A flap automatic control method and device

Abstract

The present application belongs to the field of flight control technology, and particularly relates to a flap automatic control method and device. The method includes step S1, associating flap movement with the flight phase of the aircraft, when the aircraft slides out, the flaps are released to the take-off configuration, when the aircraft climbs, the flaps maintain the take-off configuration, when the aircraft enters the cruising phase, the flaps are retracted to the cruising configuration, when the aircraft lands, the flaps are released to the landing configuration, and when the aircraft returns to the parking position, the flaps are retracted to the cruise configuration; step S2, identifying all signals that can participate in the automatic control of the flaps, including signals that reflect the ground status of the aircraft, signals that reflect the flight speed of the aircraft, signals that reflect the pilot's operating intentions, and signals that reflect the engine switch status; step S3, controlling the flaps to switch configurations according to each signal. The present application obtains the movement rules of the flaps by fully identifying the changes in all signals, realizes the automatic control of the flaps, and can effectively reduce the pilot's control burden on the flap movement.

Description

Technical Field

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

[0002] As an important control surface of large aircraft, flaps are designed to provide lift for the aircraft during takeoff and landing. For most domestic and foreign aircraft, the general control method of flaps is: the pilot controls the flap retraction and extension movement through the cockpit flap manual control device according to demand. During this process, the pilot needs to pay attention to the current airspeed at all times to avoid the occurrence of overspeed flaps or insufficient lift caused by the flaps not being released in time due to the speed reduction. Manual retraction and extension operation significantly increases the burden on the pilot. Therefore, it is necessary to propose a flap automatic control method to automatically control the flap retraction and extension, effectively reducing the pilot's operating burden. Summary of the invention

[0003] In order to solve at least one of the above-mentioned technical problems, the present application designs a flap automatic control method and device. By designing the flap automatic control method, the flap control is freed from the traditional manual handle control, the onboard equipment is reduced, the pilot's operating burden is reduced, and at the same time the intelligent design concept of the flight control system is promoted.

[0004] The first aspect of the present application provides a flap automatic control method, which mainly includes:

[0005] Step S1, associating flap movement with aircraft flight phases, including extending the flaps to the take-off configuration when the aircraft slides out, maintaining the flaps in the take-off configuration when the aircraft climbs, retracting the flaps to the cruise configuration when the aircraft enters the cruise phase, extending the flaps to the landing configuration when the aircraft lands, and retracting the flaps to the cruise configuration when the aircraft returns to the parking position;

[0006] Step S2, identifying all signals that can participate in flap automation control, including signals reflecting the aircraft's air-to-ground status, signals reflecting the aircraft's flight speed, signals reflecting the pilot's operating intentions, and signals reflecting the engine switch status;

[0007] Step S3: Control the flaps to switch configurations according to various signals.

[0008] Preferably, the signal reflecting the air-to-ground status of the aircraft includes a wheel load signal, the signal reflecting the aircraft's flight speed is an airspeed signal, the signal reflecting the pilot's operating intention is a throttle lever angle signal, and the signal reflecting the engine switch status is an engine speed.

[0009] Preferably, controlling the flaps to switch configurations according to the respective signals comprises:

[0010] After the system is powered on, the flaps are in the cruise configuration by default;

[0011] If the wheel load is valid and the throttle lever angle is greater than TBD1 and the airspeed is less than V1, the flaps are automatically extended to the takeoff configuration, where TBD1 is the throttle lever angle corresponding to when the pilot pushes the throttle lever to start the aircraft taxiing, and V1 is the aircraft decision speed;

[0012] If the wheel load is valid and the throttle lever angle is less than TBD1 and the airspeed is less than V1, the engine speed is further obtained. If the engine speed is greater than or equal to n1, the flaps are controlled to maintain the current configuration. If the engine speed is less than n1, the flaps are controlled to be retracted to the cruise configuration, where n1 is the critical value for starting or shutting down the engine.

[0013] If the wheel load is valid and the airspeed is greater than V1, the flaps are controlled to maintain the current configuration;

[0014] If the wheel load is empty and the airspeed is less than V1, a fault is indicated and the flaps are manually controlled;

[0015] If the wheel load is empty and the airspeed is between V1 and V2, the throttle lever angle is further obtained. If the throttle lever angle is less than TBD2, the flaps are controlled to be put in the landing configuration. If the throttle lever angle is greater than TBD2, the flaps are controlled to maintain the takeoff configuration or move from other configurations to the takeoff configuration. V2 is the speed corresponding to the flaps being retracted to the takeoff configuration in the air. TBD2 is the throttle lever position used to indicate the aircraft's go-around climb, and its value is greater than TBD1.

