Aircraft automatic throttle thrust control method and device

Abstract

The present application belongs to the field of flight control technology, and particularly relates to an automatic throttle thrust control method and device for an aircraft. The method comprises step S1, obtaining the difference between the target throttle lever angle and the current throttle lever angle; step S2, performing one-dimensional interpolation in an interpolation table based on the difference to obtain a proportional gain, wherein the interpolation table records the upper and lower limits of the difference and the upper and lower limits of the proportional gain corresponding thereto, and when the input difference exceeds the upper and lower limits of the difference in the interpolation table, the upper and lower limits of the proportional gain corresponding to the interpolation table are used as the proportional gain for calculating the output; step S3, calculating the throttle lever movement rate based on the proportional gain and the difference; step S4, limiting the throttle lever movement rate to obtain a throttle lever thrust control instruction. The present application can realize rapid and overshoot-free movement from any initial throttle lever position to any target throttle lever position, and meet the aircraft's time requirements for takeoff or go-around thrust.

Description

Technical Field

[0001] The present application belongs to the field of flight control technology, and in particular relates to an aircraft automatic throttle thrust control method and device. Background Art

[0002] The thrust control mode of the automatic throttle is used in the aircraft takeoff, go-around, climb, and descent stages. The thrust control mode drives the throttle lever from the current position to the target throttle lever position. For aircraft with reduced thrust takeoff, the target throttle lever and initial throttle lever positions for takeoff, go-around, and climb are not fixed. Therefore, how to design an automatic throttle thrust control algorithm that covers takeoff, go-around, climb, descent, thrust reduction, and other flight requirements under the dual constraints of meeting the requirements for the aircraft's takeoff and go-around thrust response time and having no overshoot of the throttle lever is an urgent problem to be solved at this stage. Summary of the invention

[0003] In order to solve at least one of the above-mentioned technical problems, the present application designs an aircraft automatic throttle thrust control method and device to realize automatic thrust control of the aircraft during takeoff, go-around, climb and descent, the thrust response meets the time requirements, and the throttle lever angle will not overshoot.

[0004] The first aspect of the present application provides an aircraft automatic throttle thrust control method, which mainly includes:

[0005] Step S1, obtaining the difference between the target throttle lever angle and the current throttle lever angle;

[0006] Step S2, performing one-dimensional interpolation in an interpolation table based on the difference to obtain a proportional gain, wherein the interpolation table records the upper and lower limits of the difference and the upper and lower limits of the proportional gain corresponding thereto, and when the input difference exceeds the upper and lower limits of the difference in the interpolation table, the upper and lower limits of the proportional gain corresponding to the interpolation table are used as the proportional gain of the calculated output;

[0007] Step S3, calculating the throttle lever movement rate based on the proportional gain and the difference;

[0008] Step S4: limiting the throttle lever movement rate to obtain a throttle lever thrust control instruction.

[0009] Preferably, the upper and lower limits of the difference in the interpolation table are 3° to 5°, and the upper and lower limits of the proportional gain are 0.3 to 0.4.

[0010] Preferably, step S4 further comprises:

[0011] Step S41, obtaining the current state of the aircraft, wherein the current state of the aircraft at least includes take-off, go-around, climb, and descent;

[0012] Step S42, determining the upper and lower limits of the limiting process according to the current state of the aircraft; when the current state of the aircraft is take-off or go-around, the upper limit of the limiting process is taken from any value between 12° and 13°, and the lower limit of the limiting process is taken from any value between -12° and -13°; when the current state of the aircraft is climbing or descending, the upper limit of the limiting process is taken from any value between 5° and 6°, and the lower limit of the limiting process is taken from any value between -5° and -6°.

[0013] Preferably, in step S4, when the throttle lever movement rate is greater than the upper limit of the limiting process, the throttle lever thrust control command is determined based on the upper limit of the limiting process; conversely, when the throttle lever movement rate is less than the lower limit of the limiting process, the throttle lever thrust control command is determined based on the lower limit of the limiting process.

