Maneuvering load mitigation control method, device, storage medium and aircraft

Abstract

The embodiment of the present invention discloses a maneuvering load mitigation control method, device, storage medium and aircraft. The maneuvering load mitigation control method is applied to the aircraft, including: calculating the current maneuvering load mitigation overload deviation of the aircraft; judging whether the current state of the aircraft meets the conditions for starting the maneuvering load mitigation function according to the maneuvering load mitigation overload deviation; if the current state of the aircraft meets the conditions for starting the maneuvering load mitigation function, the maneuvering load mitigation function is turned on and the aileron and spoiler of the aircraft are driven to deflect to reduce the current maneuvering load on the wing of the aircraft. According to the present invention, the load on the wing of the aircraft during maneuvering flight can be reduced, thereby reducing the structural design quality of the wing, so that the aircraft has a smaller overall mass, thereby improving the cruising performance and operational efficiency of the aircraft.

Description

Technical Field

[0001] The present invention relates to the field of aircraft control technology, and in particular to a maneuvering load mitigation control method, device, storage medium and aircraft. Background Art

[0002] The flight modes of an aircraft may include cruising flight and maneuvering flight. Cruising flight refers to the low-fuel-consumption flight mode selected by an aircraft to perform long-distance and long-duration flight missions, and maneuvering flight refers to the flight mode in which an aircraft changes its flight state. Civil airliners often conduct long-term cruising flights, but they also need to conduct maneuvering flights when encountering special circumstances. For example, when an aircraft encounters weather changes, it is necessary to change the aircraft's flight direction, flight altitude, flight speed and other flight states.

[0003] When a passenger plane is maneuvering, the load distribution on the wing increases proportionally, and the wing root bending moment increases with the increase in the overload coefficient. According to the design principles of the aircraft, in order to ensure the safety of the fuselage and the stability of the wings, the structural professionals must design according to the severe load state. However, the wing structure designed according to the severe load state has a larger mass, resulting in a larger overall mass of the aircraft, which affects the cruise performance of the passenger plane. The maneuvering flight time of a passenger plane is short and the cruising flight time is long. In order to take into account the short-term maneuvering flight, the performance of the long-term cruising flight is sacrificed, and the design performance and operational benefits of the passenger plane will be reduced.

[0004] In view of this, it is necessary to develop a maneuvering load mitigation control method, device, storage medium and aircraft to reduce the load on the wing during the aircraft's maneuvering flight, thereby reducing the structural design quality of the wing. Summary of the invention

[0005] Embodiments of the present invention provide a maneuvering load mitigation control method, device, storage medium and aircraft, which can mitigate the load on the wing of the aircraft during maneuvering flight.

[0006] In order to solve the above technical problems, the embodiments of the present invention disclose the following technical solutions:

[0007] In a first aspect, a maneuvering load mitigation control method is provided, which is applied to an aircraft, and is characterized in that the maneuvering load mitigation control method comprises:

[0008] Calculate the current maneuvering load of the aircraft to mitigate the overload deviation;

[0009] According to the maneuvering load mitigation overload deviation, determining whether the current state of the aircraft meets the maneuvering load mitigation function activation condition;

[0010] If the current state of the aircraft meets the conditions for starting the maneuvering load mitigation function, the maneuvering load mitigation function is started and the ailerons and spoilers of the aircraft are driven to deflect, so as to reduce the current maneuvering load on the wings of the aircraft.

[0011] In combination with the first aspect above, in a first possible implementation manner, the step of calculating the current maneuvering load of the aircraft to reduce the overload deviation includes:

[0012] Obtaining a current overload signal of the center of gravity position of the aircraft;

[0013] Calculating the current normal overload of the aircraft through the overload signal;

[0014] The difference between the normal overload and a preset normal overload target is limited to obtain the current maneuvering load mitigation overload deviation of the aircraft.

[0015] In combination with the first possible implementation manner of the first aspect, in a second possible implementation manner, the step of determining whether the current state of the aircraft meets the condition for enabling the maneuvering load reduction function includes:

[0016] Obtaining a current corrected airspeed and a current flap and slat deflection of the aircraft;

[0017] When the maneuvering load mitigation overload deviation is greater than a first preset overload deviation threshold, the corrected airspeed is greater than a preset airspeed threshold, and the flap and slat deflection is less than a preset flap and slat deflection threshold, it is determined that the current state of the aircraft meets the forward maneuvering load mitigation function activation condition, and the current forward maneuvering load mitigation logic signal of the aircraft is output as a first value;

[0018] When the maneuvering load mitigation overload deviation is less than a third preset overload deviation threshold, the corrected airspeed is greater than a preset airspeed threshold, and the flap and slat deflection is less than a preset flap and slat deflection threshold, it is determined that the current state of the aircraft meets the negative maneuvering load mitigation function activation condition, and the current negative maneuvering load mitigation logic signal of the aircraft is output as a third value.