[0016] If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be further judged. If the airspeed is greater than V2 and less than V3, the flaps are controlled to maintain the takeoff configuration or move from the current configuration to the takeoff configuration; if the airspeed is greater than V3, the flaps are controlled to be retracted to the cruise configuration, where V3 is the speed corresponding to the flaps being retracted to the cruise configuration in the air.

[0017] The second aspect of the present application provides a flap automatic control device, which mainly includes:

[0018] The flap configuration setting module is used to associate the flap movement with the aircraft flight phase, including when the aircraft slides out, the flaps are extended to the takeoff configuration, when the aircraft climbs, the flaps are kept in the takeoff configuration, when the aircraft enters the cruise phase, the flaps are retracted to the cruise configuration, when the aircraft lands, the flaps are extended to the landing configuration, and when the aircraft returns to the parking position, the flaps are retracted to the cruise configuration;

[0019] A signal recognition module is used to recognize all signals that can participate in flap automation control, including signals that reflect the aircraft's air-to-ground status, signals that reflect the aircraft's flight speed, signals that reflect the pilot's operating intentions, and signals that reflect the engine switch status;

[0020] The flap switching module is used to control the flaps to switch configurations according to various signals.

[0021] Preferably, the signal reflecting the air-to-ground status of the aircraft includes a wheel load signal, the signal reflecting the aircraft's flight speed is an airspeed signal, the signal reflecting the pilot's operating intention is a throttle lever angle signal, and the signal reflecting the engine switch status is an engine speed.

[0022] Preferably, the flap switching module comprises:

[0023] After the system is powered on, the flaps are in the cruise configuration by default;

[0024] If the wheel load is valid and the throttle lever angle is greater than TBD1 and the airspeed is less than V1, the flaps are automatically extended to the takeoff configuration, where TBD1 is the throttle lever angle corresponding to when the pilot pushes the throttle lever to start the aircraft taxiing, and V1 is the aircraft decision speed;

[0025] If the wheel load is valid and the throttle lever angle is less than TBD1 and the airspeed is less than V1, the engine speed is further obtained. If the engine speed is greater than or equal to n1, the flaps are controlled to maintain the current configuration. If the engine speed is less than n1, the flaps are controlled to be retracted to the cruise configuration, where n1 is the critical value for starting or shutting down the engine.

[0026] If the wheel load is valid and the airspeed is greater than V1, the flaps are controlled to maintain the current configuration;

[0027] If the wheel load is empty and the airspeed is less than V1, a fault is indicated and the flaps are manually controlled;

[0028] If the wheel load is empty and the airspeed is between V1 and V2, the throttle lever angle is further obtained. If the throttle lever angle is less than TBD2, the flaps are controlled to be put in the landing configuration. If the throttle lever angle is greater than TBD2, the flaps are controlled to maintain the takeoff configuration or move from other configurations to the takeoff configuration. V2 is the speed corresponding to the flaps being retracted to the takeoff configuration in the air. TBD2 is the throttle lever position used to indicate the aircraft's go-around climb, and its value is greater than TBD1.

[0029] If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be further judged. If the airspeed is greater than V2 and less than V3, the flaps are controlled to maintain the takeoff configuration or move from the current configuration to the takeoff configuration; if the airspeed is greater than V3, the flaps are controlled to be retracted to the cruise configuration, where V3 is the speed corresponding to the flaps being retracted to the cruise configuration in the air.

[0030] This application first extracts all the signals that can participate in the automatic control of flaps, traverses and combines the above signals, and defines the movement rules of the flaps under different combinations. The logic design has high integrity and versatility, and can provide ideas for the design of aircraft flight control systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1It is a flow chart of an implementation of the flap automatic control method of the present application. DETAILED DESCRIPTION

[0032] 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.

[0033] The first aspect of the present application provides a flap automatic control method, such as Figure 1 As shown, it mainly includes:

[0034] Step S1, associating flap movement with aircraft flight phases, including extending the flaps to the take-off configuration when the aircraft slides out, maintaining the flaps in the take-off configuration when the aircraft climbs, retracting the flaps to the cruise configuration when the aircraft enters the cruise phase, extending the flaps to the landing configuration when the aircraft lands, and retracting the flaps to the cruise configuration when the aircraft returns to the parking position;

[0035] Step S2, identifying all signals that can participate in flap automation control, including signals reflecting the aircraft's air-to-ground status, signals reflecting the aircraft's flight speed, signals reflecting the pilot's operating intentions, and signals reflecting the engine switch status;

[0036] Step S3: Control the flaps to switch configurations according to various signals.

