Low energy warning method and system for aircraft
By obtaining and analyzing multiple parameters of the aircraft, setting segmented low-energy alarm rules, providing pilots with low-energy alarms in a timely manner, solving the problem of insufficient low-energy state warnings for aircraft in the prior art and improving flight safety.
Patent Information
- Application Number
- CN202411397795.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-08
- Publication Date
- 2025-02-07
AI Technical Summary
The existing aircraft flight control system cannot provide timely warnings to pilots when the aircraft is in a low energy state, resulting in flight safety being affected.
By obtaining the aircraft's configuration parameters, power parameters and flight status parameters, comprehensively considering kinetic energy and potential energy, setting segmented low-energy alarm rules, providing pilots with low-energy alarms in a timely manner, and coordinating with the flight envelope protection function. , avoid interference.
It realizes accurate low-energy alerts for pilots in various flight states, reduces false alarm rates, avoids interference with pilot manipulation, and ensures flight safety.
Smart Images
Figure CN119399924A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the field of aircraft control, and in particular to a low energy warning method and system for aircraft. Background Art
[0002] Relevant aviation regulations stipulate that the aircraft must be longitudinally, heading-wise and laterally stable. Longitudinal static stability provides the pilot with a sense of a low energy state (low speed and low thrust at low altitude). When at low altitude and with limited performance, recovering from a low energy state may become dangerous. Therefore, entering a low energy state must be avoided, and the pilot must be warned when the aircraft is approaching a low energy state.
[0003] The flight control system of modern aircraft generally has a flight envelope protection function (for example, stall protection function), that is, it prevents the aircraft from entering a stall state by limiting the angle of attack. However, in some cases, the aircraft may still enter a low-energy state, and the pilot cannot be prompted in time. For example, when the aircraft's flight speed is between the normal flight speed and the stall flight speed and the aircraft's angle of attack is less than the stall angle of attack, if the aircraft enters a low-energy state, the pilot cannot be prompted through the angle of attack protection. However, the aircraft is in a dangerous state at this time, which affects flight safety in at least the following two aspects: low speed leads to reduced control efficiency of the control surfaces, resulting in a higher workload, and even when the control surfaces are fully deflected, the task of controlling the aircraft cannot be completed; continuous deceleration will cause the aircraft to have a stall tendency. In fact, aircraft using certain flight control systems (for example, flight control systems that provide neutral longitudinal static stability) cannot provide warnings to pilots when flying at speeds lower than normal flight speeds. That is, the maximum angle of attack protection of the aircraft limits the aircraft's angle of attack and prevents stalling when flying at normal flight speeds, but the angle of attack protection is not sufficient to prevent the aircraft from entering a dangerous state when the aircraft is flying at a speed lower than the normal flight speed.
[0004] Therefore, it is urgently expected that a method capable of providing a low energy warning in various flight situations in the flight control system of a modern civil aircraft so that the pilot can correct the low energy state in time. Summary of the invention
[0005] A brief summary of one or more aspects is given below to provide a basic understanding of such aspects. This summary is not an exhaustive overview of all conceived aspects, and is neither intended to identify the key or critical elements of all aspects nor to define the scope of any or all aspects. Its only purpose is to give some concepts of one or more aspects in a simplified form as a prelude to a more detailed description that will be given later.
[0006] In order to solve one or more of the above technical problems, the present disclosure proposes a low-energy warning method and system for aircraft. When the aircraft enters a low-energy state, the low-energy warning method can provide a low-energy warning to the pilot under various flight conditions, so that the pilot can change the low-energy state in time, thereby ensuring flight safety. The low-energy warning method and system for aircraft according to the present disclosure comprehensively consider the kinetic energy and potential energy of the aircraft, while taking into account the impact of different flight attitudes of the aircraft on the energy of the aircraft, thereby providing the pilot with segmented and accurate low-energy warnings for all working conditions. In addition, the low-energy warning method and system for aircraft according to the present disclosure can also coordinate and adapt with various flight envelope protection functions to avoid interference between various protection functions.
[0007] One aspect of the present disclosure discloses a low energy warning method for an aircraft. The low energy warning method may include: obtaining multiple parameters, the multiple parameters including configuration parameters of the aircraft, power parameters of the aircraft and flight status parameters; determining whether the first one or more parameters of the multiple parameters meet the low energy warning condition; in response to determining that the first one or more parameters meet the low energy warning condition, determining whether the first one or more parameters meet the first low energy warning rule; in response to determining that the first one or more parameters meet the first low energy warning rule, issuing a low energy warning; in response to determining that the first one or more parameters do not meet the first low energy warning rule, determining whether the second one or more parameters of the multiple parameters meet the second low energy warning rule; in response to determining that the second one or more parameters meet the second low energy warning rule, issuing a low energy warning, wherein the second low energy warning rule is determined based on the first one or more parameters, and wherein the first one or more parameters are at least partially different from the second one or more parameters.
[0008] In one embodiment, optionally, the flight state parameters include: flight attitude, flight speed, deceleration rate, flight altitude, flight track angle and angle of attack.
