Force application connection control method and device for avoiding takeoff, running and yawing

Abstract

The invention belongs to the technical field of engine control, and particularly relates to a force application switch-on control method and device for avoiding takeoff, running and yawing, and the method comprises the steps: S1, under the conditions of initialization, parking and power-off and power-on of a controller, setting a force application automatic throttling signal to be invalid, and entering a control logic when a wheel load signal is the ground; s2, under the control logic, when the stress application connection condition is met, the stress application automatic throttling signal of the aero-engine is set to be invalid; when the force application automatic throttling signal of the other aero-engine received by the hard wire between the two aero-engines is invalid, the force application of the aero-engine is switched on, and the force application automatic throttling signal is set to be valid, otherwise, the force application is forbidden to be switched on; and S3, when the engine is connected for force application, the control logic is quitted. The safety accident that the aircraft rushes out of the runway due to the thrust difference of the two engines is avoided, and takeoff safety is guaranteed.

Description

Technical Field

[0001] The present application belongs to the field of engine control technology, and in particular, relates to a method and device for controlling afterburner connection to avoid takeoff roll yaw. Background Art

[0002] At present, most twin-engine aircraft do not have measures to avoid yaw during the takeoff roll phase. When one of the engines has a problem, such as afterburner not being connected, the engine is used in a descent state after a failure, etc., the other engine is not handled accordingly. Given the limited takeoff runway, the large difference in thrust between the two engines may cause the aircraft to yaw and run off the runway, and other safety accidents;

[0003] In addition, some engines are equipped with an "automatic throttling during afterburner" function, which means that when one engine has a problem, the other engine is restricted from entering the afterburner state to avoid yaw problems caused by the large difference between the two engines. However, most of them are set at a large Mach number because it is necessary to simultaneously meet the demand for dual-engine thrust difference at a small Mach number. As a result, the other engine is not restricted from afterburner during the takeoff roll phase. Summary of the invention

[0004] In order to solve the above problems, the present application provides a method and device for controlling afterburner connection to avoid takeoff roll yaw, so as to solve the problem that one engine cannot connect to afterburner, while the other engine connects to afterburner normally, causing the aircraft to yaw and run off the runway.

[0005] In a first aspect, the present application provides a booster connection control method for avoiding takeoff roll yaw, which is applied to each aircraft engine in a twin-engine aircraft. The method mainly comprises:

[0006] Step S1, in the initial, parking and controller power-off and power-on conditions, the boost automatic throttling signal is set to invalid, and when the boost automatic throttling signal is invalid and the wheel load signal is ground, the control logic is entered;

[0007] Step S2: Under the control logic, perform the following steps:

[0008] Step S21, when the aircraft engine is in an idle state or above and does not meet the afterburner connection condition and is not in the afterburner state, the afterburner automatic throttling signal of the aircraft engine is set to be valid;

[0009] Step S22: when the afterburner connection condition is met, the afterburner automatic throttling signal of the aircraft engine is set to be invalid;

[0010] Step S23, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line between the two aircraft engines is invalid, the afterburner of the aircraft engine is turned on and the afterburner automatic throttling signal is set to be valid; conversely, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line is valid, the highest state of the aircraft engine is limited to not exceed the intermediate state, and the afterburner is prohibited from being turned on;

[0011] Step S3: When the engine is powered on, exit the control logic.

[0012] Preferably, step S3 further comprises: acquiring a wheel-borne signal, and when the wheel-borne signal is in the air, exiting the control logic.

[0013] Preferably, step S3 further includes: obtaining the connection status between the twin-engine equipped aircraft and the ground inspection instrument, and exiting the control logic when the twin-engine equipped aircraft is connected to the ground inspection instrument or receives a ground start-up instruction issued by the ground inspection instrument.