[0037] The present application obtains the movement rules of the flaps by completely identifying the changes in all signals, realizes automatic control of the flaps, and can effectively reduce the pilot's control burden on the flap movement.

[0038] In some optional embodiments, the signal reflecting the air-to-ground status of the aircraft includes a wheel load signal, the signal reflecting the aircraft's flight speed is an airspeed signal, the signal reflecting the pilot's operating intention is a throttle lever angle signal, and the signal reflecting the engine switch status is an engine speed.

[0039] In some optional embodiments, controlling the flaps to switch configurations according to the respective signals includes:

[0040] A. After the system is powered on, the flaps are in the cruise configuration by default, that is, the flaps are in the zero-degree position; then the flap movement rules are defined according to the changes in relevant signals.

[0041] B. If the wheel load is valid and the throttle lever angle is greater than TBD1 and the airspeed is less than V1, it indicates that the pilot pushes the throttle lever and the aircraft is ready to taxi. At this time, the flaps are automatically extended to the take-off configuration. TBD1 is given by the designer and is related to the throttle console body. V1 is the aircraft decision speed and is related to the aircraft body.

[0042] C. If the wheel load is valid and the throttle lever angle is less than TBD1 and the airspeed is less than V1, it is necessary to continue to judge the engine speed. If the engine speed is greater than n1 (n1 is a representation value of whether the engine is shut down, which is determined by the engine body), it can be seen that the throttle lever angle is reduced, but the engine is not shut down, so the flaps maintain the current configuration unchanged. The current configuration refers to the previous state when this condition is met; if the engine speed is less than n1, it means that the engine has been shut down, and the flaps are retracted to the cruise configuration.

[0043] D. If the wheel load is valid and the throttle lever angle is greater than TBD1 and the airspeed is greater than V1, it indicates that the aircraft is taking off and taxiing, and the flaps remain in the current configuration. This embodiment is divided into two cases: (1) if the wheel load is valid and the throttle lever angle is greater than TBD1 and the airspeed is greater than V1, it indicates that the aircraft is taking off and taxiing, and the flaps remain in the current configuration; (2) if the wheel load is valid and the throttle lever angle is less than TBD1 and the airspeed is greater than V1, it indicates that the aircraft is landing and taxiing, and the flaps remain in the current configuration.

[0044] E. If the wheel load is empty and the airspeed is less than V1, a fault is prompted and the flaps are manually controlled. This embodiment is divided into two cases: (1) If the wheel load is empty and the throttle lever angle is greater than TBD1 and the airspeed is less than V1, since in actual conditions, when the wheel load is empty, the aircraft airspeed cannot be less than V1, so at this time, the relevant signal or the aircraft has failed, the flap automatic control function is lost, and the pilot is prompted to switch to manual control; (2) If the wheel load is empty and the throttle lever angle is less than TBD1 and the airspeed is less than V1, in actual conditions, the same as Article F, at this time, the aircraft has failed, the flap automatic control function is lost, and the pilot is prompted to switch to manual control.

[0045] F. If the wheel load is empty and the airspeed is between V1 and V2, the throttle lever angle is further obtained. If the throttle lever angle is less than TBD2, it indicates that the aircraft is ready to land, and the flaps are controlled to be put into the landing configuration. If the throttle lever angle is greater than TBD2, it indicates that the aircraft is ready to go around, and the flaps are controlled to maintain the takeoff configuration or move from other configurations to the takeoff configuration, wherein V2 is the speed corresponding to the flaps being retracted to the takeoff configuration in the air, and TBD2 is the throttle lever position used to indicate the aircraft's go-around climb, and its value is greater than TBD1;

[0046] G. If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be further determined. If the airspeed is greater than V2 and less than V3, the flaps are controlled to maintain the takeoff configuration or move from the current configuration to the takeoff configuration. If the airspeed is greater than V3, the flaps are controlled to be retracted to the cruise configuration, where V3 is the speed corresponding to the flaps being retracted to the cruise configuration in the air.