[0009] In one embodiment, optionally, the low energy alarm method may further include: determining whether a third one or more parameters among the multiple parameters satisfy the low energy alarm pre-positioning rules; and in response to determining that the third one or more parameters satisfy the low energy alarm pre-positioning rules, pre-positioning a low energy alarm, wherein the third one or more parameters are at least partially different from the first one or more parameters and the second one or more parameters.
[0010] In one embodiment, optionally, the low energy warning condition may include: the first one or more parameters are respectively less than a first threshold value of each parameter or greater than a first threshold value of each parameter.
[0011] In one embodiment, optionally, the first low energy warning rule may include: the first one or more parameters are respectively smaller than a second threshold value of each parameter or larger than a second threshold value of each parameter.
[0012] In one embodiment, optionally, the second low energy warning rule may include: one or more second parameters are respectively less than a critical threshold value of each parameter or greater than a critical threshold value of each parameter, wherein the critical threshold value of each parameter in the second one or more parameters is a value corresponding to the second one or more parameters when the aircraft is in a critical state within a range where the first one or more parameters are less than a first threshold value and greater than a second threshold value or greater than the first threshold value and less than the second threshold value, wherein the aircraft is in a critical state when the aircraft is unable to obtain effective control of the aircraft when operating each control unit.
[0013] In one embodiment, optionally, some of the plurality of parameters may be acquired periodically.
[0014] In one embodiment, optionally, after issuing a low energy alarm, the low energy alarm method may further include: reacquiring multiple parameters; re-determining whether the corresponding first one or more parameters among the reacquired multiple parameters meet the low energy warning condition; in response to determining that the corresponding first one or more parameters among the reacquired multiple parameters meet the low energy warning condition, determining whether the corresponding first one or more parameters among the reacquired multiple parameters meet the first low energy alarm rule; in response to determining that the corresponding first one or more parameters among the reacquired multiple parameters meet the first low energy alarm rule, issuing a low energy alarm; and in response to determining that the corresponding first one or more parameters among the reacquired multiple parameters do not meet the first low energy alarm rule, determining that the corresponding second one or more parameters among the reacquired multiple parameters meet the second low energy alarm rule to issue a low energy alarm.
[0015] In one embodiment, optionally, the low energy warning method may further include: in response to determining that each of the second one or more parameters is greater than a critical threshold of the corresponding parameter by a threshold amount, stopping issuing the low energy warning.
[0016] In one embodiment, optionally, the second low energy warning arming rule adapts the flight envelope under various states of the aircraft.
[0017] In one embodiment, optionally, the first one or more parameters may include flight speed and the second one or more parameters may include flight altitude and angle of attack; or
[0018] In one embodiment, optionally, the first one or more parameters may include angle of attack and the second one or more parameters may include flight speed.
[0019] Another aspect of the present disclosure discloses a low energy warning system for an aircraft. The low energy warning system may include: a storage unit; and a processing unit coupled to the storage unit. The processing unit may be configured to execute the above method.
[0020] Yet another aspect of the present disclosure provides a non-transitory computer-readable storage medium having instructions stored thereon, the instructions being executable by a processor to perform the above method.
[0021] The low-energy warning method is compatible with the flight envelope protection function to prevent conflicts and interference between different protection functions caused by different judgment standards. The low-energy warning method can prevent the aircraft from erroneously triggering the alarm in an inappropriate state, reduce the false alarm rate, and avoid interference with the pilot's operation; at the same time, it also avoids frequent triggering and stopping of the alarm, resulting in a poor user experience. The low-energy warning method sets low-energy warning rules under various flight states, so that the low-energy warning covers different flight states, is easy to use, and ensures flight safety at all stages.
[0022] The present disclosure is provided to introduce some concepts in a simplified form, which will be further described in the following specific embodiments. The present disclosure is not intended to identify the key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Other aspects, features and / or advantages of each embodiment will be set forth in part in the following description, and will be apparent in part from the description, or can be learned through the practice of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS
[0023] In order to understand in detail the manner in which the above-stated features of the present disclosure are employed, a more particular description of the content briefly summarized above may be made with reference to various aspects, some of which are illustrated in the accompanying drawings. It should be noted, however, that the accompanying drawings illustrate only certain typical aspects of the present disclosure and are not to be considered limiting of its scope, as the description may admit to other equally effective aspects. In the drawings:
[0024] Figure 1 A logical diagram of a low energy warning for an aircraft according to an embodiment of the present disclosure is shown.
[0025] Figure 2 A logic diagram of a low energy warning method for an aircraft according to an embodiment of the present disclosure is shown.
[0026] Figure 3 A flow chart of a low energy warning method for an aircraft according to an embodiment of the present disclosure is shown.
[0027] Figure 4A schematic diagram of a low energy warning rule for an aircraft according to an embodiment of the present disclosure is shown.
[0028] Figure 5 A low energy warning arming logic for an aircraft according to an embodiment of the present disclosure is shown.
[0029] Figure 6 A low energy warning logic architecture diagram for an aircraft according to an embodiment of the present disclosure is shown.
[0030] Figure 7 A schematic diagram of an aircraft warning standard according to an embodiment of the present disclosure is shown.
