Stall protection method, system, storage medium and aircraft for aircraft

Abstract

The present invention discloses a stall protection method, system, storage medium and aircraft for an aircraft. The aim is to provide a set of stall protection logic for the aircraft. Among them, when performing stall warning judgment, the left and right side logical operations are independent, and the data of their respective independent sides are used for operation. If a failure occurs on either side, the data of the other side can be used as a backup, ensuring the reliability of the system. When performing stall push rod operation judgment, when using the second target angle of attack obtained from the left and right sides as features, the left and right side logical operations are independent, and both need to be able to issue push rod commands respectively after the stall warning condition is triggered, and it is necessary that the stall controllers on the left and right sides issue push rod commands simultaneously before the push rod actuator can be triggered to push the rod, ensuring the safety of the push rod actuation. Thus, while effectively improving the system safety, it ensures that the system has a certain degree of redundancy.

Description

Technical Field

[0001] The present invention relates to, but is not limited to, the field of flight control technology, and particularly relates to a stall protection method, system, storage medium and aircraft for an aircraft. Background Art

[0002] An aircraft stall refers to a phenomenon in which when the angle of attack (or angle of incidence) of an aircraft exceeds a critical value (referred to as the stall value) depending on the characteristics of the wing, severe airflow separation occurs on the wing lift surface, resulting in a sudden decrease in the aircraft lift and a sharp increase in drag. Specifically, it is manifested as the aircraft losing control and automatically entering a roll or yaw state, thereby causing an aircraft accident. To ensure flight safety, the FAA (Federal Aviation Administration of the United States) stipulated in the 1970s that an aircraft stall warning system is a device that must be equipped on civil aircraft.

[0003] In the design of conventional stall protection systems and warning systems, the system architecture generally includes multiple sensors such as an angle of attack sensor and an atmospheric pressure sensor. The computer unit receives the data source signals from the above sensors, calculates parameters such as the true angle of attack and normal overload in real time, and simultaneously calculates and outputs the corresponding critical warning state. For example, when the aircraft approaches or reaches the allowable limit state, the pilot is reminded by means such as a screen display warning, a light warning, a voice warning, and a joystick jitter, and when the aircraft further approaches the stall threshold, a stall identification device such as a push rod actuator and an angle of attack limiter is used to prevent the aircraft from entering the stall state.

[0004] Since in the design of stall protection systems and warning systems, it is necessary to take into account both safety and reliability, especially for systems with an action architecture, and in order to effectively protect the aircraft, a relatively high control priority is usually given to the stall protection action architecture, which requires a relatively high level of safety for the stall protection action architecture. To meet the requirements of high safety, the above stall protection systems usually adopt a redundant voting or co-control method, which reduces the reliability and economy of the stall protection system.

[0005] In view of this, the objective of the present invention is to provide a set of stall protection logic for an aircraft, so as to effectively improve the system safety while ensuring a certain degree of redundancy in the system. Summary of the Invention

[0006] Embodiments of the present invention provide a stall protection method, system, storage medium and aircraft for an aircraft, so as to provide a set of stall protection logic for an aircraft, so as to effectively improve the system safety while ensuring a certain degree of redundancy in the system.

[0007] According to one aspect of the present invention, there is provided a stall protection method for an aircraft, the method comprising: obtaining current configuration information and flight information of the aircraft, and determining a set of working angle of attack thresholds associated with the stall of the aircraft according to the configuration information and the flight information, wherein the set of working angle of attack thresholds includes at least a first working angle of attack threshold and a second working angle of attack threshold;

[0008] Obtaining a plurality of local angle of attack signals collected by a plurality of angle of attack detectors installed at different positions of the aircraft and the current lateral acceleration of the aircraft, and respectively correcting the plurality of local angle of attack signals based on the current lateral acceleration to obtain corresponding plurality of first target angles of attack;

[0009] Respectively determining whether the plurality of first target angles of attack are greater than the first working angle of attack threshold, and triggering a stall warning operation when at least one of the plurality of first target angles of attack is greater than the first working angle of attack threshold; and

[0010] After triggering the stall warning operation, determining a plurality of second target angles of attack based on the plurality of first target angles of attack and respectively determining whether the plurality of second target angles of attack are greater than the second working angle of attack threshold, and triggering a stall push rod operation when all of the plurality of second target angles of attack are greater than the second working angle of attack threshold.

[0011] Further, the set of working angle of attack thresholds further includes a third working angle of attack threshold, wherein the first working angle of attack threshold is less than the third working angle of attack threshold, and the third working angle of attack threshold is less than the second working angle of attack threshold.

[0012] Further, after triggering the stall warning operation and before triggering the stall push rod operation, the method further includes: converting the plurality of local angle of attack signals collected by the plurality of angle of attack detectors into corresponding plurality of fuselage angles of attack in a one-to-one correspondence; respectively determining whether the plurality of fuselage angles of attack are greater than the third working angle of attack threshold, and triggering an automatic ignition operation when at least one of the plurality of fuselage angles of attack is greater than the third working angle of attack threshold.

