Active side stick control device and method with emergency torque control mode

Abstract

The present application relates to the technical field of cockpit integration, and provides an active side stick control device and method with an emergency torque control mode, the device sequentially comprises a control stick, a torque sensor, a locking mechanism, a clutch, a driving rod, an active side stick driving unit and a device shell from top to bottom: the bottom of the control stick is connected with the torque sensor, the torque sensor is fixedly connected with the top of the locking mechanism, the bottom of the locking mechanism is detachably connected with the clutch, the clutch is connected with the driving rod, the driving rod is connected with the active side stick driving unit, and the active side stick driving unit is fixed on the device shell; when the clutch is separated from the locking mechanism, the locking mechanism is locked on the device shell. The method comprises a normal mode and an emergency torque control mode. The control device can meet the control requirements of the aircraft in different states, provides an emergency mode while providing the active ability of the side stick, avoids the loss of control of the aircraft due to jamming and failure, and improves flight safety.

Description

Technical Field

[0001] This invention relates to the field of cockpit integration technology, and in particular to an active side stick control device and method with an emergency torque control mode. Background Technology

[0002] The development of fly-by-wire flight control systems has made side sticks the mainstream replacement for center sticks. Most commercial aircraft use passive side sticks, meaning pilots cannot directly feel the feedback force and displacement of the stick by gripping it. However, commercial airliners such as the Gulfstream G500 / G600 and MC-21 have adopted active side sticks, allowing pilots to directly sense aerodynamic loads on the control surfaces and achieve follow-up and linkage between the left and right side sticks in autopilot mode.

[0003] Most commercial pilots prefer passive sidesticks, but traditional passive sidesticks use elastic drag elements to provide damping and centering characteristics, lacking adjustability, forcing pilots to adapt to the aircraft. Active sidesticks, on the other hand, have complex transmission mechanisms, and the servo-loaded motors are prone to jamming or transmission mechanism blockage, leading to loss of control over the aircraft and potentially causing accidents.

[0004] The existing active side-bar drive system lacks backup control capabilities in emergency situations. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide an active side stick control device and method with an emergency torque control mode. It has both an active side stick mode and an emergency torque control mode, which can meet the control requirements of the aircraft in different states, avoid loss of control of the aircraft due to jamming and failure, and improve flight safety.

[0006] The present invention adopts the following technical solution:

[0007] On one hand, the present invention provides an active side stick control device with an emergency torque control mode, which, from top to bottom, includes a control stick, a torque sensor, a locking mechanism, a clutch, a drive stick, an active side stick drive unit, and a device housing:

[0008] The bottom of the control lever is connected to the torque sensor, which is also fixedly connected to the top of the locking mechanism. The bottom of the locking mechanism is detachably connected to the clutch. The clutch is connected to the drive rod, which is connected to the active side rod drive unit. The active side rod drive unit is fixed to the device housing.

[0009] The active side rod drive unit can adopt any mechanical structure and design that can realize the active side rod function;

[0010] When the clutch is disengaged from the locking mechanism, the locking mechanism, along with the control lever and torque sensor, is locked onto the device housing.

[0011] In addition to any of the possible implementations described above, a further implementation is provided in which the torque sensor, locking mechanism, clutch, and active side stick drive unit are all connected to the flight control system.

[0012] In addition to any of the possible implementations described above, a further implementation is provided in which the clutch and the drive lever are slidably connected, and the clutch is controlled by the flight control system or the pilot to slide up and down along the drive lever.

[0013] In addition to any of the possible implementations described above, a further implementation is provided in which the clutch is initially positioned at the upper end of the drive lever, the clutch is engaged with the locking mechanism, the locking mechanism is not triggered, and the device is in normal mode;

[0014] When the clutch slides downward along the drive rod, the clutch disengages from the locking mechanism, triggering the locking mechanism, which then locks onto the device housing, putting the device into emergency torque control mode.

[0015] In addition to any of the possible implementations described above, a further implementation is provided in which a mode switching switch is provided on the top of the joystick, the mode switching switch is connected to the flight control system, and the mode switching switch is used to switch from normal mode to emergency torque control mode.

[0016] In addition to any of the possible implementations described above, a further implementation is provided in which a mode indicator light is provided on the mode switch to visually display the current mode, and the mode indicator light is connected to the flight control system.

[0017] On the other hand, the present invention also provides an active side stick control method with an emergency torque control mode, using the above-mentioned active side stick control device with an emergency torque control mode, the control method including a normal mode and an emergency torque control mode;

[0018] In normal mode, the operation method is as follows:

[0019] The operator holds the control stick, and the operating torque is transmitted to the drive stick in sequence through the torque sensor, locking mechanism, and clutch. The drive stick is driven to rotate along the first positioning line to achieve aircraft pitch operation, and rotates along the second positioning line to achieve aircraft roll operation. The first positioning line is the straight line in the spanwise direction of the aircraft wings; the second positioning line is the straight line in the heading direction of the aircraft.