[0019] In combination with the second possible implementation manner of the first aspect, in a third possible implementation manner, the step of determining whether the current state of the aircraft meets the condition for enabling the maneuvering load mitigation function further includes:

[0020] When the current state of the aircraft meets the forward maneuvering load mitigation function activation condition and the maneuvering load mitigation overload deviation is less than a second preset overload deviation threshold, it is determined that the current state of the aircraft meets the forward maneuvering load mitigation function deactivation condition, and the current forward maneuvering load mitigation logic signal of the aircraft is output as a second value;

[0021] When the current state of the aircraft meets the conditions for starting the negative maneuvering load mitigation function and the maneuvering load mitigation overload deviation is greater than a fourth preset overload deviation threshold, it is determined that the current state of the aircraft meets the conditions for closing the negative maneuvering load mitigation function, and the current negative maneuvering load mitigation logic signal of the aircraft is output as a fourth value.

[0022] In combination with the third possible implementation manner of the first aspect, in a fourth possible implementation manner, the step of enabling the maneuvering load reduction function includes:

[0023] Calculating an aileron control instruction of the aircraft according to the maneuvering load mitigation overload deviation, the corrected airspeed, the positive maneuvering load mitigation logic signal, and the negative maneuvering load mitigation logic signal;

[0024] calculating a spoiler control command for the aircraft based on the maneuvering load mitigation overload deviation, the corrected airspeed, and the forward maneuvering load mitigation logic signal;

[0025] The step of driving the aileron and spoiler of the aircraft to deflect comprises:

[0026] The aileron of the aircraft is driven to deflect according to the aileron control instruction, and the spoiler of the aircraft is driven to deflect according to the spoiler control instruction.

[0027] In combination with the fourth possible implementation manner of the first aspect, in a fifth possible implementation manner, the spoiler includes a spoiler for rolling, a spoiler for maneuvering load mitigation, and a spoiler for deceleration, and the step of driving the spoiler of the aircraft to deflect according to the spoiler control instruction includes:

[0028] According to the spoiler control instruction, the spoiler for rolling, the spoiler for maneuvering load mitigation and the spoiler for deceleration are driven in sequence for deflection.

[0029] In combination with the first aspect or any possible implementation of the first aspect, in a sixth possible implementation, after the step of driving the aileron and spoiler of the aircraft to deflect, the step further includes:

[0030] If the current state of the aircraft meets the conditions for shutting down the maneuvering load mitigation function, the maneuvering load mitigation function is shut down after a preset delay.

[0031] In a second aspect, a maneuvering load mitigation control device is provided, which is applied to an aircraft, and is characterized in that the maneuvering load mitigation control device comprises:

[0032] A maneuvering load mitigation overload deviation calculation module is used to calculate the current maneuvering load mitigation overload deviation of the aircraft;

[0033] A maneuvering load mitigation logic judgment module, used to judge whether the current state of the aircraft meets the maneuvering load mitigation function activation condition according to the maneuvering load mitigation overload deviation;

[0034] The aileron-spoiler control instruction calculation module is used to activate the maneuvering load mitigation function and drive the ailerons and spoilers of the aircraft to deflect when the current state of the aircraft meets the activation condition of the maneuvering load mitigation function, so as to reduce the current maneuvering load on the wing of the aircraft.

[0035] In a third aspect, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed, the maneuvering load mitigation control method as described in the first aspect or any possible implementation of the first aspect is executed.

[0036] In a fourth aspect, an aircraft is provided, comprising a processor and a memory, wherein a computer program is stored in the memory, and the processor calls the computer program to execute the maneuvering load mitigation control method as described in the first aspect or any possible implementation of the first aspect.

[0037] One of the above technical solutions has the following advantages or beneficial effects: the current state of the aircraft is characterized by calculating the current maneuvering load mitigation overload deviation of the aircraft, and the current state of the aircraft is judged. When the current state of the aircraft meets the conditions for starting the maneuvering load mitigation function, the maneuvering load mitigation function is turned on, and the ailerons and spoilers of the aircraft are driven to deflect to reduce the current maneuvering load on the wings of the aircraft, thereby achieving the effect of reducing the structural design quality of the wing.

[0038] Another technical solution among the above technical solutions has the following advantages or beneficial effects: an aileron-spoiler deflection priority judgment logic is proposed, and after the maneuvering load mitigation function is turned on, the spoiler used for rolling, the spoiler used for maneuvering load mitigation and the spoiler used for deceleration are driven to deflect in sequence, ensuring that the normal flight of the aircraft is not affected when the maneuvering load mitigation function is turned on.

[0039] Another technical solution among the above technical solutions has the following advantages or beneficial effects: taking into account the hysteresis of the aircraft's overload response, a time delay is added to the maneuvering load mitigation exit logic calculation. When the current state of the aircraft meets the conditions for shutting down the maneuvering load mitigation function, the maneuvering load mitigation function is shut down after a preset delay, thereby ensuring the maneuvering load mitigation effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings of the embodiments are briefly introduced below. Obviously, the drawings in the following description only relate to some embodiments of the present invention, but are not intended to limit the present invention.

