Method for calculating angle of attack correction, stall protection method and stall protection system

Abstract

The invention relates to a method for calculating attack angle correction, a stall protection method and a stall protection system. The method for calculating the attack angle correction comprises the following steps: 1, judging whether a lateral overload value needs to be corrected based on a left side local attack angle value, a right side local attack angle value and the lateral overload value, and when a difference value obtained by subtracting the right side local attack angle value from the left side local attack angle value is greater than 0, if the lateral overload value is greater than or equal to 0, judging whether the lateral overload value needs to be corrected; if the lateral overload value is greater than 0, the lateral overload value is not corrected, and if the lateral overload value is less than 0, the lateral overload value is corrected, and if the difference between the right local angle-of-attack value and the left local angle-of-attack value is less than or equal to 0, the lateral overload value is not corrected if the lateral overload value is less than or equal to 0, and if the lateral overload value is greater than 0, the lateral overload value is not corrected if the lateral overload value is less than or equal to 0. If yes, correcting the lateral overload value; and 2, calculating the angle-of-attack correction by using the lateral overload value.

Description

Technical Field

[0001] The present invention relates to a method for calculating an angle of attack correction, which is used in a stall protection system of an aircraft and can prevent the aircraft from entering an unsafe state of stall. The present invention also relates to a stall protection method and a stall protection system. The present invention belongs to the field of flight control systems. Background Art

[0002] During flight, the angle of attack is closely related to the lift and drag of the aircraft. Within a certain range, the greater the angle of attack, the greater the lift coefficient and drag coefficient. However, when the angle of attack exceeds a certain value (called the critical angle of attack), the lift coefficient and drag coefficient decrease instead, and the aircraft may stall.

[0003] The stall protection system is a control system that provides civil aircraft with a way to avoid entering an unsafe stall state. When the actual angle of attack approaches the critical angle of attack and the aircraft is in danger of stalling, the stall protection system is triggered and sends out various forms of warning signals.

[0004] The angle of attack sensor is a device that measures the angle of attack of an aircraft. The angle of attack sensor measures the angle of attack in a local area by sensing the direction of the surrounding flow field and sends the angle of attack signal to the relevant system. The output of the angle of attack sensor is converted into the actual angle of attack of the aircraft after compensation calculation.

[0005] Since the free airflow around a moving object is disturbed, the flow field around the angle of attack sensor cannot truly reflect the actual angle of attack of the aircraft. This type of error is mainly determined by the installation position of the angle of attack sensor.

[0006] In the prior art, as the sideslip angle of the aircraft increases, the difference in the measured values ​​of the local angle of attack sensors on the left and right sides of the aircraft will become larger, so the installation position of the angle of attack sensor is sensitive to the sideslip angle. It is very difficult to find a position with low sideslip angle sensitivity and high accuracy. The sideslip angle can only be measured by the sideslip angle sensor, and then the impact of the sideslip angle is reduced by the simulation formula and the true angle of attack of the aircraft is calculated.

[0007] However, it is difficult for existing sideslip angle sensors to collect sideslip angle data, and the sampling rate and accuracy are low. Triggering stall protection only by collecting flight parameter signals may reduce the safety of the aircraft and may cause misjudgment by the pilot.

[0008] Therefore, there is an urgent need to propose a stall protection method, which has a reduced sideslip angle sensitivity of the angle of attack signal, thereby improving the accuracy of the angle of attack signal to improve the safety of the aircraft. Summary of the invention

[0009] In view of the above problems in the prior art, an object of the present invention is to provide a method for calculating an angle of attack correction, a stall protection method and a stall protection system, which can effectively reduce the error caused by the sensitivity of the sideslip angle.

[0010] In a first example of the method for calculating the angle of attack correction according to the present invention, the method comprises: a first step of judging whether the lateral overload value needs to be corrected based on the left local angle of attack value, the right local angle of attack value and the lateral overload value, wherein when the difference between the left local angle of attack value and the right local angle of attack value is greater than 0, if the lateral overload value is greater than or equal to 0, the lateral overload value is not corrected, and if the lateral overload value is less than 0, the lateral overload value is corrected, and wherein, when the difference between the right local angle of attack value and the left local angle of attack value is less than or equal to 0, if the lateral overload value is less than or equal to 0, the lateral overload value is not corrected, and if the lateral overload value is greater than 0, the lateral overload value is corrected; a second step of calculating the angle of attack correction based on the lateral overload value. The stall protection system according to the present invention corrects the left local angle of attack value and the right local angle of attack value based on the lateral overload value. Compared with the sideslip angle signal of the sideslip angle sensor, the lateral overload signal of the corresponding sensor is more reliable, so the system reliability is high.

