A high-reliability high-lift system position monitoring method
By calculating the airfoil motion parameters and designing the velocity control law, and by comparing the theoretical and actual airfoil angles, precise monitoring of high-lift system faults was achieved. This solved the weight problem caused by the addition of equipment in existing technologies, while also improving fault location capabilities and sensor reliability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- QINGAN GROUP CO LTD
- Filing Date
- 2023-10-20
- Publication Date
- 2026-06-09
Smart Images
Figure CN117666529B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of high-lift systems, and more specifically to a highly reliable method for monitoring the position of a high-lift system. Background Technology
[0002] High-lift systems, also known as high-lift control systems, flap and slat systems, or lift-enhancing devices, are closed-loop systems that control the angle of flaps and slats based on pilot commands. High-lift systems increase lift during takeoff and lift-drag during landing by extending the leading-edge slats downwards and retracting the trailing-edge slats, thereby shortening takeoff and landing distances and improving fuel economy. Failure modes of flaps or slats generally include asymmetry, cantilever, uncommanded movement, overspeed, and inconsistency. Asymmetric movement refers to inconsistent movement of the flaps or slats on the left and right sides of the aircraft. Cantilever refers to inconsistent movement of a single flap or slat causing wing surface twisting. Uncommanded movement refers to flaps or slats moving below, exceeding, or failing to respond to commands. Overspeed refers to flaps or slats moving beyond the indicated speed, leading to structural damage. Inconsistency refers to the flap movement position not matching the input position of the control handle, or movement being too fast or too slow.
[0003] The high-lift systems of domestically developed civil aircraft ARJ21 and C919, as well as foreign civil aircraft A320, A380, and ERJ190, all have flap asymmetric motion and flap tilt protection functions. The monitoring and protection measures adopted by different aircraft are also different.
[0004] CN106628119A proposes an aircraft flap and slat status monitoring system. This scheme monitors the tilt and asymmetry of the flaps by installing a speed sensor at the actuator output, which increases the system equipment and weight.
[0005] CN209776788U proposes a flap asymmetry switch. This solution achieves flap asymmetry fault monitoring by adding a flap asymmetry switch, which increases the number of devices and weight of the system.
[0006] CN110550234A proposes a method and device for monitoring the trailing edge flaps of a B737NG fleet. This scheme monitors faults by using the difference between the position sensors of the left and right flaps, but it cannot locate faults on the left and right sides of the flaps.
[0007] According to research on existing technologies, the current asymmetric monitoring of flaps and slats mainly relies on comparing the feedback difference between the left and right position sensors with a threshold, which cannot accurately locate system faults. Some solutions propose adding equipment, but this increases the number of devices and the weight of the system. Summary of the Invention
[0008] The purpose of this invention is to provide a highly reliable, high-lift system position monitoring method to increase the system fault location capability without increasing the number of system devices or the system weight.
[0009] To achieve the above objectives, the present invention employs the following technical solution:
[0010] A method for monitoring the position of a high-reliability, high-lift system includes:
[0011] The drive shaft speed is calculated based on the wing surface motion angle, total motion time, acceleration phase time, deceleration phase time, and the ratio of wing surface angle to drive shaft travel.
[0012] The speed control law of the system is designed based on the total motion time, acceleration phase time, deceleration phase time, and transmission shaft speed.
[0013] The theoretical angle of the wing surface and the actual motion time are solved by using a velocity control law. Finally, the theoretical angle of the wing surface is calculated based on the real-time motion time of the wing surface as a variable, and the actual angle of the wing surface is fed back by the position sensor installed at the wingtip, so as to determine the type of fault.
[0014] Furthermore, the drive shaft speed is calculated based on the wing surface motion angle, total motion time, acceleration phase time, deceleration phase time, and the ratio of the wing surface angle to the drive shaft stroke, including:
[0015] The wing surface motion angle difference Δα = α2 - α1 is calculated based on the initial wing surface angle α1 and the target angle α2. The rotational speed of the drive shaft during the constant speed phase of the high-lift system is N. The drive shaft travel during the acceleration phase is calculated based on the acceleration phase time t1 and the proportionality coefficient C between the wing surface angle and the drive shaft travel. The wing surface motion angle during the acceleration phase can be obtained. Similarly, the wing surface motion angle during the deceleration phase can be obtained.