[0013] Further, when obtaining the current configuration information and flight information of the aircraft, the method includes: preferentially obtaining and using the independent signal on the corresponding side as the first priority signal; when the first priority signal fails, using the standby data source signal or using the default conservative state data; and when an effective data source signal on the corresponding side cannot be obtained, triggering the stall protection system to give a notice or entering the safety mode.

[0014] Further, after the stall warning operation is triggered, the method for determining multiple second target angles of attack based on the multiple first target angles of attack includes: when it can be determined that the first target angle of attack output on the opposite side is available, the first target angle of attack on this side and the first target angle of attack on the opposite side are averaged to determine the second target angle of attack; when it cannot be determined whether the first target angle of attack output on the opposite side is available, or when it is determined that the first target angle of attack output on the opposite side is unavailable, the first target angle of attack on this side is used as the second target angle of attack.

[0015] Furthermore, after triggering the stall warning operation, the method also includes: respectively determining whether the multiple first target angles of attack are less than the first working angle of attack threshold, and canceling the stall warning operation when all the first target angles of attack among the multiple first target angles of attack are less than the first working angle of attack threshold.

[0016] Furthermore, after triggering the stall push rod operation, the method further includes: respectively determining whether the multiple second target angles of attack are less than the second working angle of attack threshold, and releasing the stall push rod operation when at least one of the multiple second target angles of attack is less than the second working angle of attack threshold.

[0017] Furthermore, after triggering the automatic ignition operation, the method also includes: respectively determining whether the multiple fuselage angles of attack are less than the third working angle of attack threshold, and releasing the automatic ignition operation when all fuselage angles of attack among the multiple fuselage angles of attack are less than the third working angle of attack threshold.

[0018] Furthermore, the current configuration information and flight information of the aircraft include: wing shape, Mach number, icing weather, and flight control fault information of the aircraft.

[0019] According to another aspect of the present invention, there is provided a stall protection system for an aircraft, the system comprising a plurality of stall controllers, a plurality of angle of attack detectors installed at different positions of the aircraft, a stall warning indicator, and a stick pusher.

[0020] Each of the stall controllers is used to obtain current configuration information and flight information of the aircraft, and determine a set of operating angle of attack thresholds associated with the stall of the aircraft according to the configuration information and the flight information, wherein the set of operating angle of attack thresholds includes at least a first operating angle of attack threshold and a second operating angle of attack threshold;

[0021] The multiple angle of attack detectors are used to respectively collect local angle of attack signals at different positions of the aircraft;

[0022] Each of the stall controllers is further configured to obtain the current lateral acceleration of the aircraft, correct the local angle of attack signal associated with the stall controller based on the current lateral acceleration to obtain a corresponding first target angle of attack, determine whether the first target angle of attack is greater than the first working angle of attack threshold, and send a stall warning signal to the stall warning indicator when the first target angle of attack is greater than the first working angle of attack threshold;

[0023] The stall warning indicator performs a stall warning operation after receiving the stall warning signal sent from any one of the stall controllers;

[0024] Wherein, each of the stall controllers is further configured to, when the stall warning operation has been triggered, determine a second target angle of attack based on the multiple first target angles of attack respectively determined by the multiple stall controllers and determine whether the second target angle of attack is greater than the second working angle of attack threshold, and send a stall push rod signal to the push rod actuator when the second target angle of attack is greater than the second working angle of attack threshold;

[0025] The push rod actuator performs a stall push rod operation only after receiving the stall push rod signals sent from all the stall controllers simultaneously.

[0026] Further, the set of working angle of attack thresholds further includes a third working angle of attack threshold, wherein the first working angle of attack threshold is less than the third working angle of attack threshold, and the third working angle of attack threshold is less than the second working angle of attack threshold.

[0027] Further, the system further includes an engine; each of the stall controllers is further configured to convert the local angle of attack signal associated with the stall controller to obtain a corresponding fuselage angle of attack, determine whether the fuselage angle of attack is greater than the third working angle of attack threshold, and send an automatic ignition signal to the engine when the fuselage angle of attack is greater than the third working angle of attack threshold.

[0028] Further, each of the stall controllers is further configured to, when it can be determined that the first target angle of attack output by the angle of attack sensor on its opposite side is available, average the first target angle of attack on its own side and the first target angle of attack on its opposite side to determine the second target angle of attack; each of the stall controllers is further configured to, when it cannot be determined that the first target angle of attack output by the angle of attack sensor on its opposite side is available, or each of the stall controllers is further configured to, when it is determined that the first target angle of attack output by the angle of attack sensor on its opposite side is unavailable, use the first target angle of attack on its own side as the second target angle of attack.