[0047] The second aspect of the present application provides a flap automatic control device corresponding to the above method, mainly comprising:

[0048] The flap configuration setting module is used to associate the flap movement with the aircraft flight phase, including when the aircraft slides out, the flaps are extended to the takeoff configuration, when the aircraft climbs, the flaps are kept in the takeoff configuration, when the aircraft enters the cruise phase, the flaps are retracted to the cruise configuration, when the aircraft lands, the flaps are extended to the landing configuration, and when the aircraft returns to the parking position, the flaps are retracted to the cruise configuration;

[0049] A signal recognition module is used to recognize all signals that can participate in flap automation control, including signals that reflect the aircraft's air-to-ground status, signals that reflect the aircraft's flight speed, signals that reflect the pilot's operating intentions, and signals that reflect the engine switch status;

[0050] The flap switching module is used to control the flaps to switch configurations according to various signals.

[0051] In some optional embodiments, the signal reflecting the air-to-ground status of the aircraft includes a wheel load signal, the signal reflecting the aircraft's flight speed is an airspeed signal, the signal reflecting the pilot's operating intention is a throttle lever angle signal, and the signal reflecting the engine switch status is an engine speed.

[0052] In some optional embodiments, the flap switching module includes:

[0053] After the system is powered on, the flaps are in the cruise configuration by default;

[0054] If the wheel load is valid and the throttle lever angle is greater than TBD1 and the airspeed is less than V1, the flaps are automatically extended to the takeoff configuration, where TBD1 is the throttle lever angle corresponding to when the pilot pushes the throttle lever to start the aircraft taxiing, and V1 is the aircraft decision speed;

[0055] If the wheel load is valid and the throttle lever angle is less than TBD1 and the airspeed is less than V1, the engine speed is further obtained. If the engine speed is greater than or equal to n1, the flaps are controlled to maintain the current configuration. If the engine speed is less than n1, the flaps are controlled to be retracted to the cruise configuration, where n1 is the critical value for starting or shutting down the engine.

[0056] If the wheel load is valid and the airspeed is greater than V1, the flaps are controlled to maintain the current configuration;

[0057] If the wheel load is empty and the airspeed is less than V1, a fault is indicated and the flaps are manually controlled;

[0058] If the wheel load is empty and the airspeed is between V1 and V2, the throttle lever angle is further obtained. If the throttle lever angle is less than TBD2, the flaps are controlled to be put in the landing configuration. If the throttle lever angle is greater than TBD2, the flaps are controlled to maintain the takeoff configuration or move from other configurations to the takeoff configuration. V2 is the speed corresponding to the flaps being retracted to the takeoff configuration in the air. TBD2 is the throttle lever position used to indicate the aircraft's go-around climb, and its value is greater than TBD1.

[0059] If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be further judged. If the airspeed is greater than V2 and less than V3, the flaps are controlled to maintain the takeoff configuration or move from the current configuration to the takeoff configuration; if the airspeed is greater than V3, the flaps are controlled to be retracted to the cruise configuration, where V3 is the speed corresponding to the flaps being retracted to the cruise configuration in the air.