[0031] Figure 8 A block diagram of a device including a low energy warning system for an aircraft according to one embodiment of the present disclosure is shown. DETAILED DESCRIPTION
[0032] The specific embodiments described below in conjunction with the accompanying drawings are intended as descriptions of various configurations and are not intended to represent the only configurations in which the concepts described herein may be practiced. This specific embodiment includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts may be practiced without these specific details.
[0033] Based on this teaching, it will be appreciated by those skilled in the art that the scope of the present disclosure is intended to cover any aspect of the present disclosure, whether it is implemented independently or in combination with any other aspect of the present disclosure. For example, any number of aspects described can be used to implement a device or practice method. In addition, the scope of the present disclosure is intended to cover such devices or methods practiced using other structures, functionality, or structures and functionality that are supplementary to or different from the various aspects of the present disclosure described.
[0034] Although specific aspects are described herein, numerous variations and permutations of these aspects fall within the scope of the present disclosure. Although some benefits and advantages of preferred aspects are mentioned, the scope of the present disclosure is not intended to be limited to specific benefits, uses or objectives. The specific embodiments and the accompanying drawings merely illustrate the present disclosure rather than limit the present disclosure, and the scope of the present disclosure is defined by the attached claims and their equivalent technical solutions.
[0035] The flight control system of modern aircraft generally has a flight envelope protection function (for example, a stall protection function), that is, it prevents the aircraft from entering a stall state by limiting the angle of attack. However, in some cases, the aircraft may still enter a low-energy state, and the pilot cannot be prompted in time. For example, when the aircraft's flight speed is between the normal flight speed and the stall flight speed and the aircraft's angle of attack is less than the stall angle of attack, if the aircraft enters a low-energy state, the pilot cannot be prompted through the angle of attack protection. However, the aircraft is in a dangerous state at this time, which affects flight safety in at least the following two aspects: low speed leads to reduced control efficiency of the control surface, resulting in a higher workload, and even when the control surface deflection angle δ reaches the maximum, the task of controlling the aircraft cannot be completed; continuous deceleration will cause the aircraft to have a stall tendency. In fact, aircraft using certain flight control systems (for example, flight control systems that provide neutral longitudinal static stability) cannot provide warnings to pilots when flying at speeds lower than normal flight speeds. That is, the high angle of attack protection function of the aircraft limits the aircraft's angle of attack and prevents stalling when flying at normal flight speeds, but the angle of attack protection is not sufficient to prevent the aircraft from entering a dangerous state when the aircraft is flying at a speed lower than the normal flight speed.
[0036] In order to solve one or more of the above technical problems, the present disclosure proposes a low-energy warning method and system for aircraft. When the aircraft enters a low-energy state, the low-energy warning method can provide a low-energy warning to the pilot under various flight conditions, so that the pilot can change the low-energy state in time to ensure flight safety. The low-energy warning method and system for aircraft according to the present disclosure comprehensively consider the kinetic energy and potential energy of the aircraft, while taking into account the impact of different flight attitudes of the aircraft on the energy of the aircraft, thereby providing a comprehensive and accurate low-energy warning to the pilot. In addition, the low-energy warning method and system for aircraft according to the present disclosure can also coordinate and adapt with various flight envelope protection functions to avoid interference between various protection functions.
[0037] For ease of description, the present disclosure is described below using an aircraft as an example of an aircraft. Those skilled in the art will appreciate that the low energy warning method and system for an aircraft according to the present disclosure can be applied to various types of aircraft without departing from the scope of the present disclosure. In the following description of the present disclosure, aircraft and aircraft can be used interchangeably.
[0038] The present disclosure is further described below in conjunction with specific embodiments and drawings, but this should not limit the protection scope of the present disclosure.
[0039] Figure 1 A logic diagram of a low energy warning for an aircraft according to an embodiment of the present disclosure is shown. For example, the logic judgment of the low energy warning can be completed by the flight control system or processing unit (integrated into the flight control system) on the aircraft.
[0040] like Figure 1 As shown, the flight control system receives data from multiple sources ( Figure 1 The flight control system may use the obtained multiple parameters to pre-position the low energy warning based on the low energy warning pre-position rule. The flight control system may then use the obtained multiple parameters to determine whether to issue a low energy warning based on the low energy warning rule.
[0041] In the present disclosure, the low energy warning rule refers to the rule that provides a warning to the pilot when the pilot exhausts all manipulations and still cannot obtain the critical state of effective control of the aircraft. That is to say, the aircraft is in a critical state of being out of control, at which time the aircraft energy is too low, and the pilot cannot obtain effective control of the aircraft (for example, the flight track) by manipulating the control unit such as the side stick or the control wheel (for example, pulling the side stick to the full or commanding the elevator to be fully deflected). Generally speaking, when the flight speed of the aircraft is the same, the other flight parameters such as the deceleration rate and the track angle are different, and the safety margin of the aircraft is also different. Specifically, the greater the deceleration rate and the smaller the track angle, the closer to the dangerous state. Optionally, the low energy rule can be adjusted according to the flight speed deceleration rate and the track angle. Since the test or simulation cannot exhaust all combinations, one or more rules in the low energy warning rule can cover all working conditions by selecting an interpolation table. In some cases, by setting a virtual signal or overwriting the judgment signal, the aircraft can also trigger an alarm when flying at a safe altitude, which is convenient for carrying out test flight work and ensuring flight safety at the same time. Some low energy warning rules will be described below in conjunction with specific embodiments, which will not be described in detail here.