[0011] In the second example of the method for calculating the angle of attack correction, the first example is optionally included, and the method for calculating the angle of attack correction also includes a third step of determining whether the angle of attack correction needs to be corrected. First, the absolute value of the difference between the left local angle of attack value or the right local angle of attack value and the average value of the left local angle of attack value and the right local angle of attack value is taken as the first absolute value, and wherein, when the absolute value of the angle of attack correction is less than or equal to the first absolute value, the angle of attack correction is not corrected, and wherein, when the absolute value of the angle of attack correction is greater than the first absolute value, the angle of attack correction is corrected, the sign of the angle of attack correction is maintained, and the correction is made so that the absolute value of the angle of attack correction is equal to the first absolute value.

[0012] In a third example of the method for calculating the angle of attack correction, one or more of the first example and the second example may be optionally included. In a first step, when the difference between the left local angle of attack value and the right local angle of attack value is greater than 0, if the lateral overload value is less than 0, the lateral overload value is corrected, specifically, the lateral overload value is set to 0; and when the difference between the right local angle of attack value and the left local angle of attack value is less than or equal to 0, if the lateral overload value is greater than 0, the lateral overload value is corrected, specifically, the lateral overload value is set to 0.

[0013] In the fourth example of the method for calculating the angle of attack correction, one or more of the first to third examples may be optionally included, and the first step also includes: sensing the lateral overload of the aircraft with a corresponding sensor, and processing the signal of the corresponding sensor, specifically performing low-pass filtering, to obtain a lateral overload value.

[0014] In a fifth example of the method for calculating the angle of attack correction, one or more of the first to fourth examples may be optionally included, and the first step also includes: determining whether it is necessary to correct the lateral overload value, wherein when the absolute value of the lateral overload value is less than or equal to a preset lateral overload threshold value, the lateral overload value is not corrected, and wherein, when the absolute value of the lateral overload value is greater than the lateral overload threshold value, the lateral overload value is corrected, the positive and negative signs of the lateral overload value are maintained, and the correction is made so that the absolute value of the lateral overload value is equal to the lateral overload threshold value.

[0015] In the sixth example of the method for calculating the angle of attack correction, one or more of the first to fifth examples may be optionally included. In the second step, the angle of attack correction is calculated using a first formula based on a lateral overload value, wherein the first formula is Δα LOCAL =(CY2xNy 2 )+(CY1xNy 1 )+CY0, wherein CY2, CY1, CY0 are the preset quadratic correction coefficient, linear correction coefficient and constant correction coefficient.

[0016] In the seventh example of the method for calculating the angle of attack correction, one or more of the first to sixth examples are optionally included, and in the second step also includes: a quadratic correction coefficient, a linear correction coefficient and a constant correction coefficient are calculated based on flight parameters and influencing factors, wherein the influencing factors include speed, weight, aerodynamic derivatives, center of gravity, and the flight parameters are sensed by corresponding sensors, and wherein the flight parameters include Mach number, flap and slat position, icing conditions, fault conditions, and preset flight parameters.