[0020] In addition to any of the possible implementations described above, another implementation is provided below: a typical control method that uses the joystick deflection angle to control the aircraft control surface angle (it should be noted that other control methods may also be used):

[0021]

[0022] Δθ is the change in rudder surface deflection; K0 is a coefficient; It's the deflection of the joystick angle; It is the change in the angle of the control stick;

[0023] In normal mode, the torque signal transmitted from the torque sensor to the flight control system is shielded.

[0024] In emergency torque control mode, the manipulation method specifically includes:

[0025] S1. The flight control system issues an unlocking command for the locking mechanism, the clutch moves downward, and the clutch disengages from the locking mechanism;

[0026] S2. The locking mechanism unfolds and locks onto the device housing;

[0027] S3. The operator holds the control stick, and the operating torque is transmitted to the device housing through the torque sensor and locking mechanism; the torque sensor measures the operating torque and transmits the measurement result to the flight control system.

[0028] S4. The flight control system issues control commands based on the magnitude and direction of the operating torque obtained in step S3 to control the pitch and roll of the aircraft.

[0029] In emergency mode, the angular displacement signal transmitted from the angular displacement sensor of the control stick (or active stick drive device) to the flight control system is shielded.

[0030] In addition to any of the possible implementations described above, another implementation is provided below, which is a typical control method for controlling the angle of aircraft control surfaces using torque (it should be noted that other control methods may also be used):

[0031] Δθ=P0(M-ΔM)

[0032] Δθ is the change in control surface deflection; P0 is a coefficient; M is the initial torque of the control stick; ΔM is the change in control stick torque.

[0033] In addition to any of the possible implementations described above, another implementation is provided in which, during the flight of the aircraft, only a one-way switch is performed from the normal mode to the emergency torque control mode, and the switch from the emergency torque control mode to the normal mode is performed only after the flight ends.

[0034] The beneficial effects of this invention are as follows: This invention features an emergency torque control mode. In the event of a malfunction such as jamming or failure in the side stick's drive device or transmission mechanism, the system switches to the emergency torque control mode, disengaging the side stick and locking it in a neutral position. A torque sensor measures the magnitude and direction of the force applied by the pilot to the side stick, controlling the aircraft to perform pitch or roll maneuvers. This control device can meet the aircraft control requirements under different conditions. While providing active control of the side stick, it avoids aircraft loss of control due to jamming or failure, providing the pilot with a backup control mode in emergency situations, thereby improving flight safety. Attached Figure Description

[0035] Figure 1 The diagram shows the overall structure of an active side stick control device with an emergency torque control mode according to an embodiment of the present invention; A represents the normal mode; B represents the emergency torque control mode.

[0036] Figure 2 The diagram shown is a structural schematic of an active side stick control device with an emergency torque control mode in the embodiment under normal mode.

[0037] Figure 3 The diagram shown is a structural schematic of an active side stick control device with an emergency torque control mode in an embodiment.

[0038] Figure 4 The figure shown is a schematic diagram of the overall appearance structure of an active side stick control device with an emergency torque control mode in an embodiment.

[0039] Figure 5 The diagram shows the switching timing between active (side stick) mode and emergency torque control mode.

[0040] In the diagram: 1-Mode switch; 2-Joystick; 3-Torque sensor; 4-Locking mechanism; 5-Clutch; 6-Drive lever; 7-Active side lever drive unit; 8-Device housing. Detailed Implementation

[0041] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the technical features or combinations of technical features described in the following embodiments should not be considered in isolation, but can be combined with each other to achieve better technical effects.

[0042] like Figure 1 As shown, an embodiment of the present invention provides an active side stick control device with an emergency torque control mode, which, from top to bottom, includes a control stick 2, a torque sensor 3, a locking mechanism 4, a clutch 5, a drive stick 6, an active side stick drive unit 7, and a device housing 8.

[0043] The bottom of the control lever 2 is connected to the torque sensor 3, and the torque sensor 3 is also fixedly connected to the top of the locking mechanism 4. The bottom of the locking mechanism 4 is detachably connected to the clutch 5. The clutch 5 is connected to the drive rod 6, and the drive rod 6 is connected to the active side rod drive unit 7. The active side rod drive unit 7 is fixed on the device housing 8.

[0044] When the clutch 5 is disengaged from the locking mechanism 4, the locking mechanism 4 locks onto the device housing 8. Figure 1 As shown in B.

[0045] In one specific embodiment, the torque sensor 3, locking mechanism 4, clutch 5, and active side stick drive unit 7 are all connected to the flight control system.