[0042] In the case where the flight control system determines to issue a low energy warning to the pilot based on the low energy warning rule, the flight control system may use a variety of forms (e.g., voice, vision, touch, etc.) to issue a warning signal, which is not limited by the present disclosure. For example, the flight control system may issue a voice warning signal to the pilot via an onboard broadcast, etc. For another example, the flight control system may display a warning signal on a display in front of the pilot. For another example, the flight control system may issue a warning signal to the pilot through a preset vibration mode. Since the low energy state is a dangerous state and needs to be corrected as soon as possible, a higher warning level may be used.
[0043] After receiving the warning signal, the pilot operates the side stick or the control wheel, throttle lever and other control units to change the low energy state. After the flight control system issues a low energy warning, in response to determining the change in the flight state of the aircraft, the flight control system can re-determine whether to continue to issue the energy warning or stop issuing the low energy warning based on the latest multiple parameters. Figure 2 and Figure 3 The low energy warning method for aircraft is specifically described.
[0044] Figure 3 FIG. 3 is a flow chart of a low energy warning method 300 for an aircraft according to an embodiment of the present disclosure. In some cases, the low energy warning method for an aircraft may be executed by a flight control system of the aircraft. Figure 3 As shown, a low energy warning method 300 for an aircraft may include the following steps.
[0045] In step 305, the flight control system may obtain multiple parameters. In one example, the multiple parameters may include, but are not limited to, configuration parameters of the aircraft, power parameters of the aircraft, and flight state parameters. In a further example, the flight state parameters may include, but are not limited to, flight attitude, flight speed, deceleration rate, flight altitude, altitude descent rate, flight track angle, and / or angle of attack. In one example, the multiple parameters may be obtained from multiple sources, respectively. As an example, the flight control system may obtain the aircraft configuration from a high lift system. As another example, the flight control system may obtain the flight altitude from a radio altitude sensor. As another example, the flight control system may obtain the flight attitude from an inertial reference system. As another example, the flight control system may obtain the flight speed from an atmospheric data sensor. As another example, the flight control system may obtain the angle of attack from an angle of attack sensor. In some cases, some of the multiple parameters are periodically obtained, such as the flight state parameters of the aircraft, while other parameters of the multiple parameters are fixed or preset, such as the inherent parameters of the aircraft.
[0046] In an optional example, the low energy warning is first pre-positioned before the flight control system determines whether to issue a low energy warning. For example, the flight control system may determine whether one or more third parameters among the multiple parameters satisfy the low energy warning pre-position rule, and in response to determining that the one or more third parameters among the multiple parameters satisfy the low energy warning pre-position rule, pre-position the low energy warning.
[0047] At step 310 , the flight control system may determine whether a first one or more parameters of the plurality of parameters satisfy a low energy warning condition. Figure 2 FIG. 2 shows a logic diagram 200 of a low energy warning method for an aircraft according to an embodiment of the present disclosure. Figure 2 As shown, at 205, the flight control system may determine whether the first one or more parameters meet the low energy warning condition. In response to determining that the first one or more parameters do not meet the low energy warning condition, at 210, the flight control system does not issue a low energy warning. In one example, the low energy warning condition includes: the first one or more parameters may be less than the first threshold value of each parameter or greater than the first threshold value of each parameter. For example, when the first one or more parameters are flight speed, the low energy warning condition includes: the flight speed is less than the first flight speed threshold. For another example, when the first one or more parameters are angle of attack, the low energy warning condition includes: the angle of attack is greater than the first angle of attack threshold.
[0048] In step 315, in response to determining that the first one or more parameters satisfy the low energy warning condition, the flight control system may determine whether the first one or more parameters satisfy the first low energy warning rule. Figure 2 As shown, at 215, the flight control system may determine whether the first one or more parameters satisfy the first low energy warning rule. In one example, the first low energy warning rule may include: the first one or more parameters may be respectively less than the second threshold value of each parameter or greater than the second threshold value of each parameter. For example, when the first one or more parameters are flight speed, the first low energy warning rule may include: the flight speed is less than the second flight speed threshold value. For another example, when the first one or more parameters are angle of attack, the first low energy warning rule may include: the angle of attack is greater than the second angle of attack threshold value.
[0049] In step 320, in response to determining that the first one or more parameters satisfy the first low energy warning rule, the flight control system may issue a low energy warning. Figure 2 As shown, in response to determining that the first one or more parameters satisfy the first low energy warning rule, the flight control system may issue a low energy warning at 225 .
