A motor-based throttle stand control system and method

Abstract

The application belongs to the technical field of pilot control device design, and particularly relates to a throttle control system and method based on a motor, which comprises: a displacement sensor for collecting a position signal of a throttle lever; a rotating speed sensor for collecting a motor rotating speed signal; a current sensor for collecting a motor control current; a throttle control device comprising a position loop, a speed loop, a current loop and a driving circuit connected in sequence; the position loop generates a speed instruction according to a position instruction of an upper computer and the position signal of the throttle lever, the speed loop generates a current instruction according to the speed instruction and the rotating speed signal, the current loop generates a PWM wave according to the current instruction and the collected motor control current, and the driving circuit generates the control current according to the PWM wave to control the motor; the throttle lever is controlled by the motor; in an automatic mode, the throttle control device controls the position loop and the speed loop to be connected; in a manual mode, the throttle control device controls the position loop and the speed loop to be disconnected, and the speed instruction received by the speed loop is zero.

Description

Technical Field

[0001] This invention belongs to the field of pilot control device design technology, and specifically relates to a motor-based throttle control system and method. Background Technology

[0002] The throttle console, as a control device in the aircraft's airborne system for controlling engine thrust, works on the following principle: the pilot generates linear motion of the throttle lever by pushing or pulling it, and the airborne system controls the engine thrust based on the mapping relationship between the linear displacement of the throttle lever and the thrust command.

[0003] To meet the operational requirements of the engine, several sensitive zones are typically designed within the full travel range of the throttle lever. The force feedback within these sensitive zones requires specialized design to provide clear feedback to the pilot, prevent erroneous actions, and improve control accuracy.

[0004] The primary method of throttle force feedback is stick force control: when the throttle stick is manipulated within a sensitive area (including entering / leaving the sensitive area), the pilot should feel a significant change in the stick force. For example, in aircraft equipped with jet engines, when the throttle stick moves from the non-afterburning zone to the boundary of the afterburning zone, the stick force should increase rapidly, reminding the pilot that continuing to push the stick will enter the afterburning zone.

[0005] Currently, there are two main methods for achieving the required force feedback using the throttle, which are briefly described below using the aforementioned operation of entering the acceleration zone as an example: 1. Mechanical method By placing a mechanical stop at the boundary of the afterburner zone, when the throttle lever reaches this point, its lower end collides with the stop, preventing further forward movement. This serves to alert the pilot. The pilot then pulls a special trigger to pass the stop and enter the afterburner zone.

[0006] With the development of airborne systems, especially the introduction of automatic throttle functionality, there is a requirement for throttle consoles to have both manual and automatic operation modes. In automatic operation mode, the throttle lever needs to follow the commands from the host computer throughout its full travel range. However, methods that use stops or other mechanical structures would hinder the throttle lever from following commands.

[0007] One improvement is to reduce the drag of the mechanical stop. This allows the pilot to still feel a certain increase in force in manual control mode, while allowing the throttle lever to continue moving even after being blocked in automatic control mode.

[0008] However, in engineering practice, this compromise is not ideal: the reduced mechanical resistance results in less noticeable force feedback during manual operation. Furthermore, the mechanical stop causes the throttle lever to collide hard with the mechanical structure when a command is executed, leading to uneven movement, structural impact, increased failure rate, and reduced service life, among other drawbacks.

[0009] In conclusion, this type of mechanical method is difficult to adapt to the design requirements of throttle consoles with both manual and automatic operation modes.

[0010] 2. Motor control + force sensor method: This type of design eliminates mechanical blocking structures. The motor is responsible for both following commands in automatic mode and providing force feedback within sensitive areas in manual mode. Taking the operation of entering the afterburner zone as an example: when the throttle lever reaches the boundary of the afterburner zone, the motor generates resistance, and a force sensor identifies the direction of the force applied by the pilot to the throttle lever. If the direction continues forward, the resistance is maintained. If the direction changes to backward, the resistance is canceled, thus achieving force feedback similar to a mechanical stop. Foreign aircraft throttle consoles use this method.