[0014] The second aspect of the present application provides a booster connection control device for avoiding takeoff run yaw, which is installed on each aircraft engine of a twin-engine aircraft. The control device mainly includes:

[0015] The control logic entry module is used to set the boost auto-throttle signal to be invalid in the initialization, parking and controller power-off and power-on situations, and to enter the control logic when the boost auto-throttle signal is invalid and the wheel load signal is ground;

[0016] A control module, used to execute control logic, the control module includes:

[0017] The afterburner preparation state determination unit is used to set the afterburner automatic throttling signal of the aircraft engine to be valid when the aircraft engine is in an idle state or above and does not meet the afterburner connection conditions and is not in the afterburner state;

[0018] The engine afterburner connection condition determination unit is used to set the afterburner automatic throttling signal of the aircraft engine to be invalid when the afterburner connection condition is met;

[0019] a dual-engine afterburner connection condition determination unit, configured to, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line between the two aircraft engines is invalid, connect the afterburner of the aircraft engine and set the afterburner automatic throttling signal to be valid; conversely, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line is valid, limit the highest state of the aircraft engine to not exceed the intermediate state, and prohibit the connection of afterburner;

[0020] The control logic exit module is used to exit the control logic when the engine is powered on.

[0021] Preferably, the control logic exit module further includes a wheel load-based control logic exit unit, which is used to obtain a wheel load signal and exit the control logic when the wheel load signal is in the air.

[0022] Preferably, the control logic exit module also includes a control logic exit unit based on ground test running, which is used to obtain the connection status between the twin-engine equipped aircraft and the ground inspection instrument, and exit the control logic when the twin-engine equipped aircraft is connected to the ground inspection instrument or receives a ground start-up command issued by the ground inspection instrument.

[0023] While ensuring that "the demand for using dual-engine thrust difference at small Mach numbers is met", this application can effectively avoid the yaw problem caused by the thrust difference between the two engines during the takeoff and rolling phase of a twin-engine aircraft, avoid safety accidents such as the aircraft running off the runway due to the thrust difference between the two engines, and ensure takeoff safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 The present invention is a flow chart of a preferred embodiment of a booster-on control method for avoiding takeoff roll yaw. DETAILED DESCRIPTION

[0025] 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.

[0026] In a first aspect, the present application provides a method for controlling afterburner connection to avoid takeoff run yaw, which is applied to each aircraft engine in a twin-engine aircraft, such as Figure 1 As shown, it mainly includes:

[0027] Step S1, in the initial, parking and controller power-off and power-on conditions, the boost automatic throttling signal is set to invalid, and when the boost automatic throttling signal is invalid and the wheel load signal is ground, the control logic is entered;

[0028] Step S2: Under the control logic, perform the following steps:

[0029] Step S21, when the aircraft engine is in an idle state or above and does not meet the afterburner connection condition and is not in the afterburner state, the afterburner automatic throttling signal of the aircraft engine is set to be valid;

[0030] Step S22: when the afterburner connection condition is met, the afterburner automatic throttling signal of the aircraft engine is set to be invalid;

[0031] Step S23, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line between the two aircraft engines is invalid, the afterburner of the aircraft engine is turned on and the afterburner automatic throttling signal is set to be valid; conversely, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line is valid, the highest state of the aircraft engine is limited to not exceed the intermediate state, and the afterburner is prohibited from being turned on;

[0032] Step S3: When the engine is powered on, exit the control logic.

[0033] For twin-engine aircraft, a hard line is generally provided to connect the two aircraft engines to each other. If there is no bus communication between the two aircraft engines, the hard line can be used to realize signal transmission, which can reduce the modification of aircraft cables and engine controllers, etc. Based on this, in step S2, the present application transmits the afterburner automatic throttling signal to each other through the hard line, so that one of the engines can perform afterburner control of the aircraft engine according to the afterburner status of the other engine, hereinafter referred to as the control logic, to avoid the problem of aircraft takeoff yaw.

[0034] In step S1, the conditions for entering the control logic of this application are first determined, that is, in the initial, parking, and controller power-off and power-on conditions, the variable JLFlag is set to 0 to indicate that the "afterburner automatic throttling" signal of this aircraft engine is invalid, and at the same time, the wheel load signal must be on the ground, indicating that it is ready to enter the control logic at this time. Then in step S21, when the aircraft engine is in the slow speed state or above, it indicates that the aircraft is ready to take off. At this time, before afterburner is applied, the variable JLFlag is set to 1 and wait for afterburner.

