speed when the aerial flap retracts to the cruise configuration.

According to the method, all signals capable of participating in flap automatic control are extracted firstly, traversing combination is carried out on the signals, motion rules of flaps in different combinations are defined, logic design is high in integrity and universality, and ideas can be provided for design of an airplane flight control system.

Drawings

FIG. 1 is a flow chart of an embodiment of an automated flap control method of the present application.

Detailed Description

In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below 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 present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application, and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.

The present application provides in a first aspect an automatic flap control method, as shown in fig. 1, which mainly includes:

the method comprises the following steps that S1, flap movement is related to an airplane flight phase, wherein when the airplane slides out, the flap is released to a take-off configuration, when the airplane climbs, the flap keeps the take-off configuration, when the airplane enters a cruise phase, the flap is retracted to the cruise configuration, when the airplane lands, the flap is placed to the landing configuration, and when the airplane returns to a stop position, the flap is retracted to the cruise configuration;

s2, identifying all signals which can participate in flap automatic control, including a signal reflecting the air-ground state of the airplane, a signal reflecting the flight speed of the airplane, a signal reflecting the operation intention of a pilot and a signal reflecting the on-off state of an engine;

and S3, controlling the flaps to carry out configuration switching according to the signals.

The method and the device have the advantages that the movement rule of the flap is obtained by completely identifying the change conditions of all signals, the automatic control of the flap is realized, and the control burden of a pilot on the movement of the flap can be effectively reduced.

In some alternative embodiments, the signal reflecting the air-ground state of the aircraft comprises a wheel load signal, the signal reflecting the flight speed of the aircraft is an airspeed signal, the signal reflecting the pilot's operational intention is a throttle lever angle signal, and the signal reflecting the engine switch state is an engine speed.

In some alternative embodiments, controlling the flap to switch configuration based on the respective signals comprises:

A. after the system is powered on, the default flap is in a cruise configuration, namely the flap zero-degree position; the flap movement rules are then defined on the basis of the change in the relevant signal.

B. If the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, the representation pilot pushes the throttle lever, the airplane is ready to slide out, and the flap is automatically released to a take-off configuration at the moment, wherein the TBD1 is given by a designer and is related to the throttle platform body, and the V1 is the airplane decision speed and is related to the airplane body.

C. If the wheel load is effective, the throttle lever angle is smaller than TBD1 and the airspeed is smaller than V1, the condition of the engine speed needs to be continuously judged at the moment, if the engine speed is larger than n1 (n 1 is a characteristic value of whether the engine is shut down and is determined by the engine body), the throttle lever angle is known to be reduced, but the engine is not shut down, so that the flap keeps the current configuration unchanged, and the current configuration refers to the previous state when the condition is met; if the engine speed is less than n1, it is an indication that the engine has been shut down, at which time the flaps are retracted to the cruise configuration.

D. If the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is larger than V1, the representation of the aircraft takes off and slides, and at the moment, the flap keeps the current configuration unchanged. The embodiment is divided into two situations, (1) if the wheel load is effective, the angle of the throttle lever is greater than TBD1, and the airspeed is greater than V1, the aircraft is represented to take off and slide, and at the moment, the flap keeps the current configuration unchanged; (2) If the wheel load is effective, the throttle lever angle is smaller than TBD1, and the airspeed is larger than V1, the representation of airplane landing sliding is carried out, and at the moment, the flap keeps the current configuration unchanged.

E. And if the wheel load is empty and the airspeed is less than V1, a fault is prompted, and flap control is manually performed. If the wheel load is empty, the throttle lever angle is larger than TBD1 and the airspeed is smaller than V1, and because the wheel load is empty in the actual situation, the airspeed of the airplane cannot be smaller than V1, the related signals or the airplane has a fault, the flap automatic control function is lost, and the pilot is prompted to turn to manual operation; (2) If the wheel load is empty, the throttle lever angle is smaller than TBD1, and the airspeed is smaller than V1, in an actual situation, the airplane has a fault at the moment, the flap automatic control function is lost, and the pilot is prompted to change to manual operation.