[0050] In step 325, in response to determining that the first one or more parameters do not satisfy the first low energy warning rule, the flight control system may determine whether the second one or more parameters of the plurality of parameters satisfy the second low energy warning rule. Figure 2 As shown, at 220, the flight control system may determine whether the second one or more parameters satisfy the second low energy warning rule. In one example, the second low energy warning rule may include: the second one or more parameters are respectively less than the critical threshold of each parameter or greater than the critical threshold of each parameter. In an optional example, the critical threshold of each parameter in the second one or more parameters may be the value corresponding to the second one or more parameters when the aircraft is in a critical state within a range where the first one or more parameters are less than the first threshold and greater than the second threshold or greater than the first threshold and less than the second threshold. For example, when the second one or more parameters are flight speed, the second low energy warning rule may include: the flight speed is less than the critical threshold of flight speed. For another example, when the second one or more parameters are angle of attack, the second low energy warning rule may include: the flight speed is greater than the critical threshold of angle of attack. In an optional example, the critical state of the aircraft refers to the state in which the aircraft cannot obtain effective control of the aircraft when operating each control unit. In some cases, the second low energy warning pre-position rule adapts the flight envelope of the aircraft in various states. In step 330, in response to determining that the second one or more parameters satisfy the second low energy warning rule, the flight control system may issue a low energy warning. Figure 2As shown, in response to determining that the first one or more parameters satisfy the second low energy warning rule, at 235, the flight control system may issue a low energy warning. In response to determining that the first one or more parameters do not satisfy the second low energy warning rule, at 230, the flight control system may not issue a low energy warning. In some examples, the second low energy warning rule is determined based on the first one or more parameters, and wherein the first one or more parameters are at least partially different from the second one or more parameters. In an optional example, the third one or more parameters may be at least partially different from the first one or more parameters and the second one or more parameters.
[0051] In an optional example, the first one or more parameters include flight speed, and the second one or more parameters include flight altitude and angle of attack. In an alternative example, the first one or more parameters include angle of attack, and the second one or more parameters include flight speed.
[0052] In an optional example, after issuing a low energy alarm, the low energy alarm method 200 may optionally include: reacquiring multiple parameters; re-determining whether the corresponding first one or more parameters among the reacquired multiple parameters meet the low energy warning condition; in response to determining that the corresponding first one or more parameters among the reacquired multiple parameters meet the low energy warning condition, determining whether the corresponding first one or more parameters among the reacquired multiple parameters meet the first low energy alarm rule; in response to determining that the corresponding first one or more parameters among the reacquired multiple parameters meet the first low energy alarm rule, issuing a low energy alarm; and in response to determining that the corresponding first one or more parameters among the reacquired multiple parameters do not meet the first low energy alarm rule, determining that the corresponding second one or more parameters among the reacquired multiple parameters meet the second low energy alarm rule to issue a low energy alarm.
[0053] In an optional example, the low energy warning method may be added with hysteresis judgment. That is, when the relevant parameters of the flight state of the aircraft change the threshold amount, the flight control system may determine to change out of the low energy state, stop issuing the low energy warning, and prevent the aircraft from frequently entering the exit warning near the threshold when it is in an unstable state. The judgment logic for the hysteresis varies according to the flight state. For example, in response to determining that each of the second one or more parameters is greater than the critical threshold of the corresponding parameter by a threshold amount, the flight control system may stop issuing a low energy warning. For example, for a specific flight state, when the flight speed is lower than the left boundary of the flight speed envelope, the alarm will be triggered regardless of whether the angle of attack exceeds the threshold. The left boundary refers to the minimum value of the normal flight speed envelope. For example, when the flight speed of the aircraft changes by a threshold amount (greater than the critical speed threshold by ΔV), the flight control system may determine to change out of the low energy state. For another example, when the angle of attack of the aircraft changes by a threshold amount (such as less than the critical angle of attack threshold by Δα), the flight control system may determine to change out of the low energy state. The following will be specifically described in conjunction with specific embodiments.
[0054] Compared with the existing methods, the low-energy warning method according to the present disclosure can be adapted to the flight envelope protection function to prevent conflicts and interferences between different protection functions caused by different judgment criteria. In addition, the low-energy warning method according to the present disclosure can prevent the aircraft from erroneously triggering the alarm in an inappropriate state, reduce the false alarm rate, and avoid interference with the pilot's operation; at the same time, it also avoids frequent triggering of alarms and stopping of alarms, resulting in a poor user experience. Furthermore, the low-energy warning method according to the present disclosure sets low-energy warning rules under various flight states, so that the low-energy warning covers different flight states, is easy to use, and ensures flight safety at all stages.
[0055] The low energy warning rule can be determined by the following method: trim the aircraft at each aircraft configuration and initial speed, decelerate at a given deceleration rate, pull up the side stick or command the elevator deflection at each speed, and use the energy state when the side stick cannot climb the altitude or the command elevator deflection cannot make the track angle become positive as the warning point. Maneuver for each aircraft configuration, each deceleration rate, each track angle, and each initial angle of attack to find the critical state, which is the warning point.