[0011] The disadvantage of this type of motor control + force sensor approach is that it requires high assembly precision for the force sensor, ensuring that the force sensor accurately and promptly reflects the pilot's control intentions. This increases product complexity and cost, and reduces reliability.

[0012] In conclusion, with the development of automatic throttle functionality in aircraft avionics systems, traditional mechanical throttle consoles in China are insufficient to meet the demands of both manual and automatic modes. Foreign solutions using motor control and force sensors also suffer from drawbacks such as reliance on assembly precision and higher costs. Summary of the Invention

[0013] Purpose of the invention: To solve the problem that existing mechanical throttle consoles cannot meet the needs of both manual and automatic modes, this invention proposes a motor-based throttle console control system and method that requires neither mechanical structures nor force sensors. This motor-based throttle console control system and method can achieve functions such as force feedback and command follow-up in both manual and automatic operation modes.

[0014] Technical solution A motor-based throttle control system includes: a displacement sensor, a speed sensor, a current sensor, a host computer, a throttle controller, a motor, and a throttle lever; The displacement sensor is used to acquire the position of the throttle lever and feed the throttle lever position signal back to the throttle controller; the speed sensor is used to acquire the motor speed and feed the speed signal back to the throttle controller; the current sensor acquires the motor control current and feeds the control current back to the throttle controller. The throttle controller includes a position loop, a speed loop, a current loop, and a drive circuit connected in sequence. The position loop generates a speed command based on the position command from the host computer and the throttle position signal. The speed loop generates a current command based on the speed command and the rotation speed signal. The current loop generates a PWM wave based on the current command and the acquired motor control current. The drive circuit generates a control current based on the PWM wave to control the motor. The throttle is then controlled by the motor. In automatic mode, the throttle controller connects the position loop and the speed loop; in manual mode, the throttle controller disconnects the position loop and the speed loop, and the speed loop receives zero speed commands.

[0015] Furthermore, the motor's output torque is transmitted to the throttle lever through the transmission link to form lever force.

[0016] Furthermore, the controller has a built-in discharge circuit to absorb the energy generated by the pilot's maneuvers.

[0017] Furthermore, the displacement sensor is used to collect the throttle lever position signal. The throttle lever's movement stroke is divided into: non-force zone, first hysteresis zone, sensitive zone, second hysteresis zone, and force zone; among which the non-force zone and the force zone are both blank areas; the sensitive zone has a length range of 10mm~20mm, and the lengths of the first hysteresis zone and the second hysteresis zone are 1%~2% of the total movement stroke of the throttle lever.

[0018] Furthermore, when the throttle controller determines that the throttle lever is in the blank zone based on the throttle lever position signal fed back by the displacement sensor, the connection between the control drive circuit and the motor is disconnected; when it determines that the throttle lever is in the non-force zone, the connection between the control drive circuit and the motor is reconnected.

[0019] A throttle control method based on an electric motor, the method being implemented based on the aforementioned system, the method comprising the following steps: Step 1: Determine the status of the manual / automatic switching command. If the received manual / automatic switching command is automatic, proceed to Step 2; if the received manual / automatic switching command is manual, proceed to Step 3. Step 2: Connect the position loop and speed loop, and connect the drive circuit to the motor. The position loop, speed loop, and current loop all use proportional / integral control laws to control the motor. Step 3: Disconnect the position loop from the speed loop. Determine the area where the throttle lever is located based on the throttle lever position signal fed back by the displacement sensor. If the throttle lever is in the blank area, proceed to step 4; otherwise, proceed to step 5. Step 4: Disconnect the drive circuit from the motor. The motor will not work, and the throttle will not generate force feedback. Step 5: Connect the drive circuit to the motor. The motor will start working, and the throttle will generate force feedback.