[0029] According to another aspect of the present invention, there is provided a storage medium storing a plurality of instructions adapted to be loaded by a processor to execute any one of the aforementioned stall protection methods for an aircraft.

[0030] According to another aspect of the present invention, there is provided an aircraft including any one of the aforementioned stall protection systems for an aircraft.

[0031] The advantages of the present invention are as follows: when performing stall warning judgment, the left and right logical operations are independent, and the data on their respective independent sides are used for calculation. If a failure occurs on either side, the data on the other side can be used as a backup, ensuring the reliability of the system. When performing stall push rod operation judgment, when using the second target angle of attack obtained from the left and right sides as features, the left and right logical operations are independent, and both need to be able to issue push rod instructions respectively after the stall warning condition is triggered. And it is necessary that the stall controllers on the left and right sides issue push rod instructions simultaneously before the push rod actuator can be triggered to push the rod, ensuring the safety of the push rod actuation. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The technical solutions and other beneficial effects of the present invention will become obvious by describing the specific embodiments of the present invention in detail with reference to the accompanying drawings.

[0033] Figure 1 It is a flowchart of the steps of the stall protection method for an aircraft provided by an embodiment of the present invention.

[0034] Figure 2 It is a block diagram of the architecture of a stall protection system for an aircraft provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0035] The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0036] Illustratively, the state of an aircraft during flight is determined by many factors. These factors can include, for example, but not limited to, the speed of the aircraft, the size of the aircraft, the shape of the aircraft, the shape of the wings of the aircraft, the angle of attack of the aircraft, and other types of factors. In some cases, the maneuverability of the aircraft can change in response to changes in the state of the aircraft during flight.

[0037] For example, if the angle of attack of an aircraft increases in a way that causes the lift force generated by the aircraft during flight to decrease, the aircraft may stall. As used herein, "lift" is the force generated when air flows over the aircraft during flight. This force directly opposes the weight of the aircraft and keeps the aircraft in the air.

[0038] For different types of aircraft, the specific angle of attack at which the lift generated by the aircraft decreases may vary. The angle of attack at which the aircraft may potentially stall may be based on a number of factors, such as but not limited to, the airfoil of the aircraft wing, the platform of the wing, the aspect ratio of the wing, and other factors. Further, the angle of attack at which the aircraft may potentially stall corresponds to a specific speed of the aircraft. This speed may be referred to as the "stall speed".

[0039] Now refer to Figure 1 , Figure 1 , which is a flowchart of the steps of a stall protection method for an aircraft provided by an embodiment of the present invention. The method includes:

[0040] Step S10, obtaining the current configuration information and flight information of the aircraft, and determining a set of working angle of attack thresholds associated with the stall of the aircraft according to the configuration information and the flight information, wherein the set of working angle of attack thresholds includes at least a first working angle of attack threshold and a second working angle of attack threshold;

[0041] Step S20, obtaining a plurality of local angle of attack signals collected by a plurality of angle of attack detectors installed at different positions of the aircraft and the current lateral acceleration of the aircraft, and respectively correcting the plurality of local angle of attack signals based on the current lateral acceleration to obtain corresponding first target angles of attack;

[0042] Step S30, respectively determining whether the plurality of first target angles of attack are greater than the first working angle of attack threshold, and triggering a stall warning operation when at least one of the plurality of first target angles of attack is greater than the first working angle of attack threshold; and

[0043] Step S40, after triggering the stall warning operation, determining a plurality of second target angles of attack based on the plurality of first target angles of attack and respectively determining whether the plurality of second target angles of attack are greater than the second working angle of attack threshold, and triggering a stall push rod operation when all of the plurality of second target angles of attack are greater than the second working angle of attack threshold.

[0044] Steps S10 to S40 will be specifically described below.

[0045] In step S10, exemplarily, the current configuration information and flight information of the aircraft are collected by sensors and / or an aircraft control stall controller (computer) provided on the aircraft. For example, the current configuration information of the aircraft includes, but is not limited to, the information of each control surface of the aircraft, the wing state information of the aircraft, the icing state information of the aircraft, and the anti-icing state information. The flight information includes the speed of the aircraft relative to the air, the Mach number, the mass of the aircraft, the air density, the load factor, the lift gradient, the angle of attack, etc. At the same time, the configuration of the aircraft, for example, includes the position of flaps or other flight control devices.

[0046] Determine a set of working angle-of-attack thresholds associated with the stall of the aircraft according to the obtained current configuration information and flight information of the aircraft, wherein the set of working angle-of-attack thresholds includes at least a first working angle-of-attack threshold and a second working angle-of-attack threshold. Specifically, the first working angle-of-attack threshold is a preset stall warning working angle of attack, and the second working angle-of-attack threshold is a preset stall push-rod working angle of attack.