[0041] Figure 1 A schematic diagram of a flow chart of a maneuvering load mitigation control method provided by an embodiment of the present invention;

[0042] Figure 2 Another schematic flow chart of a maneuvering load mitigation control method provided by an embodiment of the present invention;

[0043] Figure 3 A schematic diagram of the structure of a motor load mitigation control device provided by an embodiment of the present invention;

[0044] Figure 4 for Figure 3 A schematic diagram of the structure of a maneuvering load mitigation overload deviation calculation module in the maneuvering load mitigation control device shown;

[0045] Figure 5 for Figure 3 A schematic diagram of the structure of a maneuvering load mitigation logic judgment module in the maneuvering load mitigation control device shown;

[0046] Figure 6 for Figure 3 A schematic diagram of the structure of the aileron-spoiler control command calculation module in the maneuvering load mitigation control device shown;

[0047] Figure 7 A schematic diagram of the structure of an aircraft provided by an embodiment of the present invention;

[0048] Figure 8 A structural block diagram of an aircraft provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0049] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] In the drawings, the shapes and dimensions may be exaggerated for clarity, and the same reference numerals will be used throughout to designate the same or like components.

[0051] Unless otherwise defined, the technical terms or scientific terms used herein shall have the usual meanings understood by persons of ordinary skill in the field to which the present invention belongs. The words "first", "second" and similar words used in the patent application specification and claims of the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one", "one" or "the" do not indicate a quantity limitation, but indicate the existence of at least one. "Including", "comprising" and similar words mean that the elements or objects appearing before "including" or "comprising" cover the elements or objects listed after "including" or "comprising" and their equivalents, and do not exclude other elements or objects. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0052] In the following description, words such as center, thickness, height, length, front, back, rear, left, right, top, bottom, upper, lower, etc. are defined relative to the structure shown in the drawings. In particular, "height" is equivalent to the dimension from top to bottom, "width" is equivalent to the dimension from left to right, and "depth" is equivalent to the dimension from front to back. They are relative concepts and may change accordingly according to their different positions and different usage states. Therefore, these or other directional terms should not be interpreted as restrictive terms.

[0053] Terms related to attachment, coupling, and the like (eg, "connected" and "attached") refer to either a fixed or attached relationship between structures, either directly or indirectly, and either movable or rigid attachments or relationships, unless expressly stated otherwise, of the structures to one another through intermediate structures.

[0054] See also Figure 1 As shown, Figure 1 The figure shows a maneuvering load mitigation control method provided by an embodiment of the present invention. The maneuvering load mitigation control method provided by this embodiment is to reduce the load on the wing during the maneuvering flight of the aircraft, thereby reducing the structural design quality of the wing. The maneuvering load mitigation control method provided by this embodiment includes:

[0055] S101, calculating the current maneuvering load of the aircraft to reduce the overload deviation.

[0056] S102, judging whether the current state of the aircraft satisfies the conditions for starting the maneuvering load reduction function according to the maneuvering load reduction overload deviation.

[0057] S103: If the current state of the aircraft meets the conditions for starting the maneuvering load mitigation function, the maneuvering load mitigation function is started and the ailerons and spoilers of the aircraft are driven to deflect to reduce the current maneuvering load on the wings of the aircraft.

[0058] See also Figure 2 As shown, Figure 2 Another maneuvering load mitigation control method provided by an embodiment of the present invention is shown. The maneuvering load mitigation control method provided by this embodiment can reduce the load on the wing of the aircraft during maneuvering flight, ensuring the maneuvering load mitigation effect while not affecting the normal flight of the aircraft (a further step of the previous embodiment). The method provided by this embodiment includes:

[0059] S201, obtaining a current overload signal of the center of gravity position of the aircraft.

[0060] Because the aircraft is a mass body with volume and cannot be regarded as a particle without volume, the overload signals at different positions on the aircraft may be different. Therefore, the overload signal at the center of gravity of the aircraft can be taken to represent the overload signal of the aircraft as a whole. The current overload signal at the center of gravity of the aircraft can represent the current overload signal of the aircraft.

[0061] S202, calculating the current normal overload of the aircraft through the overload signal.

[0062] According to the current overload signal of the aircraft's center of gravity position, the aircraft's inertial navigation system can measure the aircraft's current normal overload.

[0063] S203, limiting the difference between the normal overload and a preset normal overload target to obtain the current maneuvering load mitigation overload deviation of the aircraft.

[0064] The preset normal overload target of the aircraft can be preset, and is specifically given by the control law designer of the aircraft. The difference obtained by subtracting the preset normal overload target of the aircraft from the current normal overload of the aircraft can be obtained after limiting to obtain the current maneuvering load mitigation overload deviation of the aircraft.

[0065] In order to ensure that the normal flight of the aircraft is not affected when the maneuvering load mitigation function is turned on, the pilot must always have the ability to control the aircraft, so the aircraft's current maneuvering load mitigation overload deviation must be within a safe value range. Therefore, the difference between the aircraft's current normal overload and the aircraft's preset normal overload target needs to be limited to obtain the aircraft's current maneuvering load mitigation overload deviation, so that the aircraft's current maneuvering load mitigation overload deviation is not less than the minimum maneuvering load mitigation overload deviation and not greater than the maximum maneuvering load mitigation overload deviation.

[0066] S204, obtaining the current corrected airspeed of the aircraft and the current flap and slat deflection.