[0020] Furthermore, in step five, the force feedback process generated by the throttle is as follows: Step A: Since the position loop is disconnected from the speed loop, the input speed command of the speed loop is kept at zero; Step B: Limit the current command generated by the speed loop; Step C: The speed loop continuously increases the current command generated based on the speed command and motor speed signal until it reaches the limit value; the current loop increases the duty cycle of the PWM wave generated based on the current command and the collected control current to a constant value corresponding to the limit value; the drive circuit generates a control current that gradually increases to a constant value based on the PWM wave; the motor outputs an output torque that gradually increases to a constant value based on the control current; and the throttle lever generates a constant feedback lever force under the action of the output torque.

[0021] Furthermore, in step B, the current command limit value is determined according to the pilot's intention.

[0022] Furthermore, in step B, the pilot's control intention is identified by the q-axis current in the collected control current; Record the q-axis current periodically and calculate the difference between the q-axis current in the current period and the previous period. If the difference is less than the threshold, it is considered that the pilot has no intention of breaking through the sensitive area, and the current command limit value is F1 / K, which remains unchanged; K is the proportional coefficient between the stick force and the motor current value; F1 is the expected high wall force. If the difference is greater than the threshold, it is considered that the pilot intends to break through the sensitive area, and the current command limit is reduced to F2 / K; F2 is the expected low wall force.

[0023] Furthermore, the method also includes: step six; According to the pilot's intention, the drive circuit is disconnected from the motor, and the throttle panel stops generating force feedback; specifically, if the reverse current of the q-axis is detected, it is considered that the pilot intends to leave the sensitive area, and the drive circuit is controlled to disconnect from the motor.

[0024] Technical effects: Compared to existing mechanical throttle consoles, this solution eliminates mechanical structures such as stop blocks, reducing product complexity. Furthermore, by employing motor control technology, it overcomes the drawback of mechanical throttle consoles in supporting both manual and automatic operation modes.

[0025] Compared to existing throttle consoles that combine motor control and force sensors, this solution achieves comparable force feedback by eliminating the force sensor through two key innovations: "identifying pilot intent based on motor q-axis current" and "three state transitions: high wall / low wall / anti-stick". This simplifies product design, reduces hardware complexity, installation accuracy requirements, and economic costs. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the basic structure of the throttle control.

[0027] Figure 2 This is a schematic diagram of the throttle control system.

[0028] Figure 3 This is a schematic diagram showing the division of the throttle travel area.

[0029] Figure 4 This is a schematic diagram of the throttle force feedback.

[0030] Figure 5 This is a schematic diagram of the throttle console state machine.

[0031] Figure 6 This is a schematic diagram of the state machine in Implementation Example 1. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0033] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0034] 1. Basic structure of the throttle console To apply this solution, the basic structure of the throttle console should be as follows: Figure 1 As shown.

[0035] The motor is a brushless DC motor with a resolver sensor, and the motor control uses directional field control (FOC) technology. A discharge circuit should be included in the controller to absorb external energy generated by the pilot's actions, protecting the motor drive module. The motor's output torque is transmitted to the throttle lever via a drive link to form the lever force.

[0036] 2. Throttle control scheme The motor control scheme adopts the following Figure 2 The diagram shows a three-loop architecture consisting of a position loop, a speed loop, and a current loop. All three loop controllers employ proportional / integral control laws. The three-loop controllers and the drive circuit together form a throttle controller. The throttle controller receives inputs from: commands from the host computer, throttle position feedback signals from the displacement sensor, motor speed feedback signals from the speed sensor, and motor current feedback signals. Its output is the motor control current.

[0037] The position loop in the three closed loops is activated only when the throttle is in automatic mode. The position loop controller completes the position closed loop control based on the position command and position feedback, thereby realizing the command follow-up function.