[0017] A stall protection method according to the present invention is used in a stall protection system, comprising: a step of sensing flight parameters of an aircraft with corresponding sensors, and calculating a stick shaker stall protection angle of attack value and a stick pusher stall protection angle of attack value based on the flight parameters, wherein the flight parameters include Mach number, flap and slat position, icing condition, and fault condition; b step of sensing a left local angle of attack and a right local angle of attack of the aircraft with corresponding sensors, and processing signals of the corresponding sensors to obtain a left local angle of attack value and a right local angle of attack value, and judging whether it is necessary to correct the left local angle of attack value and the right local angle of attack value, wherein when the absolute value of the difference between the left local angle of attack value and the right local angle of attack value is less than or equal to a preset angle of attack difference threshold value, the left local angle of attack value and the right local angle of attack value are not corrected, and wherein when the absolute value of the difference between the left local angle of attack value and the right local angle of attack value is greater than the angle of attack difference threshold value, according to the calculation method according to one aspect of the present invention, The method for calculating the angle of attack correction is used to calculate the angle of attack correction, and the angle of attack correction is used to correct the left local angle of attack value and the right local angle of attack value; and step c, based on the stick shaker stall protection angle of attack value, the push rod stall protection angle of attack value, the left local angle of attack value and the right local angle of attack value to execute the stall protection logic, the stall protection logic includes the stick shaker logic and the push rod logic, wherein, when any one of the left local angle of attack value and the right local angle of attack value is greater than or equal to the stick shaker stall protection angle of attack value, the stick shaker logic is triggered, wherein, when the left local angle of attack value and the right local angle of attack value are both less than the stick shaker stall protection angle of attack value, the stick shaker logic is not triggered, and after the stick shaker logic is triggered on both sides, it is determined whether to trigger the push rod logic: wherein, when the average value of the left local angle of attack value and the right local angle of attack value is greater than or equal to the push rod stall protection angle of attack value, the push rod logic is triggered, and wherein, when the average value of the left local angle of attack value and the right local angle of attack value is less than the push rod stall protection angle of attack value, the push rod logic is not triggered.

[0018] A stall protection system according to the present invention comprises a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method for calculating an angle of attack correction according to one aspect of the present invention and / or the steps of the stall protection method according to one aspect of the present invention.

[0019] A stall protection system according to the present invention comprises a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method according to one aspect of the present invention.

[0020] The stall protection method of the present invention can effectively reduce the error caused by the sensitivity of the sideslip angle, and can solve the problem of low measurement accuracy of the sideslip angle sensor. The angle of attack correction logic architecture is simple, and the signals used for calculation are relatively small, so the calculation is fast. In addition, compared with the sideslip angle signal of the sideslip angle sensor, the lateral overload signal of the corresponding sensor is more reliable, so the system reliability is high. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to describe the implementation of the above and other features of the present invention, a more particular description of the invention briefly described above will be presented with reference to the exemplary embodiments of the invention shown in the accompanying drawings. It will be understood that these drawings only depict exemplary embodiments of the invention and should not be considered as limiting the scope thereof. The invention will be described and explained through the use of the accompanying drawings and with additional features and details. In the drawings:

[0022] Figure 1 is a logic block diagram of a stall protection system according to an embodiment of the present invention;

[0023] Figure 2 is based on Figure 1 Logic block diagram of the method for calculating the angle of attack correction of the stall protection system. DETAILED DESCRIPTION

[0024] As used herein, the terms "comprising," "having," "including," and variations thereof are intended to serve as open-ended transitional phrases, terms or words requiring the presence of specified elements / steps and also allowing for the presence of other elements / steps.

[0025] In the present invention, unless explicitly stated to the contrary, the terms "first", "second", etc. are not intended to indicate any difference in order, position, quantity or importance, but are merely used as labels to distinguish different positions and steps, to distinguish one element, component, region and / or step from another element, component, region and / or step.

[0026] The present invention will be further described below in conjunction with specific embodiments and drawings. More details are elaborated in the following description to facilitate a full understanding of the present invention. However, the present invention can obviously be implemented in a variety of other ways different from the description herein. Those skilled in the art can make similar generalizations and deductions based on actual application situations without violating the connotation of the present invention. Therefore, the protection scope of the present invention should not be limited by the content of this specific embodiment.

[0027] Figure 1 The following schematically shows a logic block diagram of a stall protection system according to an embodiment of the present invention.

[0028] In a non-limiting example, the stall protection system of the present invention calculates the stick-shaker stall protection angle of attack value αs and the push-rod stall protection angle of attack value α at step 10. P .

[0029] At step 11, the aircraft of the present invention senses parameters related to the flight state of the aircraft through corresponding sensors, which are referred to as flight parameters herein, including but not limited to Mach number and configuration state of the aircraft, such as flap and slat position, icing conditions, and fault conditions.

[0030] At step 12, the main control processor of the aircraft of the present invention can calculate and obtain the corresponding stick-shaker stall protection angle of attack value αs, the push-rod stall protection angle of attack value α P .