[0067] S205, when the maneuvering load mitigation overload deviation is greater than the first preset overload deviation threshold, and the corrected airspeed is greater than the preset airspeed threshold, and the flap and slat deflection is less than the preset flap and slat deflection threshold, it is determined that the current state of the aircraft meets the forward maneuvering load mitigation function activation condition, and the aircraft's current forward maneuvering load mitigation logic signal is output as a first value; when the current state of the aircraft meets the forward maneuvering load mitigation function activation condition and the maneuvering load mitigation overload deviation is less than the second preset overload deviation threshold, it is determined that the current state of the aircraft meets the forward maneuvering load mitigation function shutdown condition, and the aircraft's current forward maneuvering load mitigation logic signal is output as a second value.

[0068] When the maneuvering load mitigation overload deviation is greater than the first preset overload deviation threshold, the corrected airspeed is greater than the preset airspeed threshold, and the flap and slat deflection is less than the preset flap and slat deflection threshold, it means that the current forward maneuvering load of the aircraft is large, and the current state of the aircraft meets the conditions for starting the forward maneuvering load mitigation function. The current forward maneuvering load mitigation logic signal of the aircraft should be output as "yes" to turn on the maneuvering load mitigation function.

[0069] When the current state of the aircraft meets the conditions for starting the forward maneuvering load mitigation function and the maneuvering load mitigation overload deviation is less than the second preset overload deviation threshold, it means that the current forward maneuvering load of the aircraft is normal, and the current state of the aircraft meets the conditions for closing the forward maneuvering load mitigation function. The current forward maneuvering load mitigation logic signal of the aircraft should be output as "no" to turn off the maneuvering load mitigation function.

[0070] The first value and the second value are values ​​representing "yes" and "no" in logic control, for example, the first value may be 1 and the second value may be 0. Of course, the first value and the second value may also be interchangeable or other values, which is not limited in this embodiment.

[0071] S206, when the maneuvering load mitigation overload deviation is less than the third preset overload deviation threshold, and the corrected airspeed is greater than the preset airspeed threshold, and the flap and slat deflection is less than the preset flap and slat deflection threshold, it is determined that the current state of the aircraft meets the negative maneuvering load mitigation function activation condition, and the current negative maneuvering load mitigation logic signal of the aircraft is output as a third value; when the current state of the aircraft meets the negative maneuvering load mitigation function activation condition and the maneuvering load mitigation overload deviation is greater than the fourth preset overload deviation threshold, it is determined that the current state of the aircraft meets the negative maneuvering load mitigation function shutdown condition, and the current negative maneuvering load mitigation logic signal of the aircraft is output as a fourth value.

[0072] When the maneuvering load mitigation overload deviation is less than the third preset overload deviation threshold, the corrected airspeed is greater than the preset airspeed threshold, and the flap and slat deflection is less than the preset flap and slat deflection threshold, it means that the current negative maneuvering load of the aircraft is large, and the current state of the aircraft meets the conditions for starting the negative maneuvering load mitigation function. The current negative maneuvering load mitigation logic signal of the aircraft should be output as "yes" to turn on the maneuvering load mitigation function.

[0073] When the current state of the aircraft meets the conditions for starting the negative maneuvering load mitigation function and the maneuvering load mitigation overload deviation is greater than the fourth preset overload deviation threshold, it means that the current negative maneuvering load of the aircraft is normal, and the current state of the aircraft meets the conditions for closing the negative maneuvering load mitigation function. The current negative maneuvering load mitigation logic signal of the aircraft should be output as "no" to turn off the maneuvering load mitigation function.

[0074] The third value and the fourth value are values ​​representing "yes" and "no" in logic control, for example, the third value may be 1 and the fourth value may be 0. Of course, the third value and the fourth value may also be interchangeable or other values, which is not limited in this embodiment.

[0075] S207, calculating the aileron control command of the aircraft according to the maneuvering load overload reduction deviation, the corrected airspeed, the positive maneuvering load reduction logic signal and the negative maneuvering load reduction logic signal; calculating the spoiler control command of the aircraft according to the maneuvering load overload reduction deviation, the corrected airspeed and the positive maneuvering load reduction logic signal.

[0076] The aileron control command is determined by the current maneuvering load overload reduction deviation, the current corrected airspeed, the positive maneuvering load reduction logic signal, and the negative maneuvering load reduction logic signal. Among them, the positive and negative aileron rudder deflection command gains and the aileron deflection limit values ​​are adjusted with the current corrected airspeed. After the positive and negative aileron rudder deflection command gains are multiplied by the current maneuvering load overload reduction deviation, the aileron control command is obtained through the maneuvering load reduction logic judgment and calculation link. The aileron control command is used to control the aileron deflection of the aircraft. It can be seen that the value of the maneuvering load overload reduction deviation directly affects the value of the aileron control command. The larger the value of the maneuvering load overload reduction deviation, the greater the aileron deflection amplitude.

