A method and device for suppressing the trim mechanism of a fly-by-wire flight control system

Abstract

The present invention provides a method and device for inhibiting the trim mechanism of a fly-by-wire flight control system. The method comprises: determining the current operating state of the flight control system; determining whether the cockpit control system is in a non-disengaged state based on a redundancy signal output by a displacement sensor; determining whether the lateral trim position and the longitudinal trim position are at zero; the flight control module issuing a trim inhibition enable signal to cut off power to the lateral and longitudinal trim mechanisms, thereby successfully activating trim inhibition; and after trim inhibition is successfully activated, toggling the aileron trim switch and the elevator trim switch disables the corresponding lateral and longitudinal trim mechanisms. The present invention is intended to address the problem of the normal function of a fly-by-wire flight control system being affected by erroneous operation of the cockpit manual trim system.

Description

Technical Field

[0001] The present invention relates to the technical field of flight control systems, and in particular to a method for suppressing a trim mechanism of a fly-by-wire flight control system and a device for suppressing a trim mechanism of a fly-by-wire flight control system using the method. Background Art

[0002] With technological advancements, large aircraft flight control systems typically utilize fly-by-wire systems. These systems utilize a "stick command-overload" control law, along with features such as automatic trim, bank hold, and high-speed protection. This significantly improves the aircraft's flight quality. The cockpit control system incorporates a manual trim function. If the pilot manipulates the trim switch, causing the trim to shift out of neutral while the flight control system is operating normally, this can affect the normal "stick command-overload" control law, as well as features such as automatic trim and bank hold, thereby degrading flight quality and impacting flight safety. Summary of the Invention

[0003] In response to the requirements of the fly-by-wire flight control system control law on the manual balancing function of the cabin, the present invention provides a method and device for suppressing the balancing mechanism of the fly-by-wire flight control system, which solves the problem that the normal function of the fly-by-wire flight control system may be affected by the misoperation of the cabin manual balancing system.

[0004] The present invention achieves the above-mentioned purpose through the following technical solutions:

[0005] A method for inhibiting a trim mechanism of a fly-by-wire flight control system, the method comprising the following steps:

[0006] Step S1, determine the current working state of the flight control system. If it is in a normal working state, proceed to step S2;

[0007] Step S2, judging whether the cockpit control system is in a non-disconnected state based on the redundancy signal output by the displacement sensor, and if so, executing step S3;

[0008] Step S3, judging whether the lateral trim position and the longitudinal trim position are at zero position according to the trim position signals of the lateral trim mechanism and the longitudinal trim mechanism collected, and if so, executing step S4;

[0009] Step S4: The flight control module sends a trim inhibition enable signal;

[0010] Step S5: After receiving the trim inhibition signal, the conventional power distribution box before the cabin is cut off the power supply of the transverse trim mechanism and the longitudinal trim mechanism. At this time, the trim position is displayed at zero, and the trim inhibition is successfully started.

[0011] Step S6: When the trim inhibition is successfully activated, the aileron trim switch and the elevator trim switch are toggled, and the corresponding lateral trim mechanism and longitudinal trim mechanism are not actuated;

[0012] According to a method for suppressing the trim mechanism of a fly-by-wire flight control system provided by the present invention, in step S3, it is determined whether the lateral and longitudinal trim positions are both at zero position based on the collected trim position signals of the lateral and longitudinal trim mechanisms. If both the lateral and longitudinal trim positions are at zero position, step S4 is continued to be executed; if the lateral or longitudinal trim position is not at zero position, a trim suppression disabling signal is issued, and the user is waited to operate the lateral and longitudinal trim switches to return the lateral and longitudinal trim positions to zero position. After completion, the process returns to step S3.

[0013] According to a method for inhibiting the trim mechanism of an electric fly-by-wire flight control system provided by the present invention, in step S1, after determining that the current flight control system is in an abnormal working state, a trim inhibition disabling signal is sent through the flight control module to turn off the trim inhibition function, that is, the trim inhibition function does not need to be executed at present, and the lateral and longitudinal trim mechanisms are allowed to operate normally through the trim switch.