[0047] In step S20, each wing of the aircraft usually has an angle-of-attack detector (for example, a tongue positioned at the edge of the wing) for measuring the current value of the angle of attack. The measurement is transmitted to a pointer on the instrument panel that gives the current value of the angle of attack. A plurality of angle-of-attack detectors installed at different positions of the aircraft are used to sense the aircraft airflow angles at different positions to respectively obtain a corresponding plurality of local angle-of-attack signals.

[0048] In the embodiment of the present invention, the plurality of angle-of-attack detectors may refer to 2, 3 or more. Adaptive selection can be made according to the actual application situation.

[0049] At the same time, the current lateral acceleration of the aircraft can be obtained from the heading and attitude system, and the plurality of local angle-of-attack signals are respectively corrected based on the current lateral acceleration to obtain a corresponding plurality of first target angles of attack, so as to eliminate the influence of sideslip sensitivity. The first target angle of attack is the corrected local angle of attack.

[0050] In step S30, exemplarily, the stall controller is used for stall warning and protection judgment. The left and right stall controllers respectively and independently judge whether the first target angle of attack on their own side is greater than the first working angle-of-attack threshold. When any one of the left and right stall controllers determines that the first target angle of attack on its own side reaches the first working angle-of-attack threshold, a stall warning operation is triggered.

[0051] In step S40, after triggering the stall warning operation, multiple second target angles of attack are determined based on the multiple first target angles of attack, and it is respectively determined whether the multiple second target angles of attack are greater than the second working angle of attack threshold. When all the multiple second target angles of attack are greater than the second working angle of attack threshold, a stall push rod operation is triggered.

[0052] That is, when judging the stall push rod operation, the second target angles of attack obtained on the left and right sides are used as eigenvalue for comprehensive judgment, and the logical operations on the left and right sides are independent. And when the conditions for triggering the stall warning operation on both the left and right sides are satisfied, and at the same time, when the stall controllers on both the left and right sides simultaneously determine that the second target angles of attack on both the left and right sides are greater than the second working angle of attack threshold, the stall push rod operation is triggered, thus ensuring the safety of the stall push rod operation.

[0053] Adopting the technical solution provided by the embodiment of the present invention, when judging the stall warning, the logical operations on the left and right sides are independent, and the data on their respective independent sides are used for operation. If a failure occurs on any one side, the data on the other side can be used as a backup, ensuring the reliability of the system. When judging the stall push rod operation, when using the second target angles of attack obtained on the left and right sides as features, the logical operations on the left and right sides are independent. And after the conditions for triggering the stall warning are met, the push rod instructions can be issued respectively on both sides. And after the stall controllers on both the left and right sides issue the push rod instructions simultaneously, the pusher can be triggered to push the rod, ensuring the safety of the pusher actuation.

[0054] Meanwhile, in the embodiment of the present invention, for important signals, the signal redundancy method is adopted to design the first priority signals on the corresponding sides. After the first priority signals fail, standby signals or default conservative state data are used.

[0055] Specifically, when acquiring the current configuration information and flight information of the aircraft, the method includes: preferentially acquiring and using the independent signals on the corresponding sides as the first priority signals; when the first priority signals fail, using standby data source signals or using default conservative state data; and when effective data source signals on the corresponding sides cannot be acquired, triggering the stall protection system to give a notice or entering the safe mode.

[0056] The current configuration information and flight information of the aircraft include, for example: the wing configuration of the aircraft, Mach number, icing weather, and flight control fault information, etc.

[0057] Further, the working angle of attack threshold set further includes a third working angle of attack threshold, where the first working angle of attack threshold is less than the third working angle of attack threshold, and the third working angle of attack threshold is less than the second working angle of attack threshold. Specifically, the third working angle of attack threshold is the preset automatic ignition working angle of attack.

[0058] Furthermore, after the triggering of the stall warning operation and before the triggering of the stall push rod operation, the method also includes: converting the multiple local angle of attack signals collected by the multiple angle of attack detectors into corresponding multiple fuselage angles of attack in a one-to-one manner; respectively judging whether the multiple fuselage angles of attack are greater than the third working angle of attack threshold, and triggering the automatic ignition operation when at least one fuselage angle of attack among the multiple fuselage angles of attack is greater than the third working angle of attack threshold.

[0059] It should be noted that, in the embodiment of the present invention, the automatic ignition operation logic is independently calculated by the stall controller on one side. For the stall controller on either side, when the fuselage angle of attack reaches the third working angle of attack threshold, the stall controller on that side will send an automatic ignition signal and stimulate the engine to continuously ignite for thrust compensation. Subsequently, the flight speed of the aircraft increases, which increases the third working angle of attack threshold, thereby taking the aircraft out of the current stall state.

[0060] Further, after the stall warning operation is triggered, the method for determining multiple second target angles of attack based on the multiple first target angles of attack includes: for any one of the stall controllers on the left and right sides, when it can be determined that the first target angle of attack output by the opposite side is available, the first target angle of attack on this side and the first target angle of attack on the opposite side are averaged to determine the second target angle of attack, that is, the average local angle of attack on the left and right sides is calculated to determine the second target angle of attack; when it is unable to determine whether the first target angle of attack output by the opposite side is available, or when it is determined that the first target angle of attack output by the opposite side is unavailable, the first target angle of attack on this side is used as the second target angle of attack.