[0077] The spoiler control command is determined by the current maneuvering load overload reduction deviation, the current corrected airspeed, and the forward maneuvering load reduction logic signal. Among them, the spoiler rudder deflection command gain and the spoiler deflection limit value are adjusted with the current corrected airspeed. After the spoiler rudder deflection command gain is multiplied by the current maneuvering load overload reduction deviation, the spoiler control command is obtained through the calculation link. The spoiler control command is used to control the spoiler deflection of the aircraft. It can be seen that the value of the maneuvering load overload reduction deviation directly affects the value of the spoiler control command. The larger the value of the maneuvering load overload reduction deviation, the greater the spoiler deflection amplitude.

[0078] S208, driving the aileron of the aircraft to deflect according to the aileron control instruction, and driving the spoiler for rolling, the spoiler for maneuvering load mitigation, and the spoiler for deceleration of the aircraft to deflect in sequence according to the spoiler control instruction.

[0079] It should be noted that, in addition to being used for maneuvering load mitigation, the aircraft's spoilers also need to be used for rolling and deceleration. That is to say, the number of spoilers can be multiple pairs, including spoilers for maneuvering load mitigation, spoilers for rolling, and spoilers for deceleration. However, the total rudder deflection that the aircraft's spoilers can actually achieve is limited, so it is necessary to calculate the rudder deflection priority logic required for these functions and finally output the actual rudder deflection command.

[0080] According to the priority: the spoiler rudder deflection for rolling is first, the spoiler rudder deflection for maneuvering load reduction is second, and the spoiler rudder deflection for deceleration is last. The actual deflection of the three pairs of spoilers on the outside of the aircraft is equal to the sum of the actual deflection of the spoiler for rolling plus the actual deflection of the spoiler for maneuvering load reduction plus the actual deflection of the spoiler for deceleration.

[0081] S209: If the current state of the aircraft meets the conditions for shutting down the maneuvering load mitigation function, shut down the maneuvering load mitigation function after a preset delay.

[0082] It should be noted that when the positive maneuvering load mitigation logic signal or the negative maneuvering load mitigation logic signal is 1 and the maneuvering load mitigation logic disconnection condition is met, the positive maneuvering load mitigation logic signal or the negative maneuvering load mitigation logic signal will change from 1 to 0, and the maneuvering load mitigation function of the aircraft will change from on to off. Considering that there is a certain hysteresis in the overload response of the aircraft, this embodiment adds a time delay when the maneuvering load mitigation logic exits, so that the positive maneuvering load mitigation logic signal or the negative maneuvering load mitigation logic signal is delayed for a preset time and then changes from 1 to 0. That is, when the current state of the aircraft meets the maneuvering load mitigation function shutdown condition, the maneuvering load mitigation function is closed after a preset time delay, thereby ensuring the maneuvering load mitigation effect on the aircraft.

[0083] See also Figure 3 As shown, Figure 3 The maneuvering load mitigation control device provided in an embodiment of the present invention is shown. The maneuvering load mitigation control device provided in this embodiment is to reduce the load on the wing of the aircraft during maneuvering flight, thereby reducing the structural design quality of the wing. The input signals required by the maneuvering load mitigation control device 30 are the current state of the aircraft and the control law mode of the aircraft, and the output signals are the aileron control instructions and spoiler control instructions of the aircraft. The maneuvering load mitigation control device 30 provided in this embodiment includes:

[0084] See also Figure 3 and Figure 4 As shown, Figure 4 Shown is Figure 3 The maneuvering load mitigation overload deviation calculation module in the maneuvering load mitigation control device is shown. The maneuvering load mitigation overload deviation calculation module 31 is used to calculate the current maneuvering load mitigation overload deviation of the aircraft.

[0085] The input signal required by the maneuvering load mitigation overload deviation calculation module 31 is the current normal overload N of the aircraft. z and the aircraft's preset normal overload target N z_target The output signal is the aircraft's current maneuvering load to reduce the overload deviation Δn z .

[0086] Among them, the current normal overload of the aircraft is N z It is measured by the aircraft's inertial navigation system. Specifically, the aircraft's current normal overload N can be obtained by measuring the current overload signal at the aircraft's center of gravity. z ; Aircraft preset normal overload target N z_target It is pre-set and is given by the aircraft's control law designer.

[0087] By measuring the current overload signal at the center of gravity of the aircraft, the current normal overload N of the aircraft is obtained. z , the aircraft's current normal overload N z Subtract the aircraft's preset normal g-load target N z_target The difference obtained is passed through the limiting link N z_limitation Then the current maneuvering load of the aircraft can be obtained to reduce the overload deviation Δn z .

[0088] It should be noted that the reason why the aircraft's current normal overload N z The normal overload target N of the aircraft is preset z_target The difference is passed through the limiting link N z_limitation The purpose of limiting is to obtain the current maneuvering load of the aircraft to reduce the overload deviation Δn z Not less than the minimum maneuvering load to reduce overload deviation Δn zmin At the same time, it should not be greater than the maximum maneuvering load to reduce the overload deviation Δn zmax This prevents the pilot from losing control of the aircraft after the maneuvering load mitigation function is turned on, and ensures that the normal flight of the aircraft is not affected when the maneuvering load mitigation function is turned on.

[0089] See also Figure 3 and Figure 5 , Figure 5 Shown is Figure 3The maneuvering load mitigation logic judgment module in the maneuvering load mitigation control device is shown. The maneuvering load mitigation logic judgment module 32 is used to judge whether the current state of the aircraft meets the maneuvering load mitigation function activation condition according to the current maneuvering load mitigation overload deviation.