[0038] When the throttle is in manual mode, the position loop is disconnected. The throttle controller divides the entire stroke of the throttle lever into segments based on the throttle lever position fed back by the displacement sensor. Figure 3 The multiple regions shown each run a different control strategy: a) When the throttle lever is in the blank area (including blank areas 1 and 2), the throttle console should not generate force feedback, and the controller's drive circuit and motor should be disconnected to prevent the eddy current effect generated by the pilot's operation of the throttle lever from affecting the lever force, as well as the impact of the back electromotive force on the drive circuit.

[0039] b) When the throttle lever moves from the hysteresis zone (including hysteresis zones 1 and 2) into the sensitive zone, the drive circuit and motor are connected, and force feedback is provided to the pilot. The control strategy in the sensitive zone will be described in detail later.

[0040] c) When the throttle lever enters the hysteresis zone from the sensitive zone, the control strategy within the sensitive zone is maintained until the throttle lever enters the blank zone, at which point the controller's drive circuit and motor are disconnected. The hysteresis zone prevents fluctuations in the displacement sensor signal caused by system noise such as electromagnetic interference, which could lead to oscillations when the throttle lever is near the boundary of the sensitive zone. The length of the sensitive zone ranges from 10mm to 20mm, allowing the pilot to clearly perceive the movement and quickly pass through it. The length of the hysteresis zone is related to the accuracy of the displacement sensor and ranges from 1% to 2% of the throttle lever's full travel length.

[0041] Within the sensitive area, taking the forward movement of the throttle lever as an example (the logic for reverse movement is similar), the throttle console should provide the following: Figure 4 The force feedback effect shown is controlled by the following strategy: b1) Keep the speed command of the speed loop controller at 0.

[0042] b2) Limit the current command of the current loop controller. Since the stick force is proportional to the motor's output torque, and the motor's output torque is proportional to the motor current, the stick force can be considered proportional to the motor current. By limiting the current command, the maximum stick force is determined. Since the speed loop command is always 0, as long as the pilot continues to push the throttle, the speed feedback is not zero, and the speed controller will continuously increase the output current command until it reaches the aforementioned limit value, thus generating a constant stick force that hinders the throttle movement. Assuming the proportionality coefficient between the stick force and the motor current value is K, and the desired high-wall force is F1, then the current command limit value here is F1 / K.

[0043] b3) Identify the pilot's control intentions, specifically through the following methods: b31) Continuously calculate, record, and refresh the q-axis current of the motor, as well as the difference between the current q-axis current value and the previous recorded values.

[0044] b32) If the difference is less than the set threshold, it is considered that the pilot has no intention of breaking through the sensitive zone (forward movement). The command limit value of the current loop remains unchanged, and thus the resistance generated by the motor remains unchanged, so as to help the pilot keep the throttle stick in the current position.

[0045] (b33) If the difference is greater than the set threshold, it is considered that the pilot's intention to break through the sensitive zone (forward motion) has been identified. The current loop command limit is reduced, and according to the aforementioned principle, the resistance generated by the motor is also reduced to help the pilot break through the sensitive zone. Assuming the desired wall force is F2, the current command limit here is F2 / K.

[0046] (b34) If the reverse current of the q-axis is detected, it is considered that the pilot's intention to leave the sensitive area (reverse movement) has been identified. The controller's drive circuit and motor are disconnected, and the resistance generated by the motor disappears to help the pilot leave the sensitive area.

[0047] In summary, the key to this solution's ability to recognize pilot intentions and generate the desired force feedback without relying on a force sensor lies in the identification and utilization of the motor's q-axis current. That is, by utilizing the hardware of the motor and controller itself, combined with software algorithms, the function of the force sensor is reconstructed, thereby reducing the product's hardware complexity, installation accuracy requirements, and economic costs.