[0031] In a non-limiting example, the stall protection system of the present invention obtains the left local angle of attack value α at step 20. L and the right local angle of attack value α R .

[0032] At step 21 , the aircraft of the present invention further includes angle of attack sensors located on the left and right sides of the aircraft, and the left local angle of attack and the right local angle of attack are measured by the angle of attack sensors.

[0033] At step 22, after preprocessing the angle of attack signal measured by the angle of attack sensor, the corresponding left local angle of attack value α can be calculated. L and the right local angle of attack value α R .

[0034] The stall protection system according to the present invention obtains the left local angle of attack value α L and the right local angle of attack value α R Step 200 also includes: at step 203, judging whether it is necessary to correct the left local angle of attack value αL and the right local angle of attack value αR. The basis for judging is the left local angle of attack value αL. L and the right local angle of attack value α R The absolute value of the difference between the angle of attack difference and the preset angle of attack difference threshold α lim comparison.

[0035] When the left local angle of attack value α L and the right local angle of attack value α R The absolute value of the difference is less than or equal to the angle of attack difference threshold value α lim , at step 204, no correction is made to the left local angle of attack value αL and the right local angle of attack value αR.

[0036] When the left local angle of attack value α L and the right local angle of attack value α RThe absolute value of the difference is greater than the angle of attack difference threshold value α lim When, at step 26, the angle of attack correction value Δα is used LOCAL The left local angle of attack value αL and the right local angle of attack value αR are corrected.

[0037] In the prior art, for example, the left local angle of attack value αL and the right local angle of attack value αR are corrected based on the sideslip angle. However, it is difficult for the existing sideslip angle sensor to collect data on the sideslip angle, and the sampling rate and accuracy are low. Triggering stall protection only by collecting flight parameter signals may reduce the safety of the aircraft and may cause misjudgment by the pilot.

[0038] In the present invention, at step 25, the angle of attack correction value Δα LOCAL Calculated based on the lateral overload value Ny. Figure 2 Further describe the angle of attack correction Δα LOCAL The stall protection system according to the present invention corrects the left local angle of attack value αL and the right local angle of attack value αR based on the lateral overload value Ny. Compared with the sideslip angle signal of the sideslip angle sensor, the lateral overload signal of the corresponding sensor is more reliable, so the system reliability is high.

[0039] Then, at step 27, the left local angle of attack value α is obtained. L and the right local angle of attack value α R For later use.

[0040] In a non-limiting example, the stall protection system according to the present invention may further include stall protection logic (stall warning triggering) and release logic.

[0041] At step 30, the stall protection system according to the present invention can be based on the left local angle of attack value α calculated in this way. L and the right local angle of attack value α R As well as the stick shaker stall protection angle of attack value αs and the push rod stall protection angle of attack value α P To execute the stall protection logic of the stall protection system. The stall protection logic may include a stick shaker logic as shown in 31 and a stick pusher logic as shown in 32.

[0042] At step 311, it is determined whether the stick shaker logic of the stall protection logic is triggered. When the corrected calculated body angle of attack on either side reaches the stall protection stick shaker working point, the stick shaker logic is triggered, that is, when the left local angle of attack value α L and the right local angle of attack value α R When any one of the following is greater than or equal to the stick shaker stall protection angle of attack value αs, the stick shaker logic is triggered at step 312, and when the left local angle of attack value α L and the right local angle of attack value α RWhen both are smaller than the stick shaker stall protection angle of attack value αs, the stick shaker logic is not triggered at step 313 .

[0043] When both stall protection systems trigger the stick shaker, at step 321, the average method is used to determine whether the stick shaker logic of the stall protection logic is triggered. L and the right local angle of attack value α R The average value is greater than or equal to the push rod stall protection angle of attack value α P , the push rod logic is triggered at step 322, and when the left local angle of attack value α L and the right local angle of attack value α R The average value is less than the push rod stall protection angle of attack value α P When the stick pusher logic is not triggered at step 323. In addition, if the stick shaker logic and / or the stick pusher logic of the stall protection logic of the stall protection system are triggered, a stall warning will also be issued to the crew.