[0090] The input signal required by the maneuvering load mitigation logic judgment module 32 is the current maneuvering load mitigation overload deviation Δn of the aircraft. z , the aircraft's current corrected airspeed CAS and the aircraft's flap and slat deflection δ flap,slat The output signal is the aircraft's forward maneuvering load mitigation logic signal MLA pos_logic and the aircraft's negative maneuvering load mitigation logic signal MLA neg_logic .

[0091] Among them, when the following conditions are met, the aircraft's forward maneuvering load mitigation logic signal MLA pos_logic The output is 1:

[0092] 1) Current maneuvering load reduces overload deviation Δn z Greater than the first preset overload deviation threshold Δn z1 ,and;

[0093] 2) The current calibrated airspeed CAS is greater than the preset airspeed threshold CAS0, and;

[0094] 3) Current flap and slat deflection δ flap,slat Less than the preset flap and slat deflection threshold δ flap,slat0 .

[0095] Among them, when the following conditions are met, the aircraft's negative maneuvering load mitigation logic signal MLA neg_logic The output is 1:

[0096] 1) Current maneuvering load reduces overload deviation Δn z Less than the third preset overload deviation threshold Δn z3 ,and;

[0097] 2) The current calibrated airspeed CAS is greater than the preset airspeed threshold CAS0, and;

[0098] 3) Current flap and slat deflection δ flap,slat Less than the preset flap and slat deflection threshold δ flap,slat0 .

[0099] It should be noted that the aircraft's forward maneuvering load mitigation logic signal MLA pos_logic The output is 1, indicating that the current positive maneuvering load of the aircraft is large, and the current state of the aircraft meets the conditions for opening the positive maneuvering load reduction function; the aircraft's negative maneuvering load reduction logic signal MLA neg_logicThe output is 1, indicating that the current negative maneuvering load of the aircraft is large, and the current state of the aircraft meets the conditions for turning on the negative maneuvering load mitigation function. At this time, the maneuvering load mitigation logic is activated, the maneuvering load mitigation function is turned on, and the activation signal is latched until the maneuvering load mitigation logic is disconnected.

[0100] Among them, when the following conditions are met, the aircraft's forward maneuvering load mitigation logic signal MLA pos_logic The output is 0:

[0101] 1) Current forward maneuver load mitigation logic signal MLA pos_logic is 1, and the current maneuvering load reduces the overload deviation Δn z Less than the second preset overload deviation threshold Δn z2 ,or;

[0102] 2) The current aircraft status does not meet the forward maneuvering load mitigation logic signal MLA pos_logic Activation conditions.

[0103] Among them, when the following conditions are met, the aircraft's negative maneuvering load mitigation logic signal MLA neg_logic The output is 0:

[0104] 1) Current negative maneuvering load mitigation logic signal MLA neg_logic is 1, and the current maneuvering load reduces the overload deviation Δn z Greater than the fourth preset overload deviation threshold Δn z4 ,or;

[0105] 2) The current aircraft status does not meet the negative maneuvering load mitigation logic signal MLA pos_logic Activation conditions.

[0106] It should be noted that when the forward maneuvering load reduction logic signal MLA pos_logic Or negative maneuvering load mitigation logic signal MLA neg_logic When the maneuvering load mitigation logic disconnection condition is met, the positive maneuvering load mitigation logic signal MLA pos_logic Or negative maneuvering load mitigation logic signal MLA neg_logic The MLA signal will change from 1 to 0, and the aircraft's maneuvering load mitigation function will change from on to off. Considering that the aircraft's overload response has a certain hysteresis, this embodiment adds a time delay when the maneuvering load mitigation logic exits, so that the positive maneuvering load mitigation logic signal MLA pos_logic Or negative maneuvering load mitigation logic signal MLA neg_logicAfter a delay of t0 seconds, it changes from 1 to 0. That is, when the current state of the aircraft changes from satisfying the conditions for turning on the maneuvering load mitigation function to satisfying the conditions for turning off the maneuvering load mitigation function, the maneuvering load mitigation function is turned off after a delay of t0 seconds, thereby ensuring the maneuvering load mitigation effect on the aircraft.

[0107] See also Figure 3 and Figure 6 , Figure 6 Shown is Figure 3 The aileron-spoiler control instruction calculation module in the maneuvering load mitigation control device shown. The aileron-spoiler control instruction calculation module 33 is used to turn on the maneuvering load mitigation function and drive the aileron and spoiler of the aircraft to deflect to reduce the current maneuvering load on the wing of the aircraft when the current state of the aircraft meets the conditions for turning on the maneuvering load mitigation function.

[0108] Aileron control command δ a_cmd The overload deviation Δn is mitigated by the current maneuvering load z , current corrected airspeed CAS, forward maneuvering load mitigation logic signal MLA pos_logic and negative maneuvering load mitigation logic signal MLA neg_logic The positive and negative aileron rudder deflection command gains and aileron deflection limit values ​​are adjusted with the current corrected airspeed CAS. The positive and negative aileron rudder deflection command gains multiplied by the current maneuvering load reduce the overload deviation Δn z After the maneuvering load reduction logic judgment and calculation link, the aileron control command δ is obtained. a_cmd Aileron control command δ a_cmd Used to control the aileron deflection of an aircraft.