[0014] According to a method for suppressing a trim mechanism of a fly-by-wire flight control system provided by the present invention, when the flight control system is in an abnormal state, if the fault is recovered, the flight control system returns to a normal operating mode;

[0015] If the judgment results of step S2 and step S3 are still "yes", the flight control module sends a trim inhibition enable signal to start the trim inhibition function;

[0016] If the judgment result of step S2 is "yes" and the judgment result of step S3 is "no", a trim inhibition disable signal is issued through the flight control module to disable the trim inhibition function; an alert level warning of "longitudinal trim not in neutral position" or "lateral trim not in neutral position" is provided, and the longitudinal trim mechanism and the lateral trim mechanism of the cockpit control system are controlled by the trim switch;

[0017] If the longitudinal trim mechanism and the lateral trim mechanism are simultaneously returned to zero position through operation, and the judgment condition of step S4 is met at this time, the trim inhibition function is activated.

[0018] According to a method for suppressing a trim mechanism of a fly-by-wire flight control system provided by the present invention, if the number of trim position signals generated by the trim mechanism is greater than or equal to 1, the multi-channel trim position signals are comprehensively determined by the flight control module to determine the cabin trim position;

[0019] The displacement sensor is used to monitor the disengagement status of the cockpit control system. The number of effective displacement sensor signals is greater than or equal to 2. The multi-channel displacement sensor signals are used to comprehensively judge the disengagement status of the cockpit control system.

[0020] A redundant flight control module design is adopted, that is, the number of flight control modules is greater than or equal to 1. When a flight control module FCM fails, other flight control modules can take over its work to ensure the continuity and stability of the flight control system.

[0021] According to a method for suppressing a trim mechanism of a fly-by-wire flight control system provided by the present invention, determining whether a lateral trim position and a longitudinal trim position are at zero position includes:

[0022] Static calibration: When the aircraft is stationary, the trim position is adjusted so that the trim position feedback outputs a specific signal value, that is, the standard value at zero position. At the same time, the neutral position state of the cockpit control system can be checked through the center pin.

[0023] Use high-resolution and high-sensitivity displacement sensors to collect status signals of the cockpit control system and trim mechanism;

[0024] By reading the signal value output by the displacement sensor and comparing it with the standard value at zero position, if the difference between the two is within the allowable range, it can be determined that the balancing position is at zero position.

[0025] As can be seen, the present invention can achieve effective lateral and longitudinal trim inhibition functions, preventing the impact of lateral and longitudinal trim not being in the neutral position on the normal control law of the flight control system. To prevent the primary flight control system from disconnecting the power supply to the longitudinal and lateral trim mechanisms, thereby activating the trim inhibition function, when the longitudinal and lateral trim mechanisms are not in the neutral position, the primary flight control system determines whether the longitudinal and lateral trim mechanisms are in the neutral position using the longitudinal and lateral trim mechanism position signals forwarded by the RDIU. The present invention activates the trim inhibition function only when both mechanisms are within the neutral position range, the primary flight control system is in normal operating mode, and neither the lateral nor longitudinal cockpit control mechanisms are in the disengaged state following a jamming fault.

[0026] Furthermore, the present invention ensures that accidental operation of the balancing mechanism due to misoperation or system failure is avoided during critical stages (such as takeoff and landing) by judging the working status of the flight control system and the status of the cockpit operating system, thereby reducing instability and potential dangers during flight.

[0027] Furthermore, the present invention monitors the trim position signal to ensure that trim suppression is allowed only when the trim position is at zero, effectively preventing abnormal aircraft attitude caused by non-zero trim, and improving the pilot's operating accuracy and the controllability of the aircraft.

[0028] Furthermore, the present invention utilizes redundant signals for status judgment, thereby increasing the redundancy of the system. Even if some sensors fail, the normal operation of the system can be maintained through data from other normally functioning sensors, thereby improving the reliability and fault tolerance of the entire system.