[0061] It should be understood that if the first target angle of attack, the fuselage angle of attack, and the second target angle of attack obtained by any of the stall controllers on the left and right sides are respectively higher than the set working angle of attack, the corresponding warning signal, push rod signal, or automatic ignition signal will continue to be issued until the corresponding angle of attack value is lower than a certain threshold of the working angle of attack, and the relevant signal will stop being issued.

[0062] After triggering the stall warning operation, the method further includes: respectively determining whether the multiple first target angles of attack are less than the first working angle of attack threshold, and canceling the stall warning operation when all the first target angles of attack among the multiple first target angles of attack are less than the first working angle of attack threshold.

[0063] After triggering the stall warning operation, the method further includes: respectively determining whether the multiple first target angles of attack are less than the first working angle-of-attack threshold, and canceling the stall warning operation when all the first target angles of attack among the multiple first target angles of attack are less than the first working angle-of-attack threshold.

[0064] After triggering the stall push-rod operation, the method further includes: respectively determining whether the multiple second target angles of attack are less than the second working angle-of-attack threshold, and canceling the stall push-rod operation when at least one of the multiple second target angles of attack is less than the second working angle-of-attack threshold.

[0065] After triggering the automatic ignition operation, the method further includes: respectively determining whether the multiple fuselage angles of attack are less than the third working angle-of-attack threshold, and canceling the automatic ignition operation when all the fuselage angles of attack among the multiple fuselage angles of attack are less than the third working angle-of-attack threshold.

[0066] According to another aspect of the present invention, there is provided a stall protection system for an aircraft.

[0067] Figure 2 It is a block diagram of a stall protection system for an aircraft provided by an embodiment of the present invention.

[0068] As Figure 2 shown, exemplarily, in an embodiment of the present invention, the stall protection system for an aircraft includes a stall controller (the core computing device for stall protection). Generally, a corresponding stall controller is provided on each of the left and right sides of the aircraft. The stall controllers on the left and right sides respectively obtain the current aircraft configuration and flight information such as the aircraft wing configuration, the aircraft icing condition, and the aircraft flight speed from the landing gear system, the air data system, the standby instrument system, the ice detection system, the heading and attitude system, the flap / slat control system, and the avionics system of the aircraft.

[0069] The stall protection system further includes a plurality of angle-of-attack detectors, stall warning indicators, and pusher devices installed at different positions of the aircraft. According to various information such as the obtained aircraft wing configuration, icing weather, and flight control failure, the stall characteristics of the aircraft are comprehensively judged, and appropriate stall warnings or protection operations are given in a timely manner.

[0070] Specifically, each stall controller is used to independently calculate the stall warning function logic. Each of the stall controllers is used to obtain the current configuration information and flight information of the aircraft, and determine a set of working angle of attack thresholds associated with the stall of the aircraft according to the configuration information and the flight information, wherein the set of working angle of attack thresholds includes at least a first working angle of attack threshold and a second working angle of attack threshold. Specifically, the first working angle of attack threshold is a preset stall warning working angle of attack, and the second working angle of attack threshold is a preset stall push rod working angle of attack.

[0071] The plurality of angle of attack detectors are used to respectively collect local angle of attack signals at different positions of the aircraft.

[0072] Each of the stall controllers is further used to obtain the current lateral acceleration of the aircraft, and correct the local angle of attack signal associated with the stall controller based on the current lateral acceleration to obtain a corresponding first target angle of attack, and determine whether the first target angle of attack is greater than the first working angle of attack threshold, and send a stall warning signal to the stall warning indicator when the first target angle of attack is greater than the first working angle of attack threshold.

[0073] The stall warning indicator performs a stall warning operation after receiving the stall warning signal sent from any one of the stall controllers.

[0074] Wherein, each of the stall controllers is further used to determine a second target angle of attack based on the plurality of first target angles of attack respectively determined by the plurality of stall controllers and determine whether the second target angle of attack is greater than the second working angle of attack threshold when the stall warning operation has been triggered, and send a stall push rod signal to the push rod actuator when the second target angle of attack is greater than the second working angle of attack threshold.

[0075] The push rod actuator performs a stall push rod operation only after receiving all the stall push rod signals sent by the stall controllers. Specifically, the push rod actuator is used to control the elevator servo motor to drive the control column forward to make the aircraft nose down. The stall controllers on the left and right sides jointly drive a set of push rod actuators.