[0109] Spoiler control command δ s_cmd The overload deviation Δn is mitigated by the current maneuvering load z , current corrected airspeed CAS and positive maneuvering load mitigation logic signal MLA pos_logic The spoiler rudder deflection command gain and spoiler deflection limit value are adjusted with the current corrected airspeed CAS. The spoiler rudder deflection command gain multiplied by the current maneuvering load reduces the overload deviation Δn z After the calculation, the spoiler control command δ is obtained. s_cmd . Spoiler control command δ s_cmd Used to control the deflection of spoilers on aircraft.

[0110] It should be noted that, in addition to being used for maneuvering load mitigation, the aircraft's spoilers also need to be used for rolling and deceleration. That is to say, the number of spoilers can be multiple pairs, including spoilers for maneuvering load mitigation, spoilers for rolling, and spoilers for deceleration. However, the total rudder deflection that the aircraft's spoilers can actually achieve is limited, so it is necessary to calculate the rudder deflection priority logic required for these functions and finally output the actual rudder deflection command.

[0111] According to the priority: the spoiler rudder deflection for rolling is first, the spoiler rudder deflection for maneuvering load reduction is second, and the spoiler rudder deflection for deceleration is last. The actual deflection of the three pairs of spoilers on the outside of the aircraft is equal to the sum of the actual deflection of the spoiler for rolling plus the actual deflection of the spoiler for maneuvering load reduction plus the actual deflection of the spoiler for deceleration.

[0112] It should also be noted that the number of spoilers may be different for different aircraft, but all aircraft have at least one pair of spoilers for rolling, one pair of spoilers for maneuvering load mitigation, and one pair of spoilers for deceleration. This embodiment does not limit the specific number of spoilers of the aircraft.

[0113] Figure 3 In the illustrated embodiment, the functions of the maneuverable load mitigation control device 30 provided in this embodiment correspond to the functions implemented by the maneuverable load mitigation control method. Therefore, for other functions of this embodiment, reference may be made to the contents in the maneuverable load mitigation control method embodiment, which will not be repeated here.

[0114] See also Figure 7 and Figure 8 As shown, Figure 7 The aircraft shown is provided by an embodiment of the present invention. Figure 8 The structure block diagram of the aircraft provided by the embodiment of the present invention is shown. The aircraft 00 provided by the embodiment has at least one pair of ailerons 10 and multiple pairs of spoilers 20. The number of spoilers 20 can be three pairs, four pairs or five pairs. The accompanying drawings of the embodiment illustrate the aircraft 00 by taking the number of spoilers 20 as three pairs as an example, but the embodiment does not limit the specific number of spoilers 20 of the aircraft 00.

[0115] The aircraft 00 includes at least one memory 40 and at least one processor 50. The memory 40 stores a computer program, and the processor 50 can call the computer program stored in the memory 40 to execute the maneuvering load mitigation control method described in the above embodiment.

[0116] In addition, the computer program in the above-mentioned memory 40 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. The memory 40, as a computer-readable storage medium, can be configured to store software programs, computer programs, or program instructions or modules corresponding to the method in this embodiment. The processor 50 executes functional applications and data processing by running the software programs, instructions or modules stored in the memory 40, that is, the motor load mitigation control method described in the above embodiment is implemented. The memory 40 may include a program storage area and a data storage area. Among them, the program storage area may store an operating system and an application required for at least one function; the data storage area may store data created according to the use of the terminal device, etc. In addition, the memory 40 may include a high-speed random access memory and may also include a non-volatile memory. For example, a variety of media that can store program codes, such as a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a disk or an optical disk, may also be a transient storage medium.

[0117] The components of the various embodiments described herein may be combined to form other embodiments not specifically stated above. Components may be excluded from the structures described herein without adversely affecting their operation. In addition, various individual components may be combined into one or more individual components to perform the functions described herein.

[0118] In addition, although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation modes, and they are fully applicable to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A maneuvering load mitigation control method, applied to an aircraft, characterized in that: The maneuvering load mitigation control method comprises: Calculate the current maneuvering load of the aircraft to mitigate the overload deviation; According to the maneuvering load mitigation overload deviation, determining whether the current state of the aircraft meets the maneuvering load mitigation function activation condition; The step of judging whether the current state of the aircraft meets the conditions for starting the maneuvering load mitigation function comprises: Obtaining a current corrected airspeed and a current flap and slat deflection of the aircraft; When the maneuvering load mitigation overload deviation is greater than a first preset overload deviation threshold, the corrected airspeed is greater than a preset airspeed threshold, and the flap and slat deflection is less than a preset flap and slat deflection threshold, it is determined that the current state of the aircraft meets the forward maneuvering load mitigation function activation condition, and the current forward maneuvering load mitigation logic signal of the aircraft is output as a first value; When the maneuvering load mitigation overload deviation is less than a third preset overload deviation threshold, the corrected airspeed is greater than a preset airspeed threshold, and the flap and slat deflection is less than a preset flap and slat deflection threshold, it is determined that the current state of the aircraft meets the negative maneuvering load mitigation function activation condition, and the current negative maneuvering load mitigation logic signal of the aircraft is output as a third value; If the current state of the aircraft meets the conditions for starting the maneuvering load mitigation function, the maneuvering load mitigation function is started and the ailerons and spoilers of the aircraft are driven to deflect, so as to reduce the current maneuvering load on the wings of the aircraft.