[0029] Furthermore, once the trim inhibition is successfully activated, the pilot cannot control the trim mechanism by toggling the trim switch without worrying about unexpected actions. At this time, the automatic trim function is activated in the normal control law of the flight control module.

[0030] Furthermore, the present invention avoids the influence of non-command movement of the balancing mechanism by cutting off the power supply for controlling the balancing mechanism.

[0031] A device for inhibiting a trim mechanism of a fly-by-wire flight control system, comprising:

[0032] The cockpit control system is used to be driven by the trim mechanism to generate mechanical motion, and to provide pilot control to generate mechanical motion and output displacement instructions;

[0033] The trim mechanism, including the lateral trim mechanism and the longitudinal trim mechanism, provides a manual trim function for the cockpit control system to offset the cockpit control system's stick force and provide feedback on the current trim position;

[0034] Displacement sensors are installed in the cockpit control system to convert the mechanical movement of the cockpit control system into electrical signals. They have multiple redundancies. Even if one displacement sensor fails, the other sensors can still work normally.

[0035] a flight control module, configured to receive trim position data, determine the disengagement status of the cockpit control system based on a redundancy signal from a displacement sensor, and generate a trim inhibition enable signal or a trim inhibition disable signal based on the flight control system status and the cockpit disengagement status to control the power supply to the trim mechanism;

[0036] The actuator control electronics (ACE) receives the trim inhibition enable signal or trim inhibition disable signal from the flight control module and transmits the signal to the conventional power distribution box in front of the cabin to perform power control operations.

[0037] The conventional power distribution box in front of the cabin controls the connection or disconnection of the longitudinal trim mechanism power supply circuit according to the received trim inhibition enable signal or trim inhibition disable signal; and the power on / off of the longitudinal trim mechanism power supply circuit controls the power on / off of the transverse trim mechanism power supply circuit.

[0038] According to the present invention, a device for suppressing the trim mechanism of a fly-by-wire flight control system filters the collected signals to remove noise and interference when using multiple displacement sensors to simultaneously collect displacement information of a cockpit control system.

[0039] Perform time synchronization to ensure that the signals output by multiple displacement sensors are synchronized in time;

[0040] Compare the output signals of multiple displacement sensors to check whether the differences between them are within the allowable range;

[0041] Redundancy check is performed using the redundant signal. If the signal does not exceed the tolerance compared with the output signals of other channels, the signal is considered reliable.

[0042] Based on the redundancy check results and the mechanical characteristics of the cockpit control system, determine whether the cockpit control system is in a non-disconnected state;

[0043] If the output signals of the multiple displacement sensors are consistent and meet the characteristics of the cockpit control system being in the non-disconnected state, it can be determined that the cockpit control system is in the non-disconnected state.

[0044] As can be seen, the device of the present invention implements a trim inhibition function by identifying conditions such as the main flight control system operating mode, cockpit disengagement status, and whether the lateral and longitudinal trim positions are at zero. When specific conditions are met, the device cuts off power to the lateral and longitudinal trim mechanisms, preventing them from operating, thereby protecting the normal control laws of the flight control system from interference. This device ensures flight safety through the coordinated operation of components such as displacement sensors, a remote data collector, a remote data concentrator, a flight control module, actuator control electronics, and a conventional front-of-cabin power distribution box.

[0045] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 The present invention is a flowchart of an embodiment of a method for suppressing a trim mechanism of a fly-by-wire flight control system.

[0047] Figure 2 The present invention is a flowchart of trim inhibition enabling in an embodiment of a method for inhibiting a trim mechanism of a fly-by-wire flight control system.