[0046] In one specific embodiment, the clutch 5 is slidably connected to the drive lever 6, and the clutch 5 is controlled by the flight control system or the pilot to slide up and down along the drive lever 6.

[0047] In addition to any of the possible implementations described above, another implementation is provided in which, when the clutch 5 slides upward along the drive rod 6, the clutch 5 engages with the locking mechanism 4, the locking mechanism 4 is not triggered, and the device is in normal mode, such as... Figure 2 As shown;

[0048] When the clutch 5 slides downward along the drive rod 6, the clutch 5 disengages from the locking mechanism 4, triggering the locking mechanism 4, which then locks onto the device housing 8. The device then enters emergency torque control mode. Figure 3 As shown.

[0049] It should be noted that the locking mechanism 4 can adopt various existing technologies, as long as they can achieve the function of the locking mechanism 4.

[0050] The overall appearance and structure of the device are as follows: Figure 4 As shown.

[0051] In one specific embodiment, a mode switching switch 1 is provided on the upper part of the joystick 6. The mode switching switch 1 is connected to the flight control system and is used to switch between normal mode and emergency torque control mode.

[0052] In one specific embodiment, a mode indicator light is provided on the mode switching switch 1 to visually display the current mode.

[0053] On the other hand, the present invention also provides an active side stick control method with an emergency torque control mode, using the above-mentioned active side stick control device with an emergency torque control mode, the control method including a normal mode and an emergency torque control mode;

[0054] In normal mode, the operation method is as follows:

[0055] The operator holds the control stick 2, and the operating torque is transmitted to the drive stick 6 sequentially through the torque sensor 3, locking mechanism 4, and clutch 5. The drive stick 6 is driven to rotate along the first positioning line to achieve aircraft pitch operation, and rotates along the second positioning line to achieve aircraft roll operation. At the same time, the active side stick drive device can drive the control stick 2 by driving the drive stick 6, clutch 5, locking mechanism 4, and torque sensor 3 to provide real-time feedback of the aircraft flight status to the flight operator.

[0056] Preferably, the active side rod mode achieves dynamic adjustment of force feedback information through an active side rod drive device.

[0057] Preferably, the active side stick mode achieves linkage between the left and right side sticks through an active side stick drive device.

[0058] Preferably, the active side stick mode is driven by an active side stick drive device to achieve follow-up in the autonomous driving mode.

[0059] In normal mode, the torque signal transmitted from torque sensor 3 to the flight control system is shielded.

[0060] In emergency torque control mode, the manipulation method specifically includes:

[0061] S1. The flight control system issues an unlocking command to the locking mechanism 4, the locking mechanism 4 unfolds and locks onto the device housing 8;

[0062] S2, The clutch 5 moves downward, and the clutch 5 separates from the locking mechanism 4;

[0063] S3. The operator holds the control stick 2, and the operating torque is transmitted to the device housing 8 through the torque sensor 3 and the locking mechanism 4; the torque sensor 3 measures the operating torque and transmits the measurement result to the flight control system.

[0064] S4. The flight control system issues control commands based on the magnitude and direction of the operating torque obtained in step S3 to control the pitch and roll of the aircraft.

[0065] In emergency mode, the angular displacement sensor of the shielded control stick 2 (or the active stick drive device 7) transmits the angular displacement signal to the flight control system.

[0066] In one specific embodiment, during flight, the aircraft only performs a one-way switch from normal mode to emergency torque control mode, and only switches back to normal mode after the flight ends. Figure 5 As shown.

[0067] In one specific embodiment, a manual mode switch 1 is added to the top of the joystick 2. Preferably, a mode indicator light is provided on the manual mode switch 1.

[0068] In one specific embodiment, in normal mode, the aircraft control surface angle is controlled by the deflection angle of the joystick 2. The specific control method is as follows:

[0069]

[0070] Where Δθ is the change in rudder surface deflection; K0 is a coefficient; It's the deflection of the joystick angle; It is the change in the angle of the control stick.

[0071] In one specific embodiment, the method for controlling the aircraft control surface angle using torque in step S4 is as follows:

[0072] Δθ=P0(M-ΔM);

[0073] Where Δθ is the change in control surface deflection; P0 is a coefficient; M is the initial torque of the control stick; and ΔM is the change in control stick torque.

[0074] This invention's active sidestick mode utilizes servo motors and other drive devices via a transmission mechanism to achieve feedback of aerodynamic loads on the control surfaces, as well as sidestick follow-up and left / right sidestick linkage functions during autopilot operation. Emergency torque control mode: In the event of a malfunction such as jamming or failure of the sidestick's drive device or transmission mechanism, the system switches to emergency torque control mode, disengaging the sidestick and locking it in a neutral position. Torque sensor 3 measures the magnitude and direction of the force applied by the pilot to the sidestick to control the aircraft's pitch or roll maneuvers. This invention's control device can meet the aircraft control requirements under different conditions. While providing active sidestick capability, it avoids aircraft loss of control due to jamming or failure, providing the pilot with a backup control mode in emergency situations, thereby improving flight safety.