2. The maneuvering load mitigation control method according to claim 1, characterized in that: The step of calculating the current maneuvering load of the aircraft to mitigate the overload deviation comprises: Obtaining a current overload signal of the center of gravity position of the aircraft; Calculating the current normal overload of the aircraft through the overload signal; The difference between the normal overload and a preset normal overload target is limited to obtain the current maneuvering load mitigation overload deviation of the aircraft.

3. The maneuvering load mitigation control method according to claim 1, characterized in that: The step of determining whether the current state of the aircraft meets the conditions for enabling the maneuvering load mitigation function further includes: When the current state of the aircraft meets the forward maneuvering load mitigation function activation condition and the maneuvering load mitigation overload deviation is less than a second preset overload deviation threshold, it is determined that the current state of the aircraft meets the forward maneuvering load mitigation function deactivation condition, and the current forward maneuvering load mitigation logic signal of the aircraft is output as a second value; When the current state of the aircraft meets the conditions for starting the negative maneuvering load mitigation function and the maneuvering load mitigation overload deviation is greater than a fourth preset overload deviation threshold, it is determined that the current state of the aircraft meets the conditions for closing the negative maneuvering load mitigation function, and the current negative maneuvering load mitigation logic signal of the aircraft is output as a fourth value.

4. The maneuvering load mitigation control method according to claim 3, characterized in that: The steps of starting the motor load mitigation function include: Calculating an aileron control instruction of the aircraft according to the maneuvering load mitigation overload deviation, the corrected airspeed, the positive maneuvering load mitigation logic signal, and the negative maneuvering load mitigation logic signal; calculating a spoiler control command for the aircraft based on the maneuvering load mitigation overload deviation, the corrected airspeed, and the forward maneuvering load mitigation logic signal; The step of driving the aileron and spoiler of the aircraft to deflect comprises: The aileron of the aircraft is driven to deflect according to the aileron control instruction, and the spoiler of the aircraft is driven to deflect according to the spoiler control instruction.

5. The maneuvering load mitigation control method according to claim 4, characterized in that: The spoiler includes a spoiler for rolling, a spoiler for maneuvering load mitigation, and a spoiler for deceleration. The step of driving the spoiler of the aircraft to deflect according to the spoiler control instruction includes: According to the spoiler control instruction, the spoiler for rolling, the spoiler for maneuvering load mitigation and the spoiler for deceleration are driven in sequence for deflection.

6. The maneuvering load mitigation control method according to any one of claims 1 to 5, characterized in that: The step of driving the aileron and spoiler of the aircraft to deflect further includes: If the current state of the aircraft meets the conditions for shutting down the maneuvering load mitigation function, the maneuvering load mitigation function is shut down after a preset delay.

7. A maneuvering load mitigation control device, applied to an aircraft, characterized in that: The maneuvering load mitigation control device comprises: A maneuvering load mitigation overload deviation calculation module is used to calculate the current maneuvering load mitigation overload deviation of the aircraft; The maneuvering load mitigation logic judgment module is used to judge whether the current state of the aircraft meets the maneuvering load mitigation function activation condition according to the maneuvering load mitigation overload deviation; the step of judging whether the current state of the aircraft meets the maneuvering load mitigation function activation condition includes: Obtaining a current corrected airspeed and a current flap and slat deflection of the aircraft; When the maneuvering load mitigation overload deviation is greater than a first preset overload deviation threshold, the corrected airspeed is greater than a preset airspeed threshold, and the flap and slat deflection is less than a preset flap and slat deflection threshold, it is determined that the current state of the aircraft meets the forward maneuvering load mitigation function activation condition, and the current forward maneuvering load mitigation logic signal of the aircraft is output as a first value; When the maneuvering load mitigation overload deviation is less than a third preset overload deviation threshold, the corrected airspeed is greater than a preset airspeed threshold, and the flap and slat deflection is less than a preset flap and slat deflection threshold, it is determined that the current state of the aircraft meets the negative maneuvering load mitigation function activation condition, and the current negative maneuvering load mitigation logic signal of the aircraft is output as a third value; The aileron-spoiler control instruction calculation module is used to activate the maneuvering load mitigation function and drive the ailerons and spoilers of the aircraft to deflect when the current state of the aircraft meets the activation condition of the maneuvering load mitigation function, so as to reduce the current maneuvering load on the wing of the aircraft.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the maneuvering load mitigation control method according to any one of claims 1 to 6 is executed.

9. An aircraft, characterized in that: The aircraft comprises a processor and a memory, wherein a computer program is stored in the memory, and the processor calls the computer program to execute the maneuvering load mitigation control method according to any one of claims 1 to 6.

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