[0048] Figure 3 The present invention is a schematic diagram of an embodiment of a restraining device for a trim mechanism of a fly-by-wire flight control system. DETAILED DESCRIPTION

[0049] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0050] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0051] See also Figure 1 and Figure 2 The present invention provides a method for suppressing a trim mechanism of a fly-by-wire flight control system, the method comprising the following steps:

[0052] Step S1, determine the current working state of the flight control system. If it is in a normal working state, proceed to step S2;

[0053] Step S2, judging whether the cockpit control system is in a non-disconnected state based on the redundancy signal output by the displacement sensor, and if so, executing step S3;

[0054] Step S3, judging whether the lateral trim position and the longitudinal trim position are at zero position according to the trim position signals of the lateral trim mechanism and the longitudinal trim mechanism collected, and if so, executing step S4;

[0055] Step S4: If the answers to steps S1, S2, and S3 are all yes, the flight control module sends a trim inhibition enable signal;

[0056] Step S5: After receiving the trim inhibition signal, the conventional power distribution box before the cabin is opened cuts off the power supply of the transverse trim mechanism and the longitudinal trim mechanism. At this time, the trim position display signal is also not output, indicating that the trim position is at zero, and the trim inhibition is successfully activated.

[0057] Step S6: When the trim inhibition is successfully started, the aileron trim switch and the elevator trim switch are toggled, and the corresponding lateral trim mechanism and longitudinal trim mechanism are not actuated.

[0058] Among them, the longitudinal trim mechanism and lateral trim mechanism of the cockpit control system are controlled on demand through the trim switch.

[0059] Wherein, when the judgment result of step S1 is no, the FCM sends a trim inhibition disabling signal, and the trim inhibition function is released;

[0060] Among them, when the judgment result of step S2 is no, the FCM sends a trim inhibition disabling signal, the trim inhibition function is released, and because the disengagement fault is a latching fault, it cannot be recovered in the air.

[0061] In step S3, it is determined whether the lateral and longitudinal trim positions are both at zero position based on the collected trim position signals of the lateral and longitudinal trim mechanisms. If both the lateral and longitudinal trim positions are at zero position, step S4 is continued to be executed; if the lateral or longitudinal trim position is not at zero position, a trim inhibition disable signal is issued, and the user is waited to operate the lateral and longitudinal trim switches to return the lateral and longitudinal trim positions to zero position. After completion, the process returns to step S3.

[0062] In the above step S1, when it is determined that the current flight control system is in an abnormal working state, a trim inhibition disable signal is sent through the flight control module to turn off the trim inhibition function, that is, the trim inhibition function does not need to be executed at present, and the lateral and longitudinal trim mechanisms are allowed to operate normally through the trim switch.

[0063] In the above step S1, the current working state of the flight control system is determined; if it is in normal mode, step S2 is continued; if it is in abnormal mode, a trim inhibition disable signal is issued and step S1 is restarted after waiting for the mode to be upgraded.

[0064] In the above step S2, the cockpit command displacement sensor signal is collected and it is determined whether the cockpit control system is in a disengaged state. If it is in a disengaged state, the state is latched and a trim inhibition disable signal is issued, and the process ends; if it is in a non-disengaged state, step S3 is continued.

[0065] When the flight control system is in an abnormal state, if the fault is restored, the flight control system returns to normal operating mode;

[0066] If the judgment results of the above steps S2 and S3 are still "yes", a trim inhibition enable signal is sent through the flight control module to start the trim inhibition function;

[0067] If the result of the judgment in step S2 is "yes" and the result of the judgment in step S3 is "yes", a trim inhibition disable signal is issued through the flight control module to disable the trim inhibition function; an alert level warning of "longitudinal trim not in neutral position" or "lateral trim not in neutral position" is provided, and the longitudinal trim mechanism and the lateral trim mechanism of the cockpit control system are controlled by the trim switch;

[0068] If the longitudinal trim mechanism and the lateral trim mechanism are simultaneously returned to zero position through operation, and the judgment condition of the above step S4 is met at this time, the trim inhibition function is activated.

[0069] In this embodiment, if the number of trim position signals generated by the trim mechanism is greater than or equal to 1, the multi-channel trim position signals are integrated by the flight control module to determine the cabin trim position;

[0070] The displacement sensor is used to monitor the disengagement status of the cockpit control system. The number of effective displacement sensor signals is greater than or equal to 2. The multi-channel displacement sensor signals are used to comprehensively judge the disengagement status of the cockpit control system.