[0014] The second aspect of the present application provides an aircraft automatic throttle thrust control device, which mainly includes:

[0015] A difference calculation module is used to obtain the difference between the target throttle lever angle and the current throttle lever angle;

[0016] A proportional gain interpolation module, used to perform one-dimensional interpolation in an interpolation table based on the difference to obtain a proportional gain, wherein the interpolation table records the upper and lower limits of the difference and the upper and lower limits of the proportional gain corresponding thereto, and when the input difference exceeds the upper and lower limits of the difference in the interpolation table, the corresponding upper and lower limits of the proportional gain in the interpolation table are used as the proportional gain of the calculated output;

[0017] A movement rate calculation module, used for calculating the movement rate of the throttle lever based on the proportional gain and the difference;

[0018] The thrust control command determination module is used to limit the throttle lever movement rate to obtain the throttle lever thrust control command.

[0019] Preferably, the upper and lower limits of the difference in the interpolation table are 3° to 5°, and the upper and lower limits of the proportional gain are 0.3 to 0.4.

[0020] Preferably, the thrust control instruction determination module further comprises:

[0021] An aircraft current state acquisition unit, used to obtain the current state of the aircraft, wherein the current state of the aircraft at least includes take-off, go-around, climb, and descent;

[0022] The limiting parameter determination unit is used to determine the upper and lower limits of the limiting processing according to the current state of the aircraft. When the current state of the aircraft is take-off or go-around, the upper limit of the limiting processing is taken from any value between 12° and 13°, and the lower limit of the limiting processing is taken from any value between -12° and -13°. When the current state of the aircraft is climbing or descending, the upper limit of the limiting processing is taken from any value between 5° and 6°, and the lower limit of the limiting processing is taken from any value between -5° and -6°.

[0023] Preferably, the thrust control instruction determination module includes a limiter, and the limiter is configured to determine the throttle lever thrust control instruction based on the upper limit of the limiting process when the throttle lever movement rate is greater than the upper limit of the limiting process, and conversely, determine the throttle lever thrust control instruction based on the lower limit of the limiting process when the throttle lever movement rate is less than the lower limit of the limiting process.

[0024] The present application can achieve rapid and overshoot-free movement from any initial throttle lever position to any target throttle lever position, meeting the aircraft's time requirements for takeoff / go-around thrust. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a flow chart of an implementation of the automatic throttle thrust control method for an aircraft of the present application. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the implementation of this application will be described in more detail in combination with the drawings in the implementation of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and cannot be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in combination with the drawings.

[0027] The first aspect of the present application provides an aircraft automatic throttle thrust control method, which mainly includes:

[0028] Step S1, obtaining the difference between the target throttle lever angle and the current throttle lever angle;

[0029] Step S2, performing one-dimensional interpolation in an interpolation table based on the difference to obtain a proportional gain, wherein the interpolation table records the upper and lower limits of the difference and the upper and lower limits of the proportional gain corresponding thereto, and when the input difference exceeds the upper and lower limits of the difference in the interpolation table, the upper and lower limits of the proportional gain corresponding to the interpolation table are used as the proportional gain of the calculated output;

[0030] Step S3, calculating the throttle lever movement rate based on the proportional gain and the difference;

[0031] Step S4: limiting the throttle lever movement rate to obtain a throttle lever thrust control instruction.

[0032] refer to Figure 1 In step S1, the target throttle lever angle TLA_C is firstly subtracted from the current throttle lever angle TLA to obtain the throttle lever angle difference D_TLA as the main control signal:

[0033] D_TLA=TLA_C-TLA.

[0034] Afterwards, in step S2, after taking the absolute value |u| according to the throttle lever angle difference D_TLA, a one-dimensional interpolation calculation is performed in the interpolation table to obtain the proportional gain Ktla. It should be noted here that the one-dimensional interpolation calculation means that both the input and the output are single parameters. Here, the input is the throttle lever angle difference, and the output is the proportional gain. The interpolation table usually gives the upper and lower limits of the throttle lever angle difference, and also gives the upper and lower limits of the proportional gain. If the input throttle lever angle difference is between the upper and lower limits of the throttle lever angle difference in the interpolation table, the corresponding proportional gain can be interpolated between the upper and lower limits of the proportional gain according to the proportion. If the input throttle lever angle difference exceeds the upper limit of the throttle lever angle difference in the interpolation table, the output proportional gain can directly use the upper limit of the proportional gain in the interpolation table. Correspondingly, if the input throttle lever angle difference exceeds the lower limit of the throttle lever angle difference in the interpolation table, the output proportional gain can directly use the lower limit of the proportional gain in the interpolation table.

[0035] Then, in step S3, the throttle lever angle difference D_TLA is multiplied by the gain Ktla to obtain the throttle lever movement rate v_tla:

[0036] v_tla=D_TLA*Ktla.