[0076] When using the stall protection system for an aircraft provided by the embodiments of the present invention to perform stall warning judgment, the logical operations on the left and right sides are independent, and the data on their respective independent sides are used for operation. In case of a failure on either side, the data on the other side can be used as a backup, ensuring the reliability of the system. When performing the judgment of the stall push rod operation, when using the second target angle of attack obtained on the left and right sides as features, the logical operations on the left and right sides are independent, and after the stall warning condition is triggered, each side needs to be able to issue a push rod command respectively, and after the stall controllers on the left and right sides issue the push rod commands simultaneously, the push rod of the push rod actuator can be triggered, ensuring the safety of the push rod actuation.

[0077] It should be understood that the above set of working angle of attack thresholds should be determined according to the aircraft wing configuration and the aircraft Mach number. At the same time, under icing flight conditions, the stall protection system provides a stall protection function with a higher safety margin. Under different icing flight conditions, the stall controller (SPC) enters the corresponding icing condition working mode, and the working angle of attack is set to different values and there are corresponding working indications, such as EICAS (Engine Indication And Crew Alerting System) information, indicator lights. The entry and exit of different icing condition working modes should be based on flight safety to formulate corresponding criteria for entering / exit of the icing mode.

[0078] Specifically, in the embodiments of the present invention, multiple angle of attack sensors installed at different positions of the aircraft are used as angle of attack detectors, the stall controller (SPC) is used as the core computing device, and the autopilot servo mechanism is used as the push rod actuator. The power system, landing gear system, air data system, standby instrument system, ice detection system, heading and attitude system, flap / slat control system, and avionics system provide relevant inputs for the stall controller (SPC).

[0079] Each side of the stall controller needs to receive information from multiple data sources, including receiving information from the stall controller on the opposite side of its own. When a stall controller on one side detects incorrect input information from a certain data source, it tries to use the next best data source or defaults to a conservative working logic. If the loss of the data source is irreversible or triggers a default safety event, the stall controller on that side will report the corresponding failure event.

[0080] Exemplarily, such as Figure 2As shown, in the embodiment of the present invention, two stall controllers on the left and right sides are used to independently calculate the stall warning operation logic. The stall controller on each side should filter the local angle of attack measured by the angle of attack detector and use the lateral acceleration to correct the local angle of attack. For the stall controller on either side, when it uses the local angle of attack corrected based on the lateral acceleration as the first target angle of attack, and when it is judged that the first target angle of attack reaches the first working angle of attack threshold (the preset stall warning working angle of attack), the stall controller on this side should send a stall warning signal to the stall warning indicator and drive the stick shakers on both sides to perform stick shaking.

[0081] Exemplarily, in an embodiment of the present invention, the stall warning indicator includes a stall warning stick shaker, which is used to simulate buffeting and provide a tactile warning to the pilot. At the same time, the PFD (Pilot Flight Display) screen on the corresponding side displays a warning message of "STALL", and a voice warning of "STALL" appears. In addition, the stall warning signal sent by the stall controller on either side can simultaneously drive the stick shakers on both sides to perform stick shaking.

[0082] After the stall controller (SPC) on this side sends out a stall warning signal, when the local angle of attack is corrected based on the lateral acceleration to obtain a first target angle of attack, and when it is judged that the first target angle of attack associated with the stall controller is lower than the first working angle of attack threshold, the stall warning signal on this side is cancelled; after the stall controllers (SPC) on the left and right sides both send out stall warning signals, when the local angles of attack on the left and right sides are corrected based on the lateral acceleration to obtain the first target angles of attack corresponding to the left and right sides, and when it is judged that multiple first target angles of attack associated with the stall controllers on the left and right sides are lower than the first working angle of attack threshold, the stall warning signals on the left and right sides are cancelled.

[0083] Before the stall warning signal is triggered, if the autopilot and autothrottle functions are turned on, the action of triggering the stall warning will automatically disconnect the autopilot and autothrottle to prevent the autopilot from interfering with the pilot's operation.

[0084] Further, the working angle of attack threshold set also includes a third working angle of attack threshold, wherein the first working angle of attack threshold is less than the third working angle of attack threshold, and the third working angle of attack threshold is less than the second working angle of attack threshold. Specifically, the third working angle of attack threshold is a preset automatic ignition working angle of attack.

[0085] Further, the stall protection system further includes an engine; each stall controller is further configured to convert the local angle of attack signal associated with the stall controller to obtain a corresponding fuselage angle of attack, determine whether the fuselage angle of attack is greater than the third operating angle of attack threshold, and send an automatic ignition signal to the engine when the fuselage angle of attack is greater than the third operating angle of attack threshold.

[0086] It should be noted that in the embodiment of the present invention, the automatic ignition function logic is independently calculated by a single-sided stall controller. For any side stall controller, when the fuselage angle of attack value thereof reaches the preset automatic ignition operating angle of attack, the side stall controller will send an automatic ignition signal and trigger the engine to continuously ignite. After the engine obtains the anti-stall automatic ignition command, it performs thrust compensation, the flight vehicle speed increases, the third operating angle of attack threshold is increased, and the stall state is exited.