[0060] 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. A flap automatic control method, characterized in that: include: Step S1, associating flap movement with aircraft flight phases, including extending the flaps to the take-off configuration when the aircraft slides out, maintaining the flaps in the take-off configuration when the aircraft climbs, retracting the flaps to the cruise configuration when the aircraft enters the cruise phase, extending the flaps to the landing configuration when the aircraft lands, and retracting the flaps to the cruise configuration when the aircraft returns to the parking position; Step S2, identifying all signals that can participate in flap automation control, including signals reflecting the aircraft's air-to-ground status, signals reflecting the aircraft's flight speed, signals reflecting the pilot's operating intentions, and signals reflecting the engine switch status; Step S3, controlling the flaps to switch configurations according to various signals; Among them, the signal reflecting the aircraft's air-to-ground status includes the wheel load signal, the signal reflecting the aircraft's flight speed is the airspeed signal, the signal reflecting the pilot's operating intention is the throttle lever angle signal, and the signal reflecting the engine switch status is the engine speed; Among them, controlling the flaps to switch configurations according to various signals includes: After the system is powered on, the flaps are in the cruise configuration by default; If the wheel load is valid and the throttle lever angle is greater than TBD1 and the airspeed is less than V1, the flaps are automatically extended to the takeoff configuration, where TBD1 is the throttle lever angle corresponding to when the pilot pushes the throttle lever to start the aircraft taxiing, and V1 is the aircraft decision speed; If the wheel load is valid and the throttle lever angle is less than TBD1 and the airspeed is less than V1, the engine speed is further obtained. If the engine speed is greater than or equal to n1, the flaps are controlled to maintain the current configuration. If the engine speed is less than n1, the flaps are controlled to be retracted to the cruise configuration, where n1 is the critical value for starting or shutting down the engine. If the wheel load is valid and the airspeed is greater than V1, the flaps are controlled to maintain the current configuration; If the wheel load is empty and the airspeed is less than V1, a fault is indicated and the flaps are manually controlled; If the wheel load is empty and the airspeed is between V1 and V2, the throttle lever angle is further obtained. If the throttle lever angle is less than TBD2, the flaps are controlled to be put in the landing configuration. If the throttle lever angle is greater than TBD2, the flaps are controlled to maintain the takeoff configuration or move from other configurations to the takeoff configuration. V2 is the speed corresponding to the flaps being retracted to the takeoff configuration in the air. TBD2 is the throttle lever position used to indicate the aircraft's go-around climb, and its value is greater than TBD1. If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be further judged. If the airspeed is greater than V2 and less than V3, the flaps are controlled to maintain the takeoff configuration or move from the current configuration to the takeoff configuration; if the airspeed is greater than V3, the flaps are controlled to be retracted to the cruise configuration, where V3 is the speed corresponding to the flaps being retracted to the cruise configuration in the air.

2. A flap automatic control device, characterized in that: include: The flap configuration setting module is used to associate the flap movement with the aircraft flight phase, including when the aircraft slides out, the flaps are extended to the takeoff configuration, when the aircraft climbs, the flaps are kept in the takeoff configuration, when the aircraft enters the cruise phase, the flaps are retracted to the cruise configuration, when the aircraft lands, the flaps are extended to the landing configuration, and when the aircraft returns to the parking position, the flaps are retracted to the cruise configuration; A signal recognition module is used to recognize all signals that can participate in flap automation control, including signals that reflect the aircraft's air-to-ground status, signals that reflect the aircraft's flight speed, signals that reflect the pilot's operating intentions, and signals that reflect the engine switch status; A flap switching module is used to control the flaps to switch configurations according to various signals; Among them, the signal reflecting the aircraft's air-to-ground status includes the wheel load signal, the signal reflecting the aircraft's flight speed is the airspeed signal, the signal reflecting the pilot's operating intention is the throttle lever angle signal, and the signal reflecting the engine switch status is the engine speed; Wherein, the flap switching module comprises: After the system is powered on, the flaps are in the cruise configuration by default; If the wheel load is valid and the throttle lever angle is greater than TBD1 and the airspeed is less than V1, the flaps are automatically extended to the takeoff configuration, where TBD1 is the throttle lever angle corresponding to when the pilot pushes the throttle lever to start the aircraft taxiing, and V1 is the aircraft decision speed; If the wheel load is valid and the throttle lever angle is less than TBD1 and the airspeed is less than V1, the engine speed is further obtained. If the engine speed is greater than or equal to n1, the flaps are controlled to maintain the current configuration. If the engine speed is less than n1, the flaps are controlled to be retracted to the cruise configuration, where n1 is the critical value for starting or shutting down the engine. If the wheel load is valid and the airspeed is greater than V1, the flaps are controlled to maintain the current configuration; If the wheel load is empty and the airspeed is less than V1, a fault is indicated and the flaps are manually controlled; If the wheel load is empty and the airspeed is between V1 and V2, the throttle lever angle is further obtained. If the throttle lever angle is less than TBD2, the flaps are controlled to be put in the landing configuration. If the throttle lever angle is greater than TBD2, the flaps are controlled to maintain the takeoff configuration or move from other configurations to the takeoff configuration. V2 is the speed corresponding to the flaps being retracted to the takeoff configuration in the air. TBD2 is the throttle lever position used to indicate the aircraft's go-around climb, and its value is greater than TBD1. If the wheel load is empty and the airspeed is greater than V2, the airspeed needs to be further judged. If the airspeed is greater than V2 and less than V3, the flaps are controlled to maintain the takeoff configuration or move from the current configuration to the takeoff configuration; if the airspeed is greater than V3, the flaps are controlled to be retracted to the cruise configuration, where V3 is the speed corresponding to the flaps being retracted to the cruise configuration in the air.

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