[0035] In step S22, when the afterburner connection condition is met, the afterburner automatic throttling signal of this aircraft engine is set to invalid, and the signal will be sent to the other engine to indicate that there is no problem with this aircraft engine and the other engine does not need throttling. At this time, if the other aircraft engine does not need throttling either, afterburner can be performed normally, that is, in step S23, when the afterburner automatic throttling signal received from the other aircraft engine through the hard line is invalid, the aircraft engine starts to connect afterburner according to normal logic, including fuel supply and ignition. On the contrary, if the afterburner automatic throttling signal received from the other aircraft engine is valid, single engine afterburner cannot be performed, that is, the highest state of this aircraft engine needs to be limited not to exceed the intermediate state, and the engine is not allowed to connect afterburner, fuel supply, and ignition.

[0036] It should also be noted that, given that the pilot will in most cases only turn on the afterburner once during the takeoff roll, that is, the engine will take off directly if there is no problem, or the takeoff will be terminated directly if there is a problem, it can be set that after turning on the afterburner once, the control logic proposed in this application will no longer be executed, that is, in step S23, if the aircraft engine starts to turn on the afterburner according to normal logic, the variable JLFlag needs to be reset to 1 to meet the use requirements of the dual-engine thrust difference at a small Mach number.

[0037] In some optional implementations, step S3 further includes: acquiring a wheel-borne signal, and when the wheel-borne signal is in the air, exiting the control logic.

[0038] In this embodiment, in order to prevent the pilot from taking off in the intermediate state or below, an exit logic based on the wheel-borne signal is added, that is, when the wheel-borne signal is in the air, the control logic proposed in this application is directly exited.

[0039] In some optional embodiments, step S3 further includes: obtaining the connection status between the twin-engine equipped aircraft and the ground inspection instrument, and exiting the control logic when the twin-engine equipped aircraft is connected to the ground inspection instrument or receives a ground start-up command issued by the ground inspection instrument.

[0040] In this embodiment, in order to allow a single engine to enter afterburner during ground tests in the field, the functions of "connecting to a ground inspection instrument", "receiving a ground start-up command from a ground inspection instrument" and not executing this control logic in "a state below slow speed" are added, i.e., the automatic throttling signal of the afterburner of this aircraft engine is set to invalid.

[0041] While ensuring that "the need for dual-engine thrust difference at small Mach numbers is met", this application can effectively avoid the yaw problem caused by the thrust difference between the two engines during the takeoff and roll phase of a twin-engine aircraft, and avoid safety accidents such as the aircraft running off the runway due to the thrust difference between the two engines.

[0042] In a second aspect, the present application provides a booster connection control device for avoiding takeoff run yaw corresponding to the above method, which is installed on each aircraft engine of a twin-engine aircraft, and the control device comprises:

[0043] The control logic entry module is used to set the boost auto-throttle signal to be invalid in the initialization, parking and controller power-off and power-on situations, and to enter the control logic when the boost auto-throttle signal is invalid and the wheel load signal is ground;

[0044] A control module, used to execute control logic, the control module includes:

[0045] The afterburner preparation state determination unit is used to set the afterburner automatic throttling signal of the aircraft engine to be valid when the aircraft engine is in an idle state or above and does not meet the afterburner connection conditions and is not in the afterburner state;

[0046] The engine afterburner connection condition determination unit is used to set the afterburner automatic throttling signal of the aircraft engine to be invalid when the afterburner connection condition is met;

[0047] a dual-engine afterburner connection condition determination unit, configured to, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line between the two aircraft engines is invalid, connect the afterburner of the aircraft engine and set the afterburner automatic throttling signal to be valid; conversely, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line is valid, limit the highest state of the aircraft engine to not exceed the intermediate state, and prohibit the connection of afterburner;

[0048] The control logic exit module is used to exit the control logic when the engine is powered on.

