A method and device for controlling afterburner engagement to avoid takeoff and rolling yaw

Abstract

The present application belongs to the field of engine control technology, and particularly relates to a method and device for controlling afterburner connection to avoid takeoff roll yaw. The method comprises: step S1, in the initial, parking, and controller power-off and power-on conditions, setting the afterburner automatic throttle signal to invalid, and entering the control logic when the wheel load signal is ground; step S2, under the control logic, when the afterburner connection condition is met, setting the afterburner automatic throttle signal of the aircraft engine to invalid; when the afterburner automatic throttle signal of the other aircraft engine received through the hard line between the two aircraft engines is invalid, connecting the afterburner of the aircraft engine and setting the afterburner automatic throttle signal to valid; otherwise, prohibiting the connection of afterburner; step S3, when the engine is connected to afterburner, exiting the control logic. The present application avoids safety accidents such as aircraft running off the runway due to the difference in thrust between the two engines, thereby ensuring takeoff safety.

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 and rolling yaw. Background Art

[0002] Currently, most twin-engine aircraft do not have measures to prevent yaw during takeoff. When one engine experiences a problem, such as afterburner failure or use in a descent mode after a failure, the other engine is not properly addressed. Given limited takeoff runways, the large difference in thrust between the two engines could lead to a yaw and runway error, resulting in 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. This operating condition results in no afterburner restriction on the other engine 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 method for controlling afterburner engagement to avoid 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 state, during parking, and when the controller is powered on or off, the boost auto-throttle signal is set to be invalid, and when the boost auto-throttle signal is invalid and the wheel load signal is on the 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 at an idle state or above, does not meet the afterburner connection condition, and is not in the afterburner state, setting the afterburner automatic throttling signal of the aircraft engine 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 auto-throttle signal from the other aircraft engine received via the hardwire between the two aircraft engines is invalid, the afterburner of the current aircraft engine is engaged and the afterburner auto-throttle signal is enabled. Conversely, when the afterburner auto-throttle signal from the other aircraft engine received via the hardwire is enabled, the maximum state of the current aircraft engine is limited to no more than an intermediate state, and engagement of afterburner is prohibited.

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

[0012] Preferably, step S3 further includes: obtaining 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 of 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] A second aspect of the present application provides a booster engagement control device for preventing takeoff roll 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 on the ground;

[0016] A control module, configured to execute control logic, comprising:

[0017] an afterburner preparation state determination unit, configured to enable an afterburner automatic throttling signal of the aircraft engine when the aircraft engine is at an idle state or above, does not meet afterburner engagement conditions, and is not in an 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 engagement condition determination unit configured to, when the afterburner auto-throttle signal from the other aircraft engine received via a hardwire between the two aircraft engines is invalid, engage afterburner on the aircraft engine itself and set the afterburner auto-throttle signal to valid; and conversely, when the afterburner auto-throttle signal from the other aircraft engine received via the hardwire is valid, limit the maximum state of the aircraft engine itself to no more than an intermediate state and prohibit engagement 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, which is used to obtain the connection status of 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 instruction issued by the ground inspection instrument.

[0023] While ensuring that "the need for dual-engine thrust difference is met at a small Mach number", 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 provides 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 solutions and advantages of the implementation of this application clearer, the technical solutions in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. In the drawings, the same or similar numbers 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 should not 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 conjunction with the drawings.

[0026] The first aspect of the present application provides a method for controlling afterburner engagement to avoid takeoff 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 state, during parking, and when the controller is powered on or off, the boost auto-throttle signal is set to be invalid, and when the boost auto-throttle signal is invalid and the wheel load signal is on the 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 at an idle state or above, does not meet the afterburner connection condition, and is not in the afterburner state, setting the afterburner automatic throttling signal of the aircraft engine 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 auto-throttle signal from the other aircraft engine received via the hardwire between the two aircraft engines is invalid, the afterburner of the current aircraft engine is engaged and the afterburner auto-throttle signal is enabled. Conversely, when the afterburner auto-throttle signal from the other aircraft engine received via the hardwire is enabled, the maximum state of the current aircraft engine is limited to no more than an intermediate state, and engagement of afterburner is prohibited.