[0056] Example 1
[0057] In the present embodiment, first, the flight control system can obtain multiple parameters. In one example, multiple parameters may include flap and slat deflection, calibrated airspeed (CAS), flight altitude, flight speed, etc. The flight control system can pre-position the low energy warning based on flap and slat deflection, calibrated airspeed, and flight altitude. For example, when the flap and slat deflection, the calibrated airspeed, and the flight altitude are respectively within the appropriate parameter range, the flight control system can pre-position the low energy warning. For example, when the flap and slat deflection is in the approach and landing configuration of the aircraft model, the low energy warning can be pre-positioned to ensure that the low energy warning is activated only during the approach and landing phase. In one example, the first one or more parameters in the multiple parameters may include the angle of attack.
[0058] like Figure 4 As shown, at a certain moment, if the stick is pulled or the elevator is deflected to make the aircraft's flight path angle become positive or the aircraft can climb at the height of the aircraft, the flight control system may not issue a low energy warning; and if the stick is pulled or the elevator is deflected to make the aircraft's flight path angle become positive or the aircraft cannot climb at the height of the aircraft, the flight control system may issue a low energy warning. Those skilled in the art will understand that Figure 4 For purposes of example only, the flight control system may issue a low energy warning based on one or more of a plurality of parameters, not limited to flight altitude, without departing from the scope of the present disclosure.
[0059] Figure 5 The low energy warning arming logic according to an embodiment of the present disclosure is shown.
[0060] For example, the flap and slat deflection is in the approach and landing configuration of this aircraft type. Flap(襟翼),Slat(缝翼) , ensuring that the alarm is triggered only during the approach and landing phase.
[0061] For example, to avoid false triggering of a low energy warning in a high kinetic energy state, the flight speed should be lower than the normal flight speed, such as the left boundary speed of the flight speed envelope.
[0062] For example, to ensure that the alert is triggered only at a certain altitude, avoid triggering a low energy alert at a high altitude with sufficient recovery capability and during the touchdown phase where the energy is allowed to fall below a threshold, such as by limiting the range of the RadioAltimeter [RA 上限 ,RA 下限 ] to limit the stage of issuing warnings and avoid triggering warnings at altitudes with sufficient recovery capabilities.
[0063] For example, if the aircraft has used its maximum recovery capability, such as the Throttle Resolver Angle (TRA) is in the Take off / Go Around (TOGA) position or the aircraft has entered the AOA platform to initiate an AOA floor , the low energy alarm will be suppressed.
[0064] For example, the low energy warning may be triggered only under normal flight control mode conditions.
[0065] like Figure 5 As shown, when the above conditions are met, the step requires low energy warning to be armed. After the flight control system completes the low energy warning arming, the flight control system can proceed to determine whether to issue a low energy warning.
[0066] Example 2
[0067] In this embodiment, first, the flight control system may obtain multiple parameters. In one example, the first one or more parameters in the multiple parameters may include flight speed.
[0068] When the flight speed is greater than a first threshold, such as an upper speed limit (e.g., the minimum speed V corresponding to the normal flight envelope), LS or V LS -X1kn), the flight control system may not issue a low energy warning.
[0069] When the flight speed is less than the first threshold, it is determined whether the flight speed is less than a second threshold, such as a lower speed limit (e.g., 1.13V SR (Reference stall speed V SR ) or V LS -X2kn or minimum control speed Vmc, etc.). When the flight speed is less than the second threshold, the flight control system issues a low energy warning.
[0070] When the flight speed is less than the first threshold and greater than the second threshold, whether to activate the alarm can be determined based on multiple parameters such as aircraft configuration, deceleration rate, trajectory angle, etc. For example, under each combination of aircraft configuration, deceleration rate, and trajectory angle, the flight speed corresponding to the critical state (for example, the aircraft cannot climb the altitude by pulling up the side stick or the aircraft pitch motion cannot be effectively controlled by the elevator, that is, the aircraft cannot climb by pulling up the side stick) is found.
[0071] As an example, when the flight speed is between the upper speed limit and the lower speed limit, assuming that the aircraft configuration is FULL configuration, the deceleration rate is -1 kn / s, and the trajectory angle is -2°, the critical state parameters of the stick-pull-cannot-climb state can be determined as the critical threshold, such as Figure 4 shown.
[0072] Figure 6FIG. 2 shows a low energy alarm logic judgment architecture diagram according to an embodiment of the present disclosure. Figure 6 As shown, when the speed is lower than the left boundary of the flight speed envelope, the alarm will be triggered regardless of whether the angle of attack exceeds the threshold value, in order to take into account the unstable state that may be encountered during the flight. In addition, the flight control system can use the flap configuration, track angle and speed change rate as input to calculate the threshold for issuing an alarm. Under certain flight conditions, the trim speed has a corresponding relationship with the trim angle of attack. In one example, a hysteresis loop can be set in the low-energy alarm logic. After entering the alarm, the low-energy alarm will only be exited when the angle of attack is less than (the threshold for entering the alarm - X°). The selection of X only needs to prevent the aircraft from frequently entering the exit alarm near the alarm threshold to interfere with the pilot.