[0087] Further, each stall controller is further configured to, when it can determine that the first target angle of attack output by the angle of attack sensor on its opposite side is available, average the first target angle of attack on its own side and the first target angle of attack on its opposite side to determine the second target angle of attack; that is, calculate the average local angle of attack on the left and right sides to determine the second target angle of attack; each stall controller is further configured to, when it cannot determine that the first target angle of attack output by the angle of attack sensor on its opposite side is available, or when each stall controller determines that the first target angle of attack output by the angle of attack sensor on its opposite side is unavailable, use the first target angle of attack on its own side as the second target angle of attack.

[0088] When the stall push rod signals are sent by both the left and right side stall controllers, the stall protection system drives the push rod actuator to push forward the control column. Both the left and right side stall controllers need to send the stall push rod signal after triggering the stall warning signal to trigger the push rod actuator to perform the push rod operation. Pressing the AP DISC switch on the control wheel can disconnect the push rod actuator. By turning the A / P-A / T DISC switch on the FCP to the OFF position, the function of the push rod actuator can also be absolutely disconnected to ensure that the push rod actuator does not interfere with the pilot's operation. Turning the A / P-A / T DISC switch on the FCP to the ON position can reconnect the function of the push rod actuator. When the push rod actuator is working, the function of the push rod actuator has priority over the autopilot and AP SYNC. The stick shaker function remains working during the push rod to remind the pilot of the stall state of the aircraft.

[0089] In addition, the present invention further provides a storage medium, in which multiple instructions are stored, and the instructions are suitable for being loaded by a processor to execute any one of the foregoing stall protection methods for a flight vehicle.

[0090] The present invention also provides an aircraft, which includes any one of the stall protection systems for aircraft described above.

[0091] In summary, although the present invention has been disclosed above in preferred embodiments, the above preferred embodiments are not intended to limit the present invention. Those of ordinary skill in the art can make various modifications and refinements without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the scope defined by the claims.

Claims

1. A stall protection method for an aircraft, characterized in that, The method includes: Obtaining the current configuration information and flight information of the aircraft, and determining a set of working angle of attack thresholds associated with the stall of the aircraft according to the current configuration information and the flight information, wherein the set of working angle of attack thresholds includes at least a first working angle of attack threshold and a second working angle of attack threshold; The stall controllers respectively arranged on the left and right sides of the aircraft obtain a plurality of local angle of attack signals collected by a plurality of angle of attack detectors installed at different positions of the aircraft and the current lateral acceleration of the aircraft, and respectively correct the plurality of local angle of attack signals based on the current lateral acceleration to obtain corresponding first target angles of attack; The stall controllers respectively arranged on the left and right sides of the aircraft independently determine whether the plurality of first target angles of attack are greater than the first working angle of attack threshold, and trigger a stall warning operation when at least one of the plurality of first target angles of attack is greater than the first working angle of attack threshold; and After triggering the stall warning operation, the stall controllers respectively arranged on the left and right sides of the aircraft determine a plurality of second target angles of attack based on the plurality of first target angles of attack and independently determine whether the plurality of second target angles of attack are greater than the second working angle of attack threshold, and trigger a stall push rod operation when the plurality of second target angles of attack are all greater than the second working angle of attack threshold; The method for determining a plurality of second target angles of attack based on the plurality of first target angles of attack after triggering the stall warning operation includes: When it can be determined that the first target angle of attack output by its opposite side is available, the first target angle of attack on this side and the first target angle of attack on its opposite side are averaged to determine the second target angle of attack; When it cannot be determined whether the first target angle of attack output by its opposite side is available, or when it is determined that the first target angle of attack output by its opposite side is unavailable, the first target angle of attack on this side is used as the second target angle of attack; Under different icing flight conditions, the stall controller enters the corresponding icing condition working mode, the working angle of attack is set to different values and there are corresponding working indications, and the entry and exit of the different icing condition working modes are based on flight safety to formulate corresponding icing mode entry / exit criteria.

2. The stall protection method for an aircraft according to claim 1, wherein The set of working angle of attack thresholds further includes a third working angle of attack threshold, wherein the first working angle of attack threshold is less than the third working angle of attack threshold, and the third working angle of attack threshold is less than the second working angle of attack threshold.

3. The stall protection method for an aircraft according to claim 2, characterized in that After triggering the stall warning operation and before triggering the stall push rod operation, the method further includes: Converting the plurality of local angle of attack signals collected by the plurality of angle of attack detectors into corresponding plurality of fuselage angles of attack in a one-to-one correspondence; Respectively determining whether the plurality of fuselage angles of attack are greater than the third working angle of attack threshold, and triggering an automatic ignition operation when at least one of the plurality of fuselage angles of attack is greater than the third working angle of attack threshold.