[0044] Release logic: The push rod release logic is that when the corrected calculated fuselage angle of attack is less than the stall protection push rod working point minus the safety value or the normal overload is less than 0.5g, the stall protection system's push rod release logic; the push rod release logic is that when the stall protection stick shaker working angle of attack minus the corrected calculated fuselage angle of attack is greater than the safety value, the stall protection system's stick shaker release.

[0045] Figure 2 Schematically shows Figure 1 Calculation of the angle of attack correction Δα of the stall protection system LOCAL In step 25, the stall protection system according to the present invention can calculate the angle of attack correction value Δα based on the lateral overload value Ny and various correction coefficients CY2, CY1, CY0. LOCAL The angle of attack correction Δα LOCAL The formula is: Δα LOCAL =(CY2xNy 2 )+(CY1xNy 1 )+CY0, wherein Ny is the lateral overload value, and wherein CY2, CY1, CY0 are the preset quadratic correction coefficient CY2, the linear correction coefficient CY1 and the constant correction coefficient CY0.

[0046] In a non-limiting example, the stall protection system of the present invention calculates a lateral overload value Ny at step 40 .

[0047] At step 41 , the aircraft of the present invention further includes a corresponding lateral overload sensor for measuring the magnitude of the lateral overload of the aircraft.

[0048] At step 42, after processing the signal about the lateral overload measured by the corresponding sensor, the lateral overload value Ny can be calculated. Preferably, the signal processing is specifically low-pass filtering to obtain the lateral overload value Ny.

[0049] Preferably, the stall protection system according to the present invention calculates the angle of attack correction value Δα LOCAL The step further includes: at step 43, determining whether the lateral overload value Ny needs to be corrected. The determination is based on the absolute value of the lateral overload value Ny and the preset lateral overload threshold value Ny. lim comparison.

[0050] When the absolute value of the lateral overload value Ny is less than or equal to the preset lateral overload threshold value Ny lim When the lateral overload value Ny is not corrected at step 44 .

[0051] When the absolute value of the lateral overload value Ny is greater than the lateral overload threshold value Ny lim In step 45, the lateral overload value Ny is corrected. Specifically, the positive and negative signs of the lateral overload value Ny are maintained and the absolute value of the lateral overload value Ny is made equal to the lateral overload threshold value Ny. lim .

[0052] Then, at step 46 , the lateral overload value Ny is obtained for use in step 25 .

[0053] In a non-limiting example, the stall protection system of the present invention calculates the quadratic correction coefficient CY2 , the linear correction coefficient CY1 , and the constant correction coefficient CY0 at step 50 .

[0054] Each correction coefficient CY2, CY1, CY0 can be set based on at least one of the aforementioned aircraft state parameters.

[0055] At step 51, similar to step 11, the aircraft of the present invention senses the parameters related to the flight state of the aircraft through the corresponding sensors, which are referred to as flight parameters, including but not limited to the Mach number and the configuration state of the aircraft, such as flap and slat position, icing conditions, and fault conditions. At step 52, the correction coefficients CY2, CY1, and CY0 can be set based on the preset influencing factors. At step 53, according to theoretical calculations and test flight data analysis, it can be determined that the influencing factors of the correction coefficients CY2, CY1, and CY0 include speed pressure, weight, aerodynamic derivatives, and center of gravity related influencing factors, and then comprehensively consider the various influencing factors, combine the actual flight scene to determine the correction principle, and determine the correction formula, correction coefficient, and correction threshold according to the test flight data. The correction curve is fitted mainly based on theoretical analysis combined with a large amount of data for statistics, and the limit value under the normal operation envelope is determined as the correction threshold according to the normal operation scene, so as to determine the correction logic.

[0056] Speed-pressure influence factor: Select the test flight data of the same configuration, and the correction coefficient considering the speed effect is basically the same (in aircraft design, different configurations may cause differences in this correction coefficient, mainly due to the large differences in aerodynamic derivatives at different angles of attack). From an engineering perspective, the correction coefficient of the aircraft in different states decreases as the speed increases, and is approximately inversely proportional to the square of the speed. At the same speed, even if the altitude is different, the correction coefficient is basically the same.

[0057] Weight influence factor: When other conditions are the same, this correction factor is basically proportional to the flight weight, and this correction factor basically increases with the increase of flight weight. By statistically calculating the percentage of the influence of this influence factor on the correction factor, if the influence is larger than that of other factors, the weight factor can be introduced into the correction formula, specifically, distinguishing the correction factors under large, medium and small weights.