[0073] In addition, the altitude judgment logic can be added through the flight altitude. In order to allow the flight control angle of attack protection function to recover to a stable flight state within the normal flight envelope before obtaining higher than the pilot's authority, the angle of attack is used as the warning standard, and the upper limit of the warning threshold needs to be set to ensure that the warning threshold has a reasonable interval with the angle of attack protection, angle of attack platform and other functions. Figure 7 As shown in the figure. Through the simulation process, the aircraft is allowed to continue to slow down slowly, and the aircraft's angle of attack increases accordingly. Pulling the stick at different times will result in different responses from the aircraft. Figure 7 As shown, the stick is pulled at the speed of 1.21Vsr (corresponding to the angle of attack of α1), 1.19Vsr (corresponding to the angle of attack of α2), 1.17Vsr (corresponding to the angle of attack of α3), 1.15Vsr (corresponding to the angle of attack of α4), 1.13Vsr (corresponding to the angle of attack of α5), etc., and the change of the aircraft altitude or track angle is observed. If it is found that the stick is pulled at the moment of 1.17Vsr (corresponding to the angle of attack of α3), the aircraft response is just between the critical state where the altitude can be increased and cannot be increased, and the angle of attack or speed at this time can be used as the warning threshold.
[0074] In addition, those skilled in the art will appreciate that, although the present disclosure gives an example of using speed + angle of attack to determine whether to issue a low energy warning, the low energy warning method according to the present disclosure may also use a combination of other parameters (such as but not limited to angle of attack + speed, energy angle + speed or energy + angle of attack, etc.) to determine whether to issue an energy warning without departing from the scope of the present disclosure.
[0075] Taking energy + angle of attack as an example, the total mechanical energy (kinetic energy + potential energy) is calculated first. When the total mechanical energy is within a certain range, the warning angle of attack is then calculated, where the determination of the warning angle of attack is similar to the above determination method.
[0076] For example, assuming that the aircraft is descending at the current track angle (assuming that the current track angle is negative) or a fixed negative track angle (assuming that the current track angle is positive), the thrust is maintained at the current state, and the drag coefficient obtained by the wind tunnel test is used until a certain radio altitude (such as 200 ft). At this time, if the speed is less than a threshold (such as V LS ) or a multiple of Vsr (such as 1.23Vsr), an alarm is issued regardless of the angle of attack; otherwise, whether to issue an alarm is further determined based on the angle of attack.
[0077] Figure 8 A block diagram of a device 800 including a low energy warning system according to one embodiment of the present disclosure is shown. The device illustrates a general hardware environment in which the present disclosure may be applied according to exemplary embodiments of the present disclosure.
[0078] Now refer to Figure 8 Device 800 is described, which is an exemplary embodiment of a hardware device that can be applied to various aspects of the present disclosure. Device 800 can be any machine configured to perform processing and / or computing, and can be, but is not limited to, a workstation, a server, a desktop computer, a laptop computer, a tablet computer, or any combination thereof. The above system can be implemented in whole or in part by device 800 or similar devices or systems.
[0079] The device 800 may include elements that may be connected to or in communication with the bus 802 via one or more interfaces. For example, the device 800 may include the bus 802, one or more input devices 805, one or more output devices 810, one or more processors 815, and one or more memories 820, among others.
[0080] The processor 815 may be any type of processor and may include, but is not limited to, a general purpose processor and / or a dedicated processor (e.g., a special processing chip), an intelligent hardware device (e.g., a general purpose processor, a DSP, a CPU, a microcontroller, an ASIC, an FPGA, a programmable logic device, a discrete gate or transistor logic component, a discrete hardware component, or any combination thereof). In some cases, the processor 815 may be configured to operate a memory array using a memory controller. In other cases, a memory controller (not shown) may be integrated into the processor 815. The processor 815 may be configured to execute computer readable instructions stored in the memory to perform the various functions described herein.
[0081] The memory 820 may be any storage device that enables data storage. The memory 820 may include, but is not limited to, a disk drive, an optical storage device, a solid-state memory, a floppy disk, a floppy disk, a hard disk, a magnetic tape or any other magnetic medium, an optical disk or any other optical medium, a ROM (read-only memory), a RAM (random access memory), a cache memory, and / or any other memory chip or cartridge, and / or any other medium from which a computer can read data, instructions, and / or code. The memory 820 may store computer executable software 825 including computer readable instructions that, when executed, cause the processor to perform the various functions described herein. The memory 820 may have various data / instructions / codes for implementing the various functions described herein.
[0082] The software 825 may be stored in the memory 820, including but not limited to an operating system, one or more applications, drivers and / or other data and codes. Instructions for performing the various functions described herein may be included in one or more applications, and the various units of the above-mentioned device 800 may be implemented by the processor 815 reading and executing the instructions of one or more applications. In some cases, the software 825 may not be directly executable by the processor, but may (for example, when compiled and executed) enable the computer to perform the various functions described herein.
[0083] Input device 805 may be any type of device that can input information into a computing device.
[0084] Output device 810 may be any type of output device that can output information. In one embodiment, output device 810 may be any type of image output device that can display information.