[0075] While several embodiments of the present invention have been provided herein, those skilled in the art should understand that modifications can be made to these embodiments without departing from the spirit of the invention. The above embodiments are merely exemplary and should not be construed as limiting the scope of the invention.

Claims

1. An active side stick control device with an emergency torque control mode, characterized in that, The device, from top to bottom, includes a joystick, a torque sensor, a locking mechanism, a clutch, a drive lever, an active side lever drive unit, and a device housing. The bottom of the control lever is connected to the torque sensor, which is also fixedly connected to the top of the locking mechanism. The bottom of the locking mechanism is detachably connected to the clutch. The clutch is connected to the drive rod, which is connected to the active side rod drive unit. The active side rod drive unit is fixed to the device housing. When the clutch is disengaged from the locking mechanism, the locking mechanism locks onto the device housing; The clutch is slidably connected to the drive rod, and the clutch is controlled by the flight control system or the pilot to slide up and down along the drive rod. The clutch is initially located at the upper end of the drive lever, the clutch is engaged with the locking mechanism, the locking mechanism is not triggered, and the device is in normal mode. When the clutch slides downward along the drive rod, the clutch disengages from the locking mechanism, triggering the locking mechanism, which then locks onto the device housing, putting the device into emergency torque control mode. The torque sensor, locking mechanism, clutch, and active side stick drive unit are all connected to the flight control system.

2. The active side stick control device with emergency torque control mode as described in claim 1, characterized in that, A mode switching switch is provided on the top of the control stick. The mode switching switch is connected to the flight control system and is used to switch from normal mode to emergency torque control mode.

3. The active side stick control device with emergency torque control mode as described in claim 2, characterized in that, The mode switch is equipped with a mode indicator light to visually display the current working mode of the device. The mode indicator light is connected to the flight control system.

4. An active side stick control method with an emergency torque control mode, characterized in that, Using the active side stick control device with an emergency torque control mode as described in any one of claims 1-3, the control method includes a normal mode and an emergency torque control mode; In normal mode, the operation method is as follows: The operator holds the control stick, and the operating torque is transmitted to the drive stick in sequence through the torque sensor, locking mechanism, and clutch. The drive stick is driven to rotate along the first positioning line to achieve aircraft pitch operation, and rotate along the second positioning line to achieve aircraft roll operation. The first positioning line is the straight line in the spanwise direction of the aircraft wings; the second positioning line is the straight line in the heading direction of the aircraft; and rotation along the third positioning line is the straight line in the vertical upward direction to achieve aircraft yaw operation. In normal mode, the torque signal transmitted from the torque sensor to the flight control system is blocked; In emergency torque control mode, the manipulation method specifically includes: S1. The flight control system issues an unlocking command for the locking mechanism, the clutch moves downward, and the clutch disengages from the locking mechanism; S2. The locking mechanism unfolds and locks onto the device housing; S3. The operator holds the control stick, and the operating torque is transmitted to the device housing through the torque sensor and locking mechanism; the torque sensor measures the operating torque and transmits the measurement result to the flight control system. S4. The flight control system issues control commands based on the magnitude and direction of the operating torque obtained in step S3 to control the pitch and roll of the aircraft. In emergency torque control mode, the angular displacement signal transmitted by the angular displacement sensor of the control stick or active stick drive device to the flight control system.

5. The active side stick control method with emergency torque control mode as described in claim 4, characterized in that, During flight, the aircraft undergoes a one-way switch from normal mode to emergency torque control mode. After the flight, the maintenance team switches the aircraft back from emergency torque control mode to normal mode.

6. The active side stick control method with emergency torque control mode as described in claim 4, characterized in that, In normal mode, by measuring the angular displacement of the control stick, it is decoupled to a single axial deflection angle, which is used to control the deflection angle of the corresponding control surfaces of the aircraft during pitch and roll. The specific control method is as follows: ； in, This refers to the change in rudder surface deflection. For coefficients; For joystick angle deflection; This refers to the change in the joystick deflection angle.

7. The active side stick control method with emergency torque control mode as described in claim 4, characterized in that, In step S4, the axial torque of the control stick is measured and decoupled to a single axial torque, which is used to control the corresponding control surface deflection angles during aircraft pitch and roll. The specific control method is as follows: ； in, This refers to the change in rudder surface deflection. It is a coefficient; M is the initial torque of the joystick; It is the change in the torque of the control lever.

Images