F. If the wheel load is empty and the airspeed is between V1 and V2, further acquiring the throttle lever angle, if the throttle lever angle is smaller than TBD2, representing that the aircraft is ready to land, controlling the flap to be placed to a landing configuration, and if the throttle lever angle is larger than TBD2, representing that the aircraft is ready to fly again, controlling the flap to keep the takeoff configuration or move to the takeoff configuration from other configurations, wherein V2 is the corresponding speed of the aerial flap when the aerial flap is retracted to the takeoff configuration, TBD2 is the throttle lever position for representing that the aircraft flies again and climbs, and the value of the throttle lever angle 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, and if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the takeoff configuration or move from the current configuration to the takeoff configuration; and if the airspeed is greater than V3, controlling the flap to retract to the cruise configuration, wherein V3 is the speed corresponding to the speed when the aerial flap retracts to the cruise configuration.

The second aspect of the application provides an automatic flap control device corresponding to the method, which mainly comprises:

the flap configuration setting module is used for associating flap motion with an airplane flight phase, and comprises a flap releasing mode to a take-off configuration when the airplane slides out, a flap keeping the take-off configuration when the airplane climbs, a flap retracting mode to a cruise configuration when the airplane enters a cruise phase, a flap releasing mode to a landing configuration when the airplane lands, and a flap retracting mode to the cruise configuration when the airplane returns to a stop position;

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 airplane, signals reflecting the flying speed of the airplane, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;

and the flap switching module is used for controlling the flap to switch the configuration according to each signal.

In some alternative embodiments, the signal reflecting the air-ground state of the aircraft comprises an on-wheel signal, the signal reflecting the flight speed of the aircraft is an airspeed signal, the signal reflecting the pilot's operational intent is a throttle lever angle signal, and the signal reflecting the engine switch state is an engine speed.

In some alternative embodiments, the flap switching module comprises:

after the system is powered on, the default flap is in a cruise configuration;

if the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, the control flap is automatically released to a take-off configuration, wherein the TBD1 is the corresponding throttle lever angle when a pilot pushes the throttle lever to start the airplane to slide out, and V1 is the airplane decision speed;

if the wheel load is effective, the throttle lever angle is smaller than TBD1 and the airspeed is smaller than V1, further acquiring the rotation speed of the engine, if the rotation speed of the engine is larger than or equal to n1, controlling the flap to keep the current configuration, and if the rotation speed of the engine is smaller than n1, controlling the flap to retract to the cruise configuration, wherein n1 is a critical value for 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 less than V1, a fault is prompted, and flap control is carried out manually;

if the wheel load is empty and the airspeed is between V1 and V2, further acquiring the throttle lever angle, if the throttle lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the throttle lever angle is larger than TBD2, controlling the flap to keep a takeoff configuration or move from other configurations to the takeoff configuration, wherein V2 is the corresponding speed when the flap in the air is retracted to the takeoff configuration, TBD2 is the throttle lever position for representing the aircraft re-flying and climbing, and the value of the throttle lever position is larger than TBD1;

if the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged at the moment, and if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the takeoff configuration or move from the current configuration to the takeoff configuration; and if the airspeed is greater than V3, controlling the flap to retract to the cruise configuration, wherein V3 is the speed corresponding to the speed when the aerial flap retracts to the cruise configuration.

The above description is only for the specific embodiments of the present application, but the scope of the present application 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 application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (6)

1. An automatic flap control method, comprising:

the method comprises the following steps that S1, flap movement is related to an airplane flight phase, wherein when the airplane slides out, the flap is released to a take-off configuration, when the airplane climbs, the flap keeps the take-off configuration, when the airplane enters a cruise phase, the flap is retracted to the cruise configuration, when the airplane lands, the flap is placed to the landing configuration, and when the airplane returns to a stop position, the flap is retracted to the cruise configuration;

s2, identifying all signals which can participate in flap automatic control, including a signal reflecting the air-ground state of the airplane, a signal reflecting the flight speed of the airplane, a signal reflecting the operation intention of a pilot and a signal reflecting the on-off state of an engine;

and S3, controlling the flaps to carry out configuration switching according to the signals.

2. The flap automatic control method as claimed in claim 1, wherein the signal reflecting the air-ground state of the aircraft includes a wheel load signal, the signal reflecting the flight speed of the aircraft is an airspeed signal, the signal reflecting the pilot's operational intention is a throttle lever angle signal, and the signal reflecting the on-off state of the engine is an engine speed.