[0071] A redundant FCM design is adopted, that is, the number of flight control modules is greater than or equal to 1. When a flight control module FCM fails, other flight control modules can take over its work to ensure the continuity and stability of the flight control system.

[0072] In this embodiment, determining whether the lateral trim position and the longitudinal trim position are at zero position includes:

[0073] Static calibration: When the aircraft is stationary, the trim position is adjusted so that the trim position feedback outputs a specific signal value, that is, the standard value at zero position. At the same time, the neutral position state of the cockpit control system can be checked through the center pin.

[0074] Use high-resolution and high-sensitivity displacement sensors to collect status signals of the cockpit control system and trim mechanism;

[0075] By reading the signal value output by the displacement sensor and comparing it with the standard value at zero position, if the difference between the two is within the allowable range, it can be determined that the balancing position is at zero position.

[0076] In this embodiment, once trim inhibition is successfully activated, the corresponding lateral and longitudinal trim mechanisms will not operate regardless of how the pilot toggles the aileron or elevator trim switches. This ensures that the aircraft's trim state will not be accidentally altered under certain conditions.

[0077] While the trim mechanism will not respond to normal trim switch operation during trim inhibit activation, the longitudinal and lateral trim mechanisms of the cockpit control system can still be manipulated as needed (for example, in an emergency or during specific maintenance tasks) using specific trim switches. This design ensures flight safety while providing necessary flexibility.

[0078] In practical applications, the system first determines whether the flight control system is in an abnormal operating state by monitoring various sensors and parameters (such as flight attitude, speed, acceleration, and control surface position). For example, a fault detection and isolation algorithm is provided that can identify anomalies or faults in the system and make judgments based on them.

[0079] Once the flight control system is determined to be in an abnormal working state, the flight control module will respond immediately and send a trim inhibition disable signal through the internal logic or communication interface. The purpose of this signal is to tell other components in the system (such as the actuator control electronic ACE, the conventional distribution box in front of the cabin, etc.) that the trim inhibition function does not need to be executed at present, that is, the pilot is allowed to operate the lateral and longitudinal trim mechanisms normally through the trim switch.

[0080] After the trim inhibition function is released, the indicators in the cockpit (such as the trim position indicator) and the flight response of the aircraft can be observed to confirm whether the trim mechanism has acted as expected.

[0081] Confirming that the flight control system fault has been restored can be accomplished by monitoring various system parameters and performance indicators, including but not limited to sensor data, control surface position feedback, system response speed, etc. Once it is confirmed that the system has returned to stability and performance meets requirements, the pilot can prepare for the upgrade operation.

[0082] Among them, the mold lifting operation involves the following steps:

[0083] Execute the upgrade command: When the flight control module (FCM) receives the upgrade command, it will trigger a series of operations within the system, including reloading control parameters, restoring control logic, and switching to normal working mode.

[0084] In summary, the present invention can achieve effective lateral and longitudinal trim inhibition functions, preventing the impact of lateral and longitudinal trim not being in a neutral position on the normal control law of the flight control system. To prevent the primary flight control system from disconnecting the power supply to the longitudinal and lateral trim mechanisms when they are not in a neutral position, thereby activating the trim inhibition function, the primary flight control system determines whether the longitudinal and lateral trim mechanisms are in a neutral position using the longitudinal and lateral trim mechanism position signals forwarded by the RDIU. The present invention activates the trim inhibition function only when both mechanisms are within the neutral position range, the primary flight control system is in normal operating mode, and neither the lateral nor longitudinal cockpit control mechanisms are in a disengaged state following a jamming fault.

[0085] Furthermore, the present invention ensures that accidental operation of the balancing mechanism due to misoperation or system failure is avoided during critical stages (such as takeoff and landing) by judging the working status of the flight control system and the status of the cockpit operating system, thereby reducing instability and potential dangers during flight.