[0016] The time of uniform motion t2 = T - t1 - t3 is calculated based on the total motion time T, the acceleration phase time t1, and the deceleration phase time t3. The travel of the transmission shaft in the uniform motion phase S2 = Nt2 is calculated based on the time of uniform motion phase t2 and the rotational speed N in the uniform motion phase. The angle of motion of the wing surface in the uniform motion phase θ2 = CN(T - t1 - t3) can be obtained.
[0017] Then the transmission shaft speed during the constant speed phase
[0018] Furthermore, the speed control law of the system is divided into three stages: 0~t1, t1~T-t3, and T-t3~T. Among them, 0~t1 is the acceleration stage from 0 to N, t1~T-t3 is the constant speed stage where the speed is maintained at N, and T-t3~T is the deceleration stage from N to 0.
[0019] Furthermore, the functional relationship between the theoretical angle of the airfoil and the actual motion time is solved using the velocity control law, specifically expressed as:
[0020]
[0021] Where t is the real-time time of the wing surface motion, C is the proportionality coefficient between the wing surface angle and the drive shaft travel, N is the drive shaft speed during the uniform motion phase, t1 and t3 are the acceleration and deceleration phase times, T is the total motion time, and θ is the total motion time. t This is the theoretical angle of the wing surface.
[0022] Furthermore, the real-time time t of the wing surface motion is obtained by setting a timer in the software during the wing surface motion process.
[0023] Furthermore, the fault diagnosis types include:
[0024] The theoretical airfoil position θ corresponding to the real-time time t obtained through the functional relationship. t The actual wing surface angle θ fed back by the position sensor mounted on the wingtip b Comparison:
[0025] When |θ b -θ t When |≤Δθ, it indicates that the actual angle of the wing surface deviates little from the theoretical angle, and the value fed back by the position sensor is accurate and reliable.
[0026] When θ b -θ t When the angle is greater than Δθ, it indicates that the actual angle of the wing surface is much greater than the theoretical angle, and the wing surface is moving too fast, indicating that the system has an overspeed fault. When the flap and slat control computer determines that the high lift system has an asymmetric fault, it uses the wingtip brake and the power drive device brake to apply emergency braking to the high lift system and hold the wing surface in the current position.
[0027] Furthermore, the threshold Δθ is set to a value of 0.2–2°.
[0028] Furthermore, when θ b -θ t When the angle is less than Δθ, it indicates that the actual angle of the wing surface is much smaller than the theoretical angle, which means that the wing surface is moving slowly, and the system is judged to have an underspeed fault.
[0029] Furthermore, when the actual angle of the wing surface is significantly smaller than the theoretical angle:
[0030] Such as the actual angle θ of the wing surface b If the actual angle of the wing surface changes during its motion but is significantly smaller than the theoretical angle, the system is considered to have an underspeed fault. For example, if the actual wing surface angle θ... bIf the wing surface does not change during movement, a stuck fault is detected in the system. For example, if the transmission line is disconnected, the fault is monitored by the tilt sensor. When the position sensor feedback voltage is zero, a communication fault of the position sensor is detected.
[0031] A terminal device includes a processor, a memory, and a computer program stored in the memory; when the processor executes the computer program, it implements the steps of the high-reliability high-lift system position monitoring method.
[0032] Compared with the prior art, the present invention has the following technical features:
[0033] (1) Improved the fault diagnosis and location capabilities of the high lift system without increasing system equipment and weight.
[0034] (2) The underspeed fault of a high lift system can be determined by comparing the theoretical angle and the actual angle of the wing surface.
[0035] (3) The overspeed fault of a high-lift system can be determined by comparing the theoretical angle and the actual angle of the wing surface.
[0036] (4) By comparing the theoretical angle and the actual angle of the wing surface, the monitoring of two types of faults, namely tilt (partial) and asymmetry, caused by the disconnection of the transmission line system of the high lift system, can be carried out. When the system fault monitoring measures are incomplete, tilt and asymmetry fault monitoring can be carried out by this method.
[0037] (5) For aircraft or tests with dual-sided high-lift systems, the fault of the high-lift system on the left wing or the high-lift system on the right wing can be determined by comparing the theoretical angle and the actual angle of the wing surface.