[0049] In some optional implementations, the control logic exit module further includes a wheel-load-based control logic exit unit, which is used to obtain a wheel-load signal, and exit the control logic when the wheel-load signal is in the air.

[0050] In some optional embodiments, the control logic exit module also includes a control logic exit unit based on ground test running, which is used to obtain the connection status between the twin-engine equipped aircraft and the ground inspection instrument, and exit the control logic when the twin-engine equipped aircraft is connected to the ground inspection instrument or receives a ground start-up command issued by the ground inspection instrument.

[0051] 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 method for controlling afterburner engagement to avoid takeoff roll yaw, applied to each aircraft engine in a twin-engine aircraft, characterized in that: The method comprises: Step S1, in the initial, parking and controller power-off and power-on conditions, the boost automatic throttling signal is set to invalid, and when the boost automatic throttling signal is invalid and the wheel load signal is ground, the control logic is entered; Step S2: Under the control logic, perform the following steps: Step S21, when the aircraft engine is in an idle state or above and does not meet the afterburner connection condition and is not in the afterburner state, the afterburner automatic throttling signal of the aircraft engine is set to be valid; Step S22: when the afterburner connection condition is met, the afterburner automatic throttling signal of the aircraft engine is set to be invalid; Step S23, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line between the two aircraft engines is invalid, the afterburner of the aircraft engine is turned on and the afterburner automatic throttling signal is set to be valid; conversely, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line is valid, the highest state of the aircraft engine is limited to not exceed the intermediate state, and the afterburner is prohibited from being turned on; Step S3: When the engine is powered on, exit the control logic.

2. The booster-on control method for avoiding takeoff roll yaw according to claim 1, characterized in that: Step S3 further includes: obtaining a wheel-loaded signal, and when the wheel-loaded signal is in the air, exiting the control logic.

3. The booster-on control method for avoiding takeoff roll yaw according to claim 1, characterized in that: Step S3 further includes: obtaining the connection status between the twin-engine equipped aircraft and the ground inspection instrument, and exiting the control logic when the twin-engine equipped aircraft is connected to the ground inspection instrument or receives a ground start-up instruction issued by the ground inspection instrument.

4. A booster connection control device for avoiding takeoff run yaw, installed on each aircraft engine of a twin-engine aircraft, characterized in that: The control device comprises: The control logic entry module is used to set the boost auto-throttle signal to be invalid in the initialization, parking and controller power-off and power-on situations, and to enter the control logic when the boost auto-throttle signal is invalid and the wheel load signal is on the ground; A control module, used to execute control logic, the control module comprising: The afterburner preparation state determination unit is used to set the afterburner automatic throttling signal of the aircraft engine to be valid when the aircraft engine is in an idle state or above and does not meet the afterburner connection conditions and is not in the afterburner state; The engine afterburner connection condition determination unit is used to set the afterburner automatic throttling signal of the aircraft engine to be invalid when the afterburner connection condition is met; a dual-engine afterburner connection condition determination unit, configured to, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line between the two aircraft engines is invalid, connect the afterburner of the aircraft engine and set the afterburner automatic throttling signal to be valid; conversely, when the afterburner automatic throttling signal of the other aircraft engine received through the hard line is valid, limit the highest state of the aircraft engine to not exceed the intermediate state, and prohibit the connection of afterburner; The control logic exit module is used to exit the control logic when the engine is powered on.

5. The booster-on control device for avoiding takeoff rolling yaw as claimed in claim 4, characterized in that: The control logic exit module also includes a wheel load-based control logic exit unit, which is used to obtain a wheel load signal and exit the control logic when the wheel load signal is in the air.

6. The booster-on control device for avoiding takeoff rolling yaw as claimed in claim 4, characterized in that: The control logic exit module also includes a control logic exit unit based on ground test, which is used to obtain the connection status between the twin-engine equipped aircraft and the ground inspection instrument, and exit the control logic when the twin-engine equipped aircraft is connected to the ground inspection instrument or receives a ground start-up command issued by the ground inspection instrument.

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