[0048] b4) State Machine Design Building upon b3), it is also necessary to consider remedial measures for pilot intent recognition errors, as well as the switching logic between different force sensations, to ensure rapid, smooth, and accurate force feedback. Figure 5 The state machine approach shown is implemented by setting the following three key states: 1) High Wall State: The entry condition is that the throttle lever enters the sensitive area from the non-sensitive area or the forward displacement is detected in the anti-stick state. The exit condition is that the forward motion intention is detected, and the motor output corresponds to item b32).

[0049] 2) Low wall state: The entry condition is that the forward movement intention is identified in the high wall state, and the exit condition is that the reverse movement intention is identified. The motor output corresponds to item b33).

[0050] 3) Anti-stick state: Entry condition is the detection of a reverse movement intention in either the high-wall or low-wall state; exit condition is the detection of forward displacement, with the motor output corresponding to item b34). Forward displacement refers to the displacement sensor signal identifying that the throttle lever is within the sensitive area and generates a displacement in the same direction as the throttle lever entering the sensitive area. This method avoids abnormal force feedback due to misinterpretation of the pilot's intention.

[0051] In summary, when the throttle lever is in the sensitive area, the state machine reliably implements the force feedback designed in b3) by repeatedly switching between the three states mentioned above. That is, b3) is the key principle and innovation of this invention, and b4) is the key method and innovation for implementing this principle.

[0052] Example 1 For example Figure 3 Taking the throttle panel shown as an example, with a full stroke of 100mm, a sensitive area (protruding area) is set between the non-additional area (blank area 1) and the addition area (blank area 2): When the throttle lever moves forward through the sensitive area, it achieves the following: Figure 4 Force feedback shown: 1. Define the location and length of the sensitive area: A2=70mm, B2=80mm, [A2,B2]=10mm.

[0053] 2. Define the position and length of hysteresis region 1: A1=69mm, [A1,A2]=1mm.

[0054] 3. Define the position and length of hysteresis region 2: B1=71mm, [B1,B2]=1mm.

[0055] 4. Define the magnitude of the high wall force: Fg = 40N, which corresponds to the current loop limit value of 1 in the motor control, and is directly proportional to the high wall force.

[0056] 5. Define the magnitude of the low wall force: Fa=20N, which corresponds to the current loop limit value of 2 in the motor control, and is directly proportional to the low wall force.

[0057] 6. Define the forward displacement recognition threshold: Pw, which corresponds to the forward rotation angle of the resolver sensor. The smaller this value, the more sensitive the recognition.

[0058] 7. Define the forward motion intention recognition threshold: Ps, which corresponds to the q-axis current amplitude integration threshold. The smaller this value, the more sensitive the recognition.

[0059] 8. Define the reverse motion intent recognition threshold: Pf, which corresponds to the q-axis current reverse duration threshold. The smaller the value, the more sensitive the recognition.

[0060] Note 1: The forward rotation angle of the resolver signal within the time Tw is greater than Rw and the RVDT position is in the convex area (which is combined with the forward displacement recognition sensitivity Pw in item 6).

[0061] Note 2: The q-axis current is continuously negative during the Tf time period and the RVDT position is in the convex area (which is combined with the reverse motion recognition sensitivity Pf in item 8).

[0062] Note 3: The integral value of the q-axis current within time Ts is greater than Fs and the position of RVDT is in the protrusion area (which is combined into the forward motion recognition sensitivity Ps in item 7).