[0038] (6) For a system with dual-redundant position sensors, the reliability of the wing angle fed back by the position sensor can be improved by comparing the theoretical angle and the actual angle of the wing surface. When the value fed back by one channel of the position sensor is unreliable, the value fed back by the other channel is switched and used.
[0039] (7) For tests with only a single-sided high-lift system and a single redundant position sensor, the position of the high-lift system can be self-monitored by comparing the theoretical angle and the actual angle of the wing surface.
[0040] (8) The theoretical relationship between motion time and motion time is approximately linear, which provides a theoretical basis for master-master synchronous drive with linear loading system. Attached Figure Description
[0041] Figure 1 Flowchart of a position monitoring method for a high-reliability, high-lift system;
[0042] Figure 2 The velocity control law curve for a high-lift system;
[0043] Figure 3 For the theoretical angle θ of the wing surface t The curve showing the relationship between the wing surface motion and the real-time time t.
[0044] In the figure, T is the total motion time, t1 is the motion time during the acceleration phase, t3 is the motion time during the deceleration phase, N is the rotational speed of the drive shaft (uniform speed phase), θ1 is the wing surface angle during the acceleration phase, θ3 is the wing surface angle during the deceleration phase, α1 is the initial wing surface angle, and α2 is the wing surface angle corresponding to the target positioning. Detailed Implementation
[0045] Referring to the accompanying drawings, this invention provides a method for monitoring the position of a highly reliable, high-lift system, comprising:
[0046] The driveshaft speed N is calculated based on the airfoil motion angle Δα, total motion time T, acceleration phase time t1, deceleration phase time t3, and the ratio C of airfoil angle to driveshaft travel. The speed control law for the system is then designed based on the total motion time T, acceleration phase time t1, deceleration phase time t3, and driveshaft speed N. Finally, the theoretical airfoil angle θ is solved using the speed control law. t The theoretical angle of the wing surface is calculated based on the real-time motion time t, and the actual wing surface angle is fed back by the position sensor installed at the wingtip. The fault type is then determined. Experiments are conducted to verify the functional relationship between the theoretical wing surface angle and the actual motion time, and fault injection is performed to verify the correctness of the fault determination. The specific implementation process of this application is further described in detail below with reference to the accompanying drawings.
[0047] Assume that the wing surface motion process includes an acceleration (uniform acceleration) phase, a constant speed phase, and a deceleration (uniform deceleration) phase, and assume that the wing surface angle of the high lift system is directly proportional to the drive shaft stroke (number of revolutions).
[0048] First, design the speed control law. The wing surface motion angle difference Δα = α2 - α1 is calculated based on the initial wing surface angle α1 and the target angle α2. Assume the rotational speed of the drive shaft during the constant-speed phase of the high-lift system is N, in r / s (revolutions per second). The drive shaft travel during the acceleration phase can be calculated based on the acceleration phase time t1 and the proportionality coefficient C between the wing surface angle and the drive shaft travel. Right now We can obtain the wing surface motion angle θ1 = CS1 during the acceleration phase, that is...
[0049] Similarly, the drive shaft travel during the deceleration phase can be calculated based on the deceleration phase time t3 and the proportionality coefficient C between the wing surface angle and the drive shaft travel. Right now We can obtain the wing surface motion angle θ3 = CS3 during the deceleration phase, that is...
[0050] The time for the uniform motion phase (t2) can be calculated from the total motion time (T), the acceleration phase time (t1), and the deceleration phase time (t3) as t2 = T - t1 - t3. The travel of the drive shaft during the uniform motion phase (S2 = Nt2) can be calculated from the time (t2) and the rotational speed (N) during the uniform motion phase, i.e., S2 = N(T - t1 - t3). Therefore, the airfoil motion angle during the uniform motion phase (θ2 = CS2) can be obtained, i.e., θ2 = CN(T - t1 - t3). Simultaneously, the airfoil motion angle during the uniform motion phase (θ2 = Δα - θ1 - θ3) can also be calculated from the airfoil motion angle difference (Δα), the airfoil angle during the acceleration phase (θ1), and the airfoil angle during the deceleration phase (θ3).
[0051] The rotational speed of the drive shaft during the uniform velocity phase can be calculated using the two expressions for the wing surface motion angle.