[0086] Furthermore, the present invention monitors the trim position signal to ensure that trim suppression is allowed only when the trim position is at zero, effectively preventing abnormal aircraft attitude caused by non-zero trim, and improving the pilot's operating accuracy and the controllability of the aircraft.

[0087] Furthermore, the present invention utilizes redundant signals for status judgment, thereby increasing the redundancy of the system. Even if some sensors fail, the normal operation of the system can be maintained through data from other normally functioning sensors, thereby improving the reliability and fault tolerance of the entire system.

[0088] Furthermore, once the trim inhibition is successfully activated, the pilot cannot control the trim mechanism by toggling the trim switch without having to worry about unexpected actions. At this time, the automatic trim function is activated in the normal control law of the flight control module, which simplifies the operating process and improves flight efficiency.

[0089] Furthermore, the present invention avoids unnecessary energy consumption by cutting off the power supply of the control trim mechanism, thereby extending the service life of the equipment and reducing maintenance and replacement costs.

[0090] An embodiment of a suppression device for a trim mechanism of a fly-by-wire flight control system

[0091] like Figure 3 As shown, this embodiment provides a device for suppressing the trim mechanism of a fly-by-wire flight control system, comprising:

[0092] The cockpit control system is used to be driven by the trim mechanism to generate mechanical motion, and to provide pilot control to generate mechanical motion and output displacement instructions;

[0093] The trim mechanism, including the lateral trim mechanism and the longitudinal trim mechanism, provides a manual trim function for the cockpit control system to offset the cockpit control system's stick force and provide feedback on the current trim position;

[0094] Displacement sensors are installed in the cockpit control system to convert the mechanical movement of the cockpit control system into electrical signals. They have multiple redundancies. Even if one displacement sensor fails, the other sensors can still work normally.

[0095] Remote data feedback device, used to collect feedback signals from the trim mechanism and forward them to the flight control module;

[0096] A flight control module is configured to receive trim position data from a remote data feedback device, determine the disengagement status of the cockpit control system based on a redundancy signal from a displacement sensor, and generate a trim inhibition enable signal or a trim inhibition disable signal based on the flight control system status and the cockpit disengagement status to control the power supply to the trim mechanism;

[0097] The actuator control electronics (ACE) receives the trim inhibition enable signal or trim inhibition disable signal from the flight control module and transmits the signal to the conventional power distribution box in front of the cabin to perform power control operations.

[0098] The conventional power distribution box in front of the cabin controls the connection or disconnection of the longitudinal trim mechanism power supply circuit according to the received trim inhibition enable signal or trim inhibition disable signal; and the power on / off of the longitudinal trim mechanism power supply circuit controls the power on / off of the transverse trim mechanism power supply circuit.

[0099] In this embodiment, when multiple displacement sensors are used to simultaneously collect displacement information of the cockpit control system, the collected signals are filtered to remove noise and interference;

[0100] Perform time synchronization to ensure that the signals output by multiple displacement sensors are synchronized in time;

[0101] Compare the output signals of multiple displacement sensors to check whether the differences between them are within the allowable range;

[0102] Redundancy check is performed using the redundant signal. If the signal does not exceed the tolerance compared with the output signals of other channels, the signal is considered reliable.

[0103] Based on the redundancy check results and the mechanical characteristics of the cockpit control system, determine whether the cockpit control system is in a non-disconnected state;

[0104] If the output signals of the multiple displacement sensors are consistent and meet the characteristics of the cockpit control system being in the non-disconnected state, it can be determined that the cockpit control system is in the non-disconnected state.

[0105] Specifically, the lateral / longitudinal trim mechanism in the cockpit control system is connected to the onboard emergency busbar via the front solid-state power distribution box and the trim switch. Under normal circumstances, the front solid-state power distribution box will receive a trim inhibition command and cut off the power supply to the lateral / longitudinal trim mechanism. At this time, the user cannot control the lateral / longitudinal trim mechanism by operating the lateral / longitudinal trim switch.