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

[0033] For twin-engine aircraft, a hard line is generally set up 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 changes to the aircraft cables and engine controllers. 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 control the afterburner 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. At the same time, it is necessary to meet the wheel load signal is 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, if the afterburner engagement conditions are met, the afterburner auto-throttle signal for the current aircraft engine is deactivated. This signal is then sent to the other engine, indicating that the current aircraft engine is operating normally and that the other engine does not require throttling. If the other aircraft engine also does not require throttling, afterburner can proceed normally. Specifically, in step S23, if the afterburner auto-throttle signal received via hardwire from the other aircraft engine is deactivated, the aircraft engine begins afterburner engagement according to normal logic, including fuel supply and ignition. Conversely, if the afterburner auto-throttle signal from the other aircraft engine is activated, single-engine afterburner engagement is disabled. This means that the current aircraft engine's maximum state must be limited to no more than an intermediate state, preventing afterburner engagement without fuel supply or 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 requirement 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 exiting the control logic when the wheel-borne signal is in the air.

[0038] In this embodiment, in order to prevent the pilot from taking off in the intermediate or lower states, 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 instruction 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 the ground inspection instrument", "receiving the ground start-up command issued by the ground inspection instrument" and not executing this control logic in the "situation below slow speed" are added, that is, 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 is met at a small Mach number", 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, 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 engagement control device for avoiding takeoff roll yaw, corresponding to the above-mentioned method, which is installed on each aircraft engine of a twin-engine aircraft. The control device includes:

[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 on the ground;

[0044] A control module, configured to execute control logic, comprising:

[0045] an afterburner preparation state determination unit, configured to enable an afterburner automatic throttling signal of the aircraft engine when the aircraft engine is at an idle state or above, does not meet afterburner engagement conditions, and is not in an 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 engagement condition determination unit configured to, when the afterburner auto-throttle signal from the other aircraft engine received via a hardwire between the two aircraft engines is invalid, engage afterburner on the aircraft engine itself and set the afterburner auto-throttle signal to valid; and conversely, when the afterburner auto-throttle signal from the other aircraft engine received via the hardwire is valid, limit the maximum state of the aircraft engine itself to no more than an intermediate state and prohibit engagement 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 configured 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, which is used to obtain the connection status of 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 description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling afterburner engagement to avoid takeoff yaw, applied to each aircraft engine in a twin-engine aircraft, characterized in that: The method comprises: Step S1: In the initial state, during parking, and when the controller is powered on or off, the boost auto-throttle signal is set to be invalid, and when the boost auto-throttle signal is invalid and the wheel load signal is on the ground, the control logic is entered; Step S2: Under the control logic, perform the following steps: Step S21: When the aircraft engine is at an idle state or above, does not meet the afterburner connection condition, and is not in the afterburner state, setting the afterburner automatic throttling signal of the aircraft engine 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 auto-throttle signal from the other aircraft engine received via the hardwire between the two aircraft engines is invalid, the afterburner of the current aircraft engine is engaged and the afterburner auto-throttle signal is enabled. Conversely, when the afterburner auto-throttle signal from the other aircraft engine received via the hardwire is enabled, the maximum state of the current aircraft engine is limited to no more than an intermediate state, and engagement of afterburner is prohibited. Step S3: When the engine is powered on, exit the control logic.

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

3. The afterburner-on control method for avoiding takeoff 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 engagement control device for avoiding takeoff roll yaw, installed on each aircraft engine of a twin-engine aircraft, characterized in that: The control device includes: 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, configured to execute control logic, comprising: an afterburner preparation state determination unit, configured to enable an afterburner automatic throttling signal of the aircraft engine when the aircraft engine is at an idle state or above, does not meet afterburner engagement conditions, and is not in an 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 engagement condition determination unit configured to, when the afterburner auto-throttle signal from the other aircraft engine received via a hardwire between the two aircraft engines is invalid, engage afterburner on the aircraft engine itself and set the afterburner auto-throttle signal to valid; and conversely, when the afterburner auto-throttle signal from the other aircraft engine received via the hardwire is valid, limit the maximum state of the aircraft engine itself to no more than an intermediate state and prohibit engagement 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 yaw according to claim 4, characterized in that: 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.

6. The booster-on control device for avoiding takeoff yaw according to 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 of 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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