[0052] Based on the total motion time T, the acceleration phase time t1, the deceleration phase time t3, and the transmission shaft speed N during the uniform motion phase, a velocity control law for the wing surface motion of a high-lift system can be designed, as follows: Figure 2 As shown.
[0053] Then, the theoretical perspective—the time function—is given. For Figure 2 For any given time point t, the integral value between the travel S corresponding to that time point t (i.e., the speed control law curve to the left of that position) and the speed control law curve at x = t; the theoretical airfoil angle θ is derived based on the designed speed control law. t The functional relationship between the wing surface motion and the real-time t is as follows:
[0054]
[0055] From the above airfoil theory angle θ t The functional relationship between the wing surface motion and the real-time time t is plotted as follows: Figure 3 The graph shown is derived from functional relationships and... Figure 3 It can be seen that θ t The relationship between t and t is a quadratic function during the acceleration and deceleration phases, and a linear relationship during the constant velocity phase.
[0056] The above formula calculates the theoretical angle θ of the wing surface using the real-time motion t of the wing surface as the only variable. t The real-time t of the wing surface motion is obtained by setting a timer in the software during the wing surface motion. The theoretical wing surface position θ corresponding to the real-time time t obtained through the above functional relationship is then calculated. t The actual wing surface angle θ fed back by the position sensor mounted on the wingtip b Comparison:
[0057] When |θb -θ t When |≤Δθ, it indicates that the actual angle of the wing surface deviates little from the theoretical angle, and the value fed back by the position sensor is accurate and reliable; further, when θ b -θ t When the angle is less than Δθ, it indicates that the actual angle of the wing surface is much smaller than the theoretical angle, which means that the wing surface is moving slowly. This indicates that the system has an underspeed fault (leading to an asymmetric fault).
[0058] When θ b -θ t When the value is greater than Δθ, it indicates that the actual angle of the wing surface is significantly greater than the theoretical angle, indicating that the wing surface is moving too fast, and the system is judged to have an overspeed fault (leading to an asymmetric fault). When the flap and slat control computer determines that the high lift system has an asymmetric (underspeed or overspeed) fault, it uses the wingtip brake and the power drive device brake to apply emergency braking to the high lift system and hold the wing surface in the current position. The threshold value of Δθ is 0.2 to 2°.
[0059] When the actual angle of the wing surface is much smaller than the theoretical angle, in addition to the possibility of underspeed fault (leading to asymmetric fault), the system may also experience jamming (drive shaft not rotating), disconnection of the drive system, or communication failure of the position sensor.
[0060] The method to distinguish the above four different faults is through different logical judgments, that is, when the actual angle θ of the wing surface... b When the wing surface angle changes during motion but is significantly smaller than the theoretical angle, an underspeed fault is identified in the system. This is because the actual wing surface angle θ... b If the wing surface remains unchanged during movement, a jamming fault is detected in the system. When the transmission line is disconnected, a fault is monitored through a tilt sensor. When the position sensor feedback voltage is zero, a position sensor communication fault is detected.
[0061] For aircraft tests or tests with dual-wing high-lift systems, the method of determining asymmetric faults by comparing the theoretical and actual wing angles is more effective than the method of comparing the differences between left and right symmetrical position sensors in pinpointing whether the fault lies in the left or right wing's high-lift system. For systems with dual-redundant position sensors, the difference between the theoretical and actual wing angles increases system availability; if the value from one sensor channel is unreliable, the value from the other channel can be used. For tests with only a single-wing high-lift system, the difference between the theoretical and actual wing angles can determine underspeed, overspeed, and position sensor accuracy.
[0062] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.
Claims
1. A method for monitoring the position of a high-reliability, high-lift system, characterized in that, include: The drive shaft speed is calculated based on the wing surface motion angle, total motion time, acceleration phase time, deceleration phase time, and the ratio of wing surface angle to drive shaft travel. The speed control law of the system is designed based on the total motion time, acceleration phase time, deceleration phase time, and transmission shaft speed. The theoretical angle of the wing surface and the actual motion time are solved by using a velocity control law. Finally, the theoretical angle of the wing surface is calculated based on the real-time motion time of the wing surface as a variable, and the actual angle of the wing surface is fed back by the position sensor installed at the wingtip, so as to determine the type of fault.