[0058] Landing gear influence factor (influence factor related to aerodynamic derivatives): Based on the positional relationship of the landing gear to the center of gravity, consider its influence on the aerodynamic derivatives, analyze the aerodynamic derivatives, and the increase in the absolute value will reduce the absolute value of the correction factor. By statistically calculating the percentage of the influence of this influence factor on the correction factor, if the influence is larger than that of other factors, the landing gear factor can be introduced into the correction formula. Specifically, the correction coefficients under different configurations of the landing gear retracted and extended are distinguished.

[0059] Center of gravity influence factor: Under the same sideslip angle, the forward movement of the center of gravity increases the rudder deflection required to maintain the sideslip angle, thereby reducing the lateral overload and increasing the correction factor. The influence of the front and rear centers of gravity on the correction factor is confirmed through test flight data analysis and theoretical calculations. The percentage of the influence of this influence factor on the correction factor is calculated statistically. If the influence is larger than that of other factors, the center of gravity factor can be introduced into the correction formula. Specifically, the correction coefficients of the front and rear centers of gravity are distinguished.

[0060] Then, at step 25, the stall protection system according to the present invention can calculate the angle of attack correction value Δα based on the lateral overload value Ny thus calculated and the aforementioned correction coefficients CY2, CY1, CY0. LOCAL .

[0061] Preferably, the angle of attack correction Δα is calculated LOCAL The step may also include: at step 2501, determining whether it is necessary to correct the lateral overload value Ny. The basis for the determination is the left local angle of attack value α L and the right local angle of attack value α R The difference is compared with 0.

[0062] When the left local angle of attack value α L Subtract the right local angle of attack α R When the difference between the lateral overload value Ny and the lateral overload value Ny is greater than 0, at step 2502, it is further determined whether the lateral overload value Ny needs to be corrected. The determination is based on the comparison between the lateral overload value Ny and 0. If the lateral overload value Ny is less than 0, at step 2504, the lateral overload value Ny is corrected, specifically, the lateral overload value Ny is set to 0, and if the lateral overload value Ny is greater than or equal to 0, at step 2505, the lateral overload value Ny is not corrected.

[0063] When the right local angle of attack value α R Subtract the left local angle of attack α L When the difference between the lateral overload value Ny and the lateral overload value Ny is less than or equal to 0, at step 2503, it is further determined whether the lateral overload value Ny needs to be corrected. The determination is based on the comparison between the lateral overload value Ny and 0. If the lateral overload value Ny is less than or equal to 0, at step 2506, the lateral overload value Ny is not corrected, and if the lateral overload value Ny is greater than 0, at step 2507, the lateral overload value Ny is corrected, specifically, the lateral overload value Ny is set to 0.

[0064] The lateral overload value Ny is then obtained for use in step 2508. In step 2508, the angle of attack correction Δα can be calculated using the above formula: LOCAL Calculate the angle of attack correction Δα based on the lateral overload value Ny and the correction coefficients CY2, CY1, and CY0 LOCAL.

[0065] Preferably, the angle of attack correction Δα is calculated LOCAL The step may also include: at step 2509, determining whether it is necessary to correct the lateral overload value Ny using the median limit. The basis for the determination is the angle of attack correction value Δα LOCAL The absolute value of the left local angle of attack α is compared with the first absolute value, where L Or the right local angle of attack value α R Subtract the left local angle of attack α L and the right local angle of attack value α R The absolute value of the difference between the average value of as the first absolute value.

[0066] When the angle of attack correction Δα LOCAL When the absolute value of is less than or equal to the first absolute value, at step 2510, the angle of attack correction Δα is not adjusted. LOCAL Make corrections.

[0067] When the angle of attack correction Δα LOCAL When the absolute value of is greater than the first absolute value, at step 2511, the angle of attack correction Δα is LOCAL Make corrections to maintain the angle of attack correction value Δα LOCAL The positive and negative signs are corrected so that the angle of attack correction Δα LOCAL The absolute value of is equal to the first absolute value.