4. The stall protection method for an aircraft according to claim 1, characterized in that, When obtaining the current configuration information and flight information of the aircraft, the method includes: Prioritize obtaining and using the independent signal on the corresponding side as the first-priority signal; In the case where the first-priority signal fails, use the backup data source signal or use the default conservative state data; and When the effective data source signal on the corresponding side cannot be obtained, trigger the stall protection system to give an alarm or enter the safe mode.

5. The stall protection method for an aircraft according to claim 1, characterized in that After triggering the stall warning operation, the method further includes: Respectively determine whether the multiple first target angles of attack are less than the first working angle-of-attack threshold, and cancel the stall warning operation when all the first target angles of attack among the multiple first target angles of attack are less than the first working angle-of-attack threshold.

6. The stall protection method for an aircraft according to claim 1, characterized in that After triggering the stall push-rod operation, the method further includes: Respectively determine whether the multiple second target angles of attack are less than the second working angle-of-attack threshold, and cancel the stall push-rod operation when at least one of the multiple second target angles of attack is less than the second working angle-of-attack threshold.

7. The stall protection method for an aircraft according to claim 3, wherein, After triggering the automatic ignition operation, the method further includes: Respectively determine whether the multiple fuselage angles of attack are less than the third working angle-of-attack threshold, and cancel the automatic ignition operation when all the fuselage angles of attack among the multiple fuselage angles of attack are less than the third working angle-of-attack threshold.

8. The stall protection method for an aircraft according to claim 1, characterized in that, The current configuration information and flight information of the aircraft include: the wing configuration of the aircraft, Mach number, icing weather, and flight control fault information.

9. A stall protection system for an aircraft, characterized in that, The system includes multiple stall controllers, multiple angle-of-attack detectors installed at different positions of the aircraft, a stall warning indicator, and a push-rod actuator. Each stall controller is used to obtain the current configuration information and flight information of the aircraft, and determine a set of working angle-of-attack thresholds associated with the stall of the aircraft according to the current configuration information and the flight information, where the set of working angle-of-attack thresholds includes at least a first working angle-of-attack threshold and a second working angle-of-attack threshold; The multiple angle-of-attack detectors are used to respectively collect local angle-of-attack signals at different positions of the aircraft; Each stall controller is further used to obtain the current lateral acceleration of the aircraft, and correct the local angle-of-attack signal associated with the stall controller based on the current lateral acceleration to obtain the corresponding first target angle of attack, and independently determine whether the first target angle of attack is greater than the first working angle-of-attack threshold, and send a stall warning signal to the stall warning indicator when the first target angle of attack is greater than the first working angle-of-attack threshold; The stall warning indicator performs a stall warning operation after receiving the stall warning signal sent by any one of the stall controllers; Wherein, each stall controller is further used to, when the stall warning operation has been triggered, determine a second target angle of attack based on the multiple first target angles of attack respectively determined by the multiple stall controllers and independently determine whether the second target angle of attack is greater than the second working angle-of-attack threshold, and send a stall push-rod signal to the push-rod actuator when the second target angle of attack is greater than the second working angle-of-attack threshold; Each of the stall controllers is further configured to, when it can determine that the first target angle of attack output by the angle of attack sensor on its opposite side is available, average the first target angle of attack on its own side and the first target angle of attack on its opposite side to determine the second target angle of attack; Each of the stall controllers is further configured to, when it cannot determine that the first target angle of attack output by the angle of attack sensor on its opposite side is available, or when each of the stall controllers determines that the first target angle of attack output by the angle of attack sensor on its opposite side is unavailable, use the first target angle of attack on its own side as the second target angle of attack; The pusher actuator performs a stall pushing operation only after receiving all the stall pushing signals sent by the stall controllers; Under different icing flight conditions, the stall controllers enter corresponding icing condition working modes, the working angle of attack is set to different values and there are corresponding working indications. The entry and exit of different icing condition working modes are based on flight safety to formulate corresponding icing mode entry / exit criteria.

10. The stall protection system for an aircraft according to claim 9, wherein The set of working angle of attack thresholds further includes a third working angle of attack threshold, wherein the first working angle of attack threshold is less than the third working angle of attack threshold, and the third working angle of attack threshold is less than the second working angle of attack threshold.

11. The stall protection system for an aircraft according to claim 10, characterized in that, The system further includes an engine; Each of the stall controllers is further configured to convert the local angle of attack signal associated with the stall controller to obtain the corresponding fuselage angle of attack, determine whether the fuselage angle of attack is greater than the third working angle of attack threshold, and send an automatic ignition signal to the engine when the fuselage angle of attack is greater than the third working angle of attack threshold.

12. A storage medium, characterized in that, Multiple instructions are stored in the storage medium, and the instructions are adapted to be loaded by a processor to execute the stall protection method for an aircraft according to any one of claims 1 to 8.

13. An aircraft, characterized in that, Including the stall protection system for an aircraft according to any one of claims 9 to 11.

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