2. The high-reliability, high-lift system position monitoring method according to claim 1, characterized in that, The driveshaft speed is calculated based on the wing surface motion angle, total motion time, acceleration phase time, deceleration phase time, and the ratio of the wing surface angle to the driveshaft travel, including: The wing surface motion angle difference Δα = α2 - α1 is calculated based on the initial wing surface angle α1 and the target angle α2. The rotational speed of the drive shaft during the constant speed phase of the high-lift system is N. The drive shaft travel during the acceleration phase is calculated based on the acceleration phase time t1 and the proportionality coefficient C between the wing surface angle and the drive shaft travel. The wing surface motion angle during the acceleration phase can be obtained. Similarly, the wing surface motion angle during the deceleration phase can be obtained. The time of uniform motion t2 = T - t1 - t3 is calculated based on the total motion time T, the acceleration phase time t1, and the deceleration phase time t3. The travel of the transmission shaft in the uniform motion phase S2 = Nt2 is calculated based on the time of uniform motion phase t2 and the rotational speed N in the uniform motion phase. The angle of motion of the wing surface in the uniform motion phase θ2 = CN(T - t1 - t3) can be obtained. Then the transmission shaft speed during the constant speed phase 3. The high-reliability, high-lift system position monitoring method according to claim 1, characterized in that, The speed control law of the system is divided into three stages: 0~t1, t1~T-t3, and T-t3~T. Among them, 0~t1 is the acceleration stage from 0 to N, t1~T-t3 is the constant speed stage where the speed is maintained at N, and T-t3~T is the deceleration stage from N to 0.
4. The high-reliability, high-lift system position monitoring method according to claim 1, characterized in that, The functional relationship between the theoretical angle of the airfoil and the actual motion time is solved by the velocity control law, specifically expressed as: Where t is the real-time time of the wing surface motion, C is the proportionality coefficient between the wing surface angle and the drive shaft travel, N is the drive shaft speed during the uniform motion phase, t1 and t3 are the acceleration and deceleration phase times, T is the total motion time, and θ is the total motion time. t This is the theoretical angle of the wing surface.
5. The high-reliability, high-lift system position monitoring method according to claim 4, characterized in that, The real-time time t of the wing surface motion is obtained by setting a timer in the software during the wing surface motion process.
6. The high-reliability, high-lift system position monitoring method according to claim 1, characterized in that, The types of fault diagnosis include: The theoretical airfoil position θ corresponding to the real-time time t obtained through the functional relationship. t The actual wing surface angle θ fed back by the position sensor mounted on the wingtip b Comparison: When |θ b -θ t When |≤Δθ, it indicates that the actual angle of the wing surface deviates little from the theoretical angle, and the value fed back by the position sensor is accurate and reliable. When θ b -θ t When the angle is greater than Δθ, it indicates that the actual angle of the wing surface is much greater than the theoretical angle, and the wing surface is moving too fast, indicating that the system has an overspeed fault. When the flap and slat control computer determines that the high lift system has an asymmetric fault, it uses the wingtip brake and the power drive device brake to apply emergency braking to the high lift system and hold the wing surface in the current position.
7. The high-reliability, high-lift system position monitoring method according to claim 6, characterized in that, The threshold Δθ ranges from 0.2 to 2°.
8. The high-reliability, high-lift system position monitoring method according to claim 6, characterized in that, When b -θ t <When, the actual angle of the wing surface is smaller than the theoretical angle, the movement of the wing surface is slower, the judgment system appears to have a low-speed fault.
9. The high-reliability, high-lift system position monitoring method according to claim 8, characterized in that, When the actual angle of the wing surface is significantly smaller than the theoretical angle: Such as the actual angle θ of the wing surface b If the actual angle of the wing surface changes during its motion but is significantly smaller than the theoretical angle, the system is considered to have an underspeed fault. For example, if the actual wing surface angle θ... b If the wing surface does not change during movement, a stuck fault is detected in the system. For example, if the transmission line is disconnected, the fault is monitored by the tilt sensor. When the position sensor feedback voltage is zero, a communication fault of the position sensor is detected.
10. A terminal device, comprising a processor, a memory, and a computer program stored in the memory; characterized in that, When the processor executes the computer program, it implements the steps of the high-reliability high-lift system position monitoring method according to any one of claims 1-9.