[0037] Finally, in step S4, the throttle lever movement rate v_tla is passed through a limiter to obtain a throttle lever thrust control command v_tla_c. Figure 1 In the example, tla_rate_u is the upper limit of the limiter, and tla_rate_d is the lower limit of the limiter.

[0038] In some optional implementations, the upper and lower limits of the difference in the interpolation table are 3° to 5°, and the upper and lower limits of the proportional gain are 0.3 to 0.4. That is, when the input difference is less than 3°, the output proportional gain is 0.3, when the input difference is greater than 5°, the output proportional gain is 0.4, and when the input difference is between 3° and 5°, the proportional gain upper and lower limits of 0.3 to 0.4 are interpolated proportionally. For example, if the input difference is 4°, the proportional gain output proportionally is 0.35.

[0039] In some optional implementations, step S4 further includes:

[0040] Step S41, obtaining the current state of the aircraft, wherein the current state of the aircraft at least includes take-off, go-around, climb, and descent;

[0041] Step S42, determining the upper and lower limits of the limiting process according to the current state of the aircraft; when the current state of the aircraft is take-off or go-around, the upper limit of the limiting process is taken from any value between 12° and 13°, and the lower limit of the limiting process is taken from any value between -12° and -13°; when the current state of the aircraft is climbing or descending, the upper limit of the limiting process is taken from any value between 5° and 6°, and the lower limit of the limiting process is taken from any value between -5° and -6°.

[0042] In some optional embodiments, in step S4, when the throttle lever movement rate is greater than the upper limit of the limiting process, the throttle lever thrust control command is determined based on the upper limit of the limiting process; conversely, when the throttle lever movement rate is less than the lower limit of the limiting process, the throttle lever thrust control command is determined based on the lower limit of the limiting process.

[0043] This application uses the difference between the target throttle lever angle and the current throttle lever angle as the main control signal, adopts a proportional algorithm with one-dimensional interpolation parameter adjustment, and achieves fast, non-overshoot automatic throttle thrust control through the throttle lever movement rate limit design, which has the advantages of simple algorithm structure and reliable engineering use. Moreover, the algorithm can achieve fast, non-overshoot movement from any initial throttle lever position to any target throttle lever position, meeting the aircraft's time requirements for takeoff / go-around thrust.

[0044] The second aspect of the present application provides an aircraft automatic throttle thrust control device corresponding to the above method, mainly comprising:

[0045] A difference calculation module is used to obtain the difference between the target throttle lever angle and the current throttle lever angle;

[0046] A proportional gain interpolation module, used to perform one-dimensional interpolation in an interpolation table based on the difference to obtain a proportional gain, wherein the interpolation table records the upper and lower limits of the difference and the upper and lower limits of the proportional gain corresponding thereto, and when the input difference exceeds the upper and lower limits of the difference in the interpolation table, the corresponding upper and lower limits of the proportional gain in the interpolation table are used as the proportional gain of the calculated output;

[0047] A movement rate calculation module, used for calculating the movement rate of the throttle lever based on the proportional gain and the difference;

[0048] The thrust control command determination module is used to limit the throttle lever movement rate to obtain the throttle lever thrust control command.

[0049] In some optional implementations, the upper and lower limits of the difference in the interpolation table are 3° to 5°, and the upper and lower limits of the proportional gain are 0.3 to 0.4.

[0050] In some optional implementations, the thrust control instruction determination module further includes:

[0051] An aircraft current state acquisition unit, used to obtain the current state of the aircraft, wherein the current state of the aircraft at least includes take-off, go-around, climb, and descent;

[0052] The limiting parameter determination unit is used to determine the upper and lower limits of the limiting processing according to the current state of the aircraft. When the current state of the aircraft is take-off or go-around, the upper limit of the limiting processing is taken from any value between 12° and 13°, and the lower limit of the limiting processing is taken from any value between -12° and -13°. When the current state of the aircraft is climbing or descending, the upper limit of the limiting processing is taken from any value between 5° and 6°, and the lower limit of the limiting processing is taken from any value between -5° and -6°.

[0053] In some optional embodiments, the thrust control instruction determination module includes a limiter, and the limiter is configured to determine the throttle lever thrust control instruction based on the upper limit of the limiting process when the throttle lever movement rate is greater than the upper limit of the limiting process; conversely, when the throttle lever movement rate is less than the lower limit of the limiting process, determine the throttle lever thrust control instruction based on the lower limit of the limiting process.