[0068] Then, at step 2512, the angle of attack correction Δα is obtained. LOCAL for subsequent steps. Then, you can return to Figure 1 At step 25 in the process, the subsequent steps of the stall protection method are performed.

[0069] In order to make the purpose, technical solution and advantages of the embodiments of the present invention more clear, the technical solution of the present invention is clearly and completely described above in combination with the specific embodiments of the present invention and the accompanying drawings.

[0070] It should be understood that the steps shown above in conjunction with the specific embodiments are illustrative, and those skilled in the art may add or delete corresponding steps, and may adjust the execution order of one or some of the steps, or replace one or more of the steps with similar steps.

[0071] Although various embodiments have been described above, it should be understood that the embodiments described are part of the embodiments of the present invention, rather than all embodiments, and they are presented in an exemplary rather than limiting manner. It is obvious to those skilled in the relevant art that the disclosed subject matter can be implemented in other specific forms without departing from its spirit and essential features.

[0072] In the process, various elements that are important to the present invention or are conducive to further developing the present invention will be mentioned in the content of the specific examples, but some of these elements can also be used to further develop the present invention when they are separated from the content of the corresponding examples and other features of the corresponding examples. Therefore, the embodiments described above are considered to be illustrative and non-restrictive in all aspects and are not used as a basis for any limitation of the present invention.

[0073] Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work belong to the scope of protection of the present invention. The present disclosure also includes various modifications and modifications within the equivalent scope. In addition, various combinations and methods, further including only one element, more than one or less than one other combinations and methods also belong to the scope and scope of thought of the present disclosure.

Claims

1. A method for calculating an angle of attack correction for use in an aircraft stall protection system, characterized in that: The method comprises: In the first step, based on the left local angle of attack value (α L ), right local angle of attack value (α R ) and the lateral overload value (Ny) to determine whether the lateral overload value (Ny) needs to be corrected, Wherein, when the left local angle of attack value (α L ) minus the right local angle of attack value (α R ) is greater than 0, If the lateral overload value (Ny) is greater than or equal to 0, no correction is made to the lateral overload value (Ny), and If the lateral overload value (Ny) is less than 0, the lateral overload value (Ny) is corrected, and Wherein, when the right local angle of attack value (α R ) minus the left local angle of attack value (α L ) is less than or equal to 0, If the lateral overload value (Ny) is less than or equal to 0, no correction is made to the lateral overload value (Ny), and If the lateral overload value (Ny) is greater than 0, the lateral overload value (Ny) is corrected; The second step is to calculate the angle of attack correction value (Δα) based on the lateral overload value (Ny). LOCAL ).

2. The method for calculating the angle of attack correction according to claim 1, characterized in that: The method for calculating the angle of attack correction value further includes a third step of determining whether the angle of attack correction value (Δα) needs to be adjusted. LOCAL ) to make corrections, First, the left local angle of attack value (α L ) or the right local angle of attack value (α R ) minus the left local angle of attack value (α L ) and the right local angle of attack value (α R ) is taken as the first absolute value, and Wherein, when the angle of attack correction value (Δα LOCAL ) is less than or equal to the first absolute value, the angle of attack correction amount (Δα LOCAL ) is corrected, and Wherein, when the angle of attack correction value (Δα LOCAL ) is greater than the first absolute value, the angle of attack correction amount (Δα LOCAL ) is corrected to maintain the angle of attack correction amount (Δα LOCAL ) and correct it so that the angle of attack correction (Δα LOCAL ) is equal to the first absolute value.

3. The method for calculating the angle of attack correction according to claim 1, characterized in that: In the first step, When the left local angle of attack value (α L ) minus the right local angle of attack value (α R ) is greater than 0, if the lateral overload value (Ny) is less than 0, the lateral overload value (Ny) is corrected, specifically, the lateral overload value (Ny) is set to 0; and When the right local angle of attack value (α R ) minus the left local angle of attack value (α L ) is less than or equal to 0, if the lateral overload value (Ny) is greater than 0, the lateral overload value (Ny) is corrected, specifically, the lateral overload value (Ny) is set to 0.

4. The method for calculating the angle of attack correction according to claim 1, characterized in that: The first step also includes: sensing the lateral overload of the aircraft with a corresponding sensor, and processing the signal of the corresponding sensor, specifically performing low-pass filtering, to obtain the lateral overload value (Ny).