Claims

1. A throttle control method based on an electric motor, the method being implemented based on a throttle control system based on an electric motor, characterized in that: The system includes: Displacement sensor, speed sensor, current sensor, host computer, throttle control panel, motor and throttle lever; The method includes the following steps: Step 1: Determine the status of the manual / automatic switching command. If the received manual / automatic switching command is automatic, proceed to Step 2; if the received manual / automatic switching command is manual, proceed to Step 3. Step 2: Connect the position loop and speed loop, and connect the drive circuit to the motor. The position loop, speed loop, and current loop all use proportional / integral control laws to control the motor. Step 3: Disconnect the position loop from the speed loop. Determine the area where the throttle lever is located based on the throttle lever position signal fed back by the displacement sensor. If the throttle lever is in the blank area, proceed to step 4; otherwise, proceed to step 5. Step 4: Disconnect the drive circuit from the motor. The motor will not work, and the throttle will not generate force feedback. Step 5: Connect the drive circuit to the motor. The motor will start working, and the throttle will generate force feedback. The process is as follows: Step A: Since the position loop and the speed loop are disconnected, the input speed command of the speed loop is kept at zero; Step B: Limit the current command generated by the speed loop. Step C: The speed loop continuously increases the current command generated based on the speed command and motor speed signal until it reaches the limit value; the current loop increases the duty cycle of the PWM wave generated based on the current command and the collected control current to a constant value corresponding to the limit value; the drive circuit generates a control current that gradually increases to a constant value based on the PWM wave; the motor outputs an output torque that gradually increases to a constant value based on the control current; and the throttle lever generates a constant feedback lever force under the action of the output torque.

2. The method according to claim 1, characterized in that: In step B, the current command limit value is determined according to the pilot's intention.

3. The method according to claim 2, characterized in that: In step B, the pilot's control intention is identified by the q-axis current in the collected control current. Record the q-axis current periodically and calculate the difference between the q-axis current in the current period and the previous period. If the difference is less than the threshold, it is considered that the pilot has no intention of breaking through the sensitive area, and the current command limit value is F1 / K, which remains unchanged; K is the proportional coefficient between the stick force and the motor current value; F1 is the expected high wall force. If the difference is greater than the threshold, it is considered that the pilot intends to break through the sensitive area, and the current command limit is reduced to F2 / K; F2 is the expected low wall force.

4. The method according to claim 3, characterized in that: The method also includes: step six; According to the pilot's intention, the drive circuit is disconnected from the motor, and the throttle panel stops generating force feedback; specifically, if the reverse current of the q-axis is detected, it is considered that the pilot intends to leave the sensitive area, and the drive circuit is controlled to disconnect from the motor.

5. The method according to claim 1, characterized in that: The displacement sensor is used to acquire the position of the throttle lever and feed the throttle lever position signal back to the throttle controller; the speed sensor is used to acquire the motor speed and feed the speed signal back to the throttle controller; the current sensor acquires the motor control current and feeds the control current back to the throttle controller. The throttle controller includes a position loop, a speed loop, a current loop, and a drive circuit connected in sequence. The position loop generates a speed command based on the position command from the host computer and the throttle position signal. The speed loop generates a current command based on the speed command and the rotation speed signal. The current loop generates a PWM wave based on the current command and the acquired motor control current. The drive circuit generates a control current based on the PWM wave to control the motor. The throttle is then controlled by the motor. In automatic mode, the throttle controller connects the position loop and the speed loop; in manual mode, the throttle controller disconnects the position loop and the speed loop, and the speed loop receives zero speed commands.

6. The method according to claim 5, characterized in that: The motor's output torque is transmitted to the throttle lever through the transmission link, forming lever force.

7. The method according to claim 6, characterized in that: The controller has a built-in discharge circuit to absorb the energy generated by the pilot's actions.

8. The method according to claim 7, characterized in that: The displacement sensor is used to collect the position signal of the throttle lever. The movement stroke of the throttle lever is divided into: non-force zone, first hysteresis zone, sensitive zone, second hysteresis zone and force zone; among which the non-force zone and the force zone are blank areas; the length range of the sensitive zone is 10mm~20mm, and the length of the first hysteresis zone and the second hysteresis zone is 1%~2% of the total movement stroke of the throttle lever.

9. The method according to claim 8, characterized in that: When the throttle controller determines that the throttle lever is in the neutral zone based on the throttle lever position signal fed back by the displacement sensor, the connection between the control drive circuit and the motor is disconnected; when it determines that the throttle lever is in the non-force zone, the connection between the control drive circuit and the motor is reconnected.

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