[0106] The lateral / longitudinal trim mechanism converts the current trim position into an electrical signal and transmits the signal to the FCM; the FCM then determines whether to produce a trim inhibition or non-inhibition signal based on the current working mode and cockpit disconnection status, and transmits it to the ACE, which then transmits it to the solid-state distribution box in front of the cabin to control the on / off of the lateral / longitudinal trim mechanism power supply circuit.

[0107] In this embodiment, the remote data feedback device includes:

[0108] Remote data collector RDC, used to collect feedback signals from the trim mechanism and send them to the remote data concentrator RDIU;

[0109] The remote data concentrator RDIU is used to receive data collected by the remote data collector RDC and forward it to the flight control module.

[0110] Among them, the flight control module is used to identify the working mode of the main flight control system and whether it is in normal working state.

[0111] Among them, the flight control module is used to identify the redundant signal output by the displacement sensor and determine whether the cockpit is in a non-disengaged state.

[0112] The flight control module is used to determine the collected signals of the trim positions of the lateral and longitudinal trim mechanisms, and to determine whether the lateral and longitudinal trim positions are at zero.

[0113] When the flight control module recognizes that the judgments in steps S1, S2 and S3 are all "yes", it sends a trim inhibition enable signal.

[0114] When the flight control module identifies that the judgment result of step S1 is "No", it sends a trim inhibition disabling signal.

[0115] When the flight control module identifies that the result of the judgment in step S2 is "No", it sends a trim inhibition disabling signal.

[0116] When the flight control module identifies that the result of the judgment in step S3 is "No", it sends a trim inhibition disabling signal.

[0117] When the flight control module identifies that the judgment result of step S4 is "yes", it sends a trim inhibition enable signal.

[0118] In summary, the device of the present invention implements a trim inhibition function by identifying conditions such as the primary flight control system operating mode, cockpit disengagement status, and whether the lateral and longitudinal trim positions are at zero. When specific conditions are met, the device cuts off power to the lateral and longitudinal trim mechanisms, preventing them from operating, thereby protecting the normal control laws of the flight control system from interference. The device ensures flight safety through the coordinated operation of components such as displacement sensors, a remote data collector, a remote data concentrator, a flight control module, actuator control electronics, and a conventional front-of-cabin power distribution box.

[0119] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0120] The above embodiments are only preferred embodiments of the present invention and cannot be used to limit the scope of protection of the present invention. Any non-substantial changes and replacements made by technicians in this field on the basis of the present invention fall within the scope of protection required by the present invention.

Claims

1. A method for suppressing the trim mechanism of a fly-by-wire flight control system, characterized in that: The method comprises the following steps: Step S1, determine the current working state of the flight control system. If it is in a normal working state, proceed to step S2; Step S2, judging whether the cockpit control system is in a non-disconnected state based on the redundancy signal output by the displacement sensor, and if so, executing step S3; Step S3, judging whether the lateral trim position and the longitudinal trim position are at zero position according to the trim position signals of the lateral trim mechanism and the longitudinal trim mechanism collected, and if so, executing step S4; Step S4: The flight control module sends a trim inhibition enable signal; Step S5: After receiving the trim inhibition signal, the conventional power distribution box before the cabin is cut off the power supply of the transverse trim mechanism and the longitudinal trim mechanism. At this time, the trim position is displayed at zero, and the trim inhibition is successfully started. Step S6: When the trim inhibition is successfully started, the aileron trim switch and the elevator trim switch are toggled, and the corresponding lateral trim mechanism and longitudinal trim mechanism are not actuated.

2. The method according to claim 1, wherein: In step S3, it is determined whether the lateral and longitudinal trim positions are both at zero position based on the collected trim position signals of the lateral and longitudinal trim mechanisms. If both the lateral and longitudinal trim positions are at zero position, step S4 is continued to be executed; if the lateral or longitudinal trim position is not at zero position, a trim inhibition disable signal is issued, and the user is waited to operate the lateral and longitudinal trim switches to return the lateral and longitudinal trim positions to zero position. After completion, the process returns to step S3.