5. The method for calculating the angle of attack correction according to claim 1, characterized in that: The first step also includes: determining whether the lateral overload value (Ny) needs to be corrected, When the absolute value of the lateral overload value (Ny) is less than or equal to the preset lateral overload threshold value (Ny lim ), no correction is made to the lateral overload value (Ny), and When the absolute value of the lateral overload value (Ny) is greater than the lateral overload threshold value (Ny lim ), the lateral overload value (Ny) is corrected, the positive and negative signs of the lateral overload value (Ny) are maintained and corrected so that the absolute value of the lateral overload value (Ny) is equal to the lateral overload threshold value (Ny lim ).

6. The method for calculating the angle of attack correction according to claim 1, characterized in that: In the second step, the angle of attack correction value (Δα) is calculated using a first formula based on the lateral overload value (Ny). LOCAL ), Among them, the first formula is Δα LOCAL =(CY2xNy 2 )+(CY1xNy 1 )+CY0, Among them, CY2, CY1, and CY0 are the preset quadratic correction coefficient (CY2), the linear correction coefficient (CY1), and the constant correction coefficient (CY0).

7. The method for calculating the angle of attack correction according to claim 6, characterized in that: The second step also includes: the quadratic correction coefficient (CY2), the linear correction coefficient (CY1) and the constant correction coefficient (CY0) are calculated based on flight parameters and influencing factors, wherein the influencing factors include speed, weight, aerodynamic derivatives, and center of gravity, and the flight parameters are sensed by corresponding sensors, and The flight parameters include Mach number, flap and slat position, icing conditions, and fault conditions, and the flight parameters are preset.

8. A stall protection method, used in a stall protection system, characterized in that: The stall protection method comprises: a step, using corresponding sensors to sense the flight parameters of the aircraft, and calculating the stick-shaker stall protection angle of attack value (αs) and the push-rod stall protection angle of attack value (αs) based on the flight parameters. P ), wherein the flight parameters include Mach number, flap and slat position, icing conditions, and fault conditions; Step b: Use corresponding sensors to sense the left local angle of attack and the right local angle of attack of the aircraft, and process the signals of the corresponding sensors to obtain the left local angle of attack value (α L ) and the right local angle of attack value (α R ), and determine whether it is necessary to adjust the left local angle of attack value (α L ) and the right local angle of attack value (α R ) to make corrections, Wherein, when the left local angle of attack value (α L ) minus the right local angle of attack value (α R ) is less than or equal to the preset angle of attack difference threshold value (α lim ), the left local angle of attack value (α L ) and the right local angle of attack value (α R ) is corrected, and Wherein, when the left local angle of attack value (α L ) minus the right local angle of attack value (α R ) is greater than the angle of attack difference threshold value (α lim ), the angle of attack correction amount (Δα LOCAL ), and adopt the angle of attack correction (Δα LOCAL ) for the left local angle of attack value (α L ) and the right local angle of attack value (α R ) to make amendments; and Step c: based on the stick shaker stall protection angle of attack value (αs), the push rod stall protection angle of attack value (α P ), the left local angle of attack value (α L ) and the right local angle of attack value (α R ) to execute stall protection logic, the stall protection logic includes stick shaker logic and stick pusher logic Wherein, when the left local angle of attack value (α L ) and the right local angle of attack value (α R ) is greater than or equal to the stick shaker stall protection angle of attack value (αs), the stick shaker logic is triggered, wherein when the left local angle of attack value (α L ) and the right local angle of attack value (α R ) are both less than the stick shaker stall protection angle of attack value (αs), the stick shaker logic is not triggered, and When both sides trigger the stick shaking logic, determine whether to trigger the stick pushing logic: Wherein, when the left local angle of attack value (α L ) and the right local angle of attack value (α R ) is greater than or equal to the push rod stall protection angle of attack value (α P ), the push rod logic is triggered, and Wherein, when the left local angle of attack value (α L ) and the right local angle of attack value (α R ) is less than the push rod stall protection angle of attack value (α P ), the push rod logic is not triggered.

9. A stall protection system, comprising a memory, a processor and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the method for calculating the angle of attack correction according to any one of claims 1 to 7, and / or the steps of the stall protection method according to claim 8.

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