[0085] It will be clear to those skilled in the art from the above embodiments that the present disclosure can be implemented by software with necessary hardware or by hardware, firmware, etc. Based on such an understanding, the embodiments of the present disclosure can be implemented in part in the form of software. Computer software can be stored in a readable storage medium, such as a floppy disk, a hard disk, an optical disk, or a flash memory of a computer. Computer software includes a series of instructions to enable a computer (e.g., a personal computer, a service station, or a network terminal) to perform a method or a portion thereof according to various embodiments of the present disclosure.
[0086] The word “exemplary” is used herein to mean “serving as an example, embodiment, or illustration.” Any aspect described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other aspects.
[0087] The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the universal principles defined herein may be applied to other aspects. Therefore, the claims are not intended to be limited to the aspects shown herein, but should be granted the full scope consistent with the claims in language, wherein the singular reference to the elements is not intended to mean "there is and only one", but "one or more", unless otherwise specifically stated. Unless otherwise specifically stated, the term "some" refers to one or more. The elements of the various aspects described throughout this disclosure are all structurally and functionally equivalent schemes currently or hereafter known to those of ordinary skill in the art and are expressly incorporated herein by reference, and are intended to be covered by the claims.
Claims
1. A low energy warning method for an aircraft, comprising: Acquiring a plurality of parameters, wherein the plurality of parameters include configuration parameters of the aircraft, power parameters of the aircraft, and flight status parameters; determining whether a first one or more parameters of the plurality of parameters satisfy a low energy warning condition; In response to determining that the first one or more parameters satisfy a low energy warning condition, determining whether the first one or more parameters satisfy a first low energy warning rule; In response to determining that the first one or more parameters satisfy a first low energy warning rule, issuing a low energy warning; In response to determining that the first one or more parameters do not satisfy the first low energy warning rule, determining whether a second one or more parameters of the plurality of parameters satisfy a second low energy warning rule; In response to determining that the second one or more parameters satisfy second low energy warning rules, a low energy warning is issued, wherein the second low energy warning rules are determined based on the first one or more parameters, and wherein the first one or more parameters are at least partially different from the second one or more parameters.
2. The low energy warning method according to claim 1, characterized in that: The flight status parameters include: flight attitude, flight speed, deceleration rate, flight altitude, flight track angle and angle of attack.
3. The low energy warning method according to claim 1, characterized in that: Further including: determining whether a third one or more parameters of the plurality of parameters satisfy a low energy warning arming rule; as well as In response to determining that the third one or more parameters satisfy the low energy alarm arming rule, a low energy alarm is armed, wherein the third one or more parameters are at least partially different from the first one or more parameters and the second one or more parameters.
4. The low energy warning method according to claim 1, characterized in that: The low energy warning condition includes: the first one or more parameters are respectively less than a first threshold value of each parameter or greater than a first threshold value of each parameter; The first low energy warning rule includes: the first one or more parameters are respectively less than a second threshold value of each parameter or greater than a second threshold value of each parameter; and The second low energy warning rule includes: the second one or more parameters are respectively less than the critical threshold of each parameter or greater than the critical threshold of each parameter, wherein the critical threshold of each parameter in the second one or more parameters is the value corresponding to the second one or more parameters when the aircraft is in a critical state within the range of the first one or more parameters being less than the first threshold and greater than the second threshold or greater than the first threshold and less than the second threshold, wherein the critical state of the aircraft is a state in which the aircraft cannot obtain effective control of the aircraft when operating each control unit.
5. The low energy warning method according to claim 4, characterized in that: Some of the multiple parameters are periodically acquired. After issuing a low energy alarm, the low energy alarm method further comprises: Re-obtain multiple parameters; re-determining whether the first one or more corresponding parameters among the re-acquired multiple parameters meet the low energy warning condition; In response to determining that a corresponding first one or more parameters in the reacquired plurality of parameters satisfy a low energy warning condition, determining whether a corresponding first one or more parameters in the reacquired plurality of parameters satisfy a first low energy warning rule; In response to determining that a corresponding first one or more parameters of the re-acquired plurality of parameters satisfy a first low energy warning rule, issuing a low energy warning; and In response to determining that the first one or more parameters corresponding to the re-acquired multiple parameters do not satisfy the first low energy warning rule, a low energy warning is issued by determining that the second one or more parameters corresponding to the re-acquired multiple parameters satisfy a second low energy warning rule.
6. The low energy warning method according to any one of claims 5, characterized in that: Further including: In response to determining that each of the second one or more parameters is greater than a critical threshold value for the corresponding parameter by a threshold amount, issuing a low energy alert is discontinued.
7. The low energy warning method according to claim 1, characterized in that: The second low energy warning arming rule is adapted to the flight envelope of the aircraft in various states.
8. The low energy warning method according to claim 1, characterized in that: The first one or more parameters include flight speed, and the second one or more parameters include flight altitude and angle of attack; or The first one or more parameters include angle of attack, and the second one or more parameters include flight speed.
9. A low energy warning system for an aircraft, comprising: Storage unit; as well as A processing unit coupled to the storage unit, the processing unit being configured to execute the method according to any one of claims 1-8.
10. A non-transitory computer-readable storage medium having stored thereon instructions executable by a processor to perform the method of any one of claims 1-8.