3. The method according to claim 1, wherein: In step S1, when it is determined that the current flight control system is in an abnormal working state, a trim inhibition disable signal is sent through the flight control module to turn off the trim inhibition function, that is, the trim inhibition function does not need to be executed at present, and the lateral and longitudinal trim mechanisms are allowed to operate normally through the trim switch.

4. The method according to claim 1, wherein: When the flight control system is in an abnormal state, if the fault is restored, the flight control system returns to normal operating mode; If the judgment results of step S2 and step S3 are still "yes", the flight control module sends a trim inhibition enable signal to start the trim inhibition function; If the judgment result of step S2 is "yes" and the judgment result of step S3 is "no", a trim inhibition disable signal is issued through the flight control module to disable the trim inhibition function; an alert level warning of "longitudinal trim not in neutral position" or "lateral trim not in neutral position" is provided, and the longitudinal trim mechanism and the lateral trim mechanism of the cockpit control system are controlled by the trim switch; If the longitudinal trim mechanism and the lateral trim mechanism are simultaneously returned to zero position through operation, and the judgment condition of step S4 is met at this time, the trim inhibition function is activated.

5. The method according to claim 1, wherein: If the number of trim position signals generated by the trim mechanism is greater than or equal to 1, the multi-channel trim position signals are integrated through the flight control module to determine the cabin trim position; The displacement sensor is used to monitor the disengagement status of the cockpit control system. The number of effective displacement sensor signals is greater than or equal to 2. The multi-channel displacement sensor signals are used to comprehensively judge the disengagement status of the cockpit control system. A redundant flight control module design is adopted, that is, the number of flight control modules is greater than or equal to 1. When a flight control module fails, other flight control modules can take over its work to ensure the continuity and stability of the flight control system.

6. The method according to claim 1, wherein The determining whether the lateral trim position and the longitudinal trim position are at zero position includes: Static calibration: When the aircraft is stationary, the trim position is adjusted so that the trim position feedback outputs a specific signal value, that is, the standard value at zero position. At the same time, the neutral position state of the cockpit control system can be checked through the center pin. Use high-resolution and high-sensitivity displacement sensors to collect status signals of the cockpit control system and trim mechanism; By reading the signal value output by the displacement sensor and comparing it with the standard value at zero position, if the difference between the two is within the allowable range, it can be determined that the balancing position is at zero position.

7. A device for inhibiting the trim mechanism of a fly-by-wire flight control system, characterized in that: include: The cockpit control system is used to be driven by the trim mechanism to generate mechanical motion and provide pilot control to generate mechanical motion and output displacement instructions; The trim mechanism, including the lateral trim mechanism and the longitudinal trim mechanism, provides a manual trim function for the cockpit control system to offset the cockpit control system's stick force and provide feedback on the current trim position; Displacement sensors are installed in the cockpit control system to convert the mechanical movement of the cockpit control system into electrical signals. They have multiple redundancies. Even if one displacement sensor fails, the other sensors can still work normally. The flight control module is used to receive the trim position data, determine the disengagement status of the cockpit control system based on the redundancy signal of the displacement sensor, and generate a trim inhibition enable signal or a trim inhibition disable signal according to the flight control system status and the cockpit disengagement status to control the power supply of the trim mechanism.

8. The device according to claim 7, characterized in that: When using multiple displacement sensors to simultaneously collect displacement information of the cockpit control system, the collected signals are filtered to remove noise and interference; Perform time synchronization to ensure that the signals output by multiple displacement sensors are synchronized in time; Compare the output signals of multiple displacement sensors to check whether the differences between them are within the allowable range; Redundancy check is performed using the redundant signal. If the signal does not exceed the tolerance compared with the output signals of other channels, the signal is considered reliable. Based on the redundancy check results and the mechanical characteristics of the cockpit control system, determine whether the cockpit control system is in a non-disconnected state; If the output signals of the multiple displacement sensors are consistent and meet the characteristics of the cockpit control system being in the non-disconnected state, it can be determined that the cockpit control system is in the non-disconnected state.

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