3. The flap automation control method of claim 2 wherein controlling the flap to switch configuration based on the respective signal comprises:

after the system is powered on, the default flap is in a cruise configuration;

if the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, the control flap is automatically released to a take-off configuration, wherein the TBD1 is the corresponding throttle lever angle when a pilot pushes the throttle lever to start the airplane to slide out, and V1 is the airplane decision speed;

if the wheel load is effective, the throttle lever angle is smaller than TBD1 and the airspeed is smaller than V1, further acquiring the rotation speed of the engine, if the rotation speed of the engine is larger than or equal to n1, controlling the flap to keep the current configuration, and if the rotation speed of the engine is smaller than n1, controlling the flap to retract to the cruise configuration, wherein n1 is a critical value for 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 less than V1, a fault is prompted, and flap control is carried out manually;

if the wheel load is empty and the airspeed is between V1 and V2, further acquiring the throttle lever angle, if the throttle lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the throttle lever angle is larger than TBD2, controlling the flap to keep a takeoff configuration or move from other configurations to the takeoff configuration, wherein V2 is the corresponding speed when the flap in the air is retracted to the takeoff configuration, TBD2 is the throttle lever position for representing the aircraft re-flying and climbing, and the value of the throttle lever position is larger than TBD1;

if the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, and if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the takeoff configuration or move from the current configuration to the takeoff configuration; and if the airspeed is greater than V3, controlling the flap to retract to the cruise configuration, wherein V3 is the speed corresponding to the speed when the aerial flap retracts to the cruise configuration.

4. An automatic flap control apparatus, comprising:

the flap configuration setting module is used for associating flap motion with the flight phase of the airplane, and comprises the steps that when the airplane slides out, the flap is released to a take-off configuration, when the airplane climbs, the flap keeps the take-off configuration, when the airplane enters a cruise phase, the flap is retracted to a cruise configuration, when the airplane lands, the flap is released to the landing configuration, and when the airplane returns to a stop position, the flap is retracted to the cruise configuration;

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 airplane, signals reflecting the flying speed of the airplane, signals reflecting the operation intention of a pilot and signals reflecting the on-off state of an engine;

and the flap switching module is used for controlling the flap to switch the configuration according to each signal.

5. The flap control of claim 4 wherein the signal reflecting an air-to-ground condition of the aircraft comprises a wheel load signal, the signal reflecting a flight speed of the aircraft is an airspeed signal, the signal reflecting an operator intent of the pilot is a throttle lever angle signal, and the signal reflecting an engine on-off condition is an engine speed.

6. The flap automation control device of claim 5 wherein the flap switching module comprises:

after the system is powered on, the default flap is in a cruise configuration;

if the wheel load is effective, the throttle lever angle is larger than TBD1, and the airspeed is smaller than V1, the control flap is automatically released to a take-off configuration, wherein the TBD1 is the corresponding throttle lever angle when a pilot pushes the throttle lever to start the airplane to slide out, and V1 is the airplane decision speed;

if the wheel load is effective, the throttle lever angle is smaller than TBD1 and the airspeed is smaller than V1, further acquiring the rotation speed of the engine, if the rotation speed of the engine is larger than or equal to n1, controlling the flap to keep the current configuration, and if the rotation speed of the engine is smaller than n1, controlling the flap to retract to the cruise configuration, wherein n1 is a critical value for 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 less than V1, a fault is prompted, and flap control is carried out manually;

if the wheel load is empty and the airspeed is between V1 and V2, further acquiring the throttle lever angle, if the throttle lever angle is smaller than TBD2, controlling the flap to be placed in a landing configuration, and if the throttle lever angle is larger than TBD2, controlling the flap to keep a takeoff configuration or move from other configurations to the takeoff configuration, wherein V2 is the corresponding speed when the flap in the air is retracted to the takeoff configuration, TBD2 is the throttle lever position for representing the aircraft re-flying and climbing, and the value of the throttle lever position is larger than TBD1;

if the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be continuously judged, and if the airspeed is greater than V2 and less than V3, the flap is controlled to keep the takeoff configuration or move from the current configuration to the takeoff configuration; and if the airspeed is greater than V3, controlling the flap to retract to the cruise configuration, wherein V3 is the speed corresponding to the speed when the aerial flap retracts to the cruise configuration.

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