[0054] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. An aircraft automatic throttle thrust control method, It is characterized in that include: Step S1, obtaining the difference between the target throttle lever angle and the current throttle lever angle; Step S2, performing one-dimensional interpolation calculation in an interpolation table based on the difference to obtain a proportional gain, wherein the interpolation table records the upper and lower limits of the difference and the upper and lower limits of the proportional gain corresponding thereto, and when the input difference exceeds the upper and lower limits of the difference in the interpolation table, the upper and lower limits of the proportional gain corresponding to the interpolation table are used as the proportional gain of the calculated output; Step S3, calculating the throttle lever movement rate based on the proportional gain and the difference; Step S4: limiting the throttle lever movement rate to obtain a throttle lever thrust control instruction.

2. The aircraft automatic throttle thrust control method according to claim 1, It is characterized in that The upper and lower limits of the difference in the interpolation table are 3°~5°, and the upper and lower limits of the proportional gain are 0.3~0.

4.

3. The aircraft automatic throttle thrust control method according to claim 1, It is characterized in that Step S4 further comprises: Step S41, obtaining the current state of the aircraft, wherein the current state of the aircraft at least includes take-off, go-around, climb, and descent; Step S42, determining the upper and lower limits of the limiting process according to the current state of the aircraft; when the current state of the aircraft is take-off or go-around, the upper limit of the limiting process is taken from any value between 12° and 13°, and the lower limit of the limiting process is taken from any value between -12° and -13°; when the current state of the aircraft is climbing or descending, the upper limit of the limiting process is taken from any value between 5° and 6°, and the lower limit of the limiting process is taken from any value between -5° and -6°.

4. The aircraft automatic throttle thrust control method according to claim 1, It is characterized in that In step S4, when the throttle lever movement rate is greater than the upper limit of the clipping process, the throttle lever thrust control command is determined based on the upper limit of the clipping process; conversely, when the throttle lever movement rate is less than the lower limit of the clipping process, the throttle lever thrust control command is determined based on the lower limit of the clipping process.

5. An aircraft automatic throttle thrust control device, It is characterized in that include: A difference calculation module is used to obtain the difference between the target throttle lever angle and the current throttle lever angle; A proportional gain interpolation module, used to perform one-dimensional interpolation calculation in an interpolation table based on the difference to obtain a proportional gain, wherein the interpolation table records the upper and lower limits of the difference and the upper and lower limits of the proportional gain corresponding thereto, and when the input difference exceeds the upper and lower limits of the difference in the interpolation table, the corresponding upper and lower limits of the proportional gain in the interpolation table are used as the proportional gain of the calculated output; A movement rate calculation module, used for calculating the movement rate of the throttle lever based on the proportional gain and the difference; The thrust control command determination module is used to limit the throttle lever movement rate to obtain the throttle lever thrust control command.

6. The aircraft automatic throttle thrust control device according to claim 5, It is characterized in that The upper and lower limits of the difference in the interpolation table are 3°~5°, and the upper and lower limits of the proportional gain are 0.3~0.

4.

7. The aircraft automatic throttle thrust control device according to claim 5, It is characterized in that The thrust control command determination module further comprises: An aircraft current state acquisition unit, used to obtain the current state of the aircraft, wherein the current state of the aircraft at least includes take-off, go-around, climb, and descent; The limiting parameter determination unit is used to determine the upper and lower limits of the limiting processing according to the current state of the aircraft. When the current state of the aircraft is take-off or go-around, the upper limit of the limiting processing is taken from any value between 12° and 13°, and the lower limit of the limiting processing is taken from any value between -12° and -13°. When the current state of the aircraft is climbing or descending, the upper limit of the limiting processing is taken from any value between 5° and 6°, and the lower limit of the limiting processing is taken from any value between -5° and -6°.

8. The aircraft automatic throttle thrust control device according to claim 5, It is characterized in that The thrust control command determination module includes a limiter, and the limiter is configured to determine the throttle lever thrust control command based on an upper limit of the limiting process when the throttle lever movement rate is greater than an upper limit of the limiting process, and conversely, determine the throttle lever thrust control command based on the lower limit of the limiting process when the throttle lever movement rate is less than a lower limit of the limiting process.

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