An automatic trimming instruction validity comprehensive judgment method and system for an aircraft

Abstract

The application belongs to the technical field of aircraft control, and particularly relates to a method and system for comprehensively judging validity of an automatic trimming instruction of an aircraft. The method comprises the following steps: S1, collecting the automatic trimming instruction of the aircraft generated by an output processing module, and performing consistency comparison with a value calculated by a bus calculation module to determine the validity of the automatic trimming instruction of the aircraft; S2, inputting the automatic trimming instruction of the aircraft into a mathematical model of a pre-constructed trimming control link, calculating a control stick position by the mathematical model of the trimming control link, and determining the validity of the automatic trimming instruction of the aircraft according to a deviation and a duration of the calculated control stick position from an actual control stick position. The application can detect invalid automatic trimming instructions, and improves the safety of the system.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of aircraft control, and particularly relates to a method and system for comprehensively judging validity of an automatic trim command of an aircraft. BACKGROUND

[0002] An automatic flight control system can realize an automatic driving function, thereby reducing the manipulation burden of a pilot. In order to eliminate the transient state of the aircraft when an automatic control mode is exited, an automatic flight control computer outputs an automatic trim control command when the aircraft is in an automatic flight control, which is used to drive a longitudinal and lateral adjustment mechanism to adjust a control column and aircraft rudders, so as to realize automatic trimming of the aircraft.

[0003] The purpose of the automatic flight control system is to reduce the burden of the pilot, and generally, the flight safety will not be affected without automatic driving. However, when the system fails and outputs an incorrect automatic trim command, abnormal flight control is caused, which affects the flight safety. SUMMARY

[0004] In order to solve the above problems, the application provides a method and system for comprehensively judging validity of an automatic trim command of an aircraft, so as to solve the problem of incorrect output of the automatic trim command caused by insufficient self-detection and self-monitoring capability of a computer.

[0005] The first aspect of the application provides a method for comprehensively judging validity of an automatic trim command of an aircraft. The automatic trim command of the aircraft is generated by a bus calculation module after solving a control law and a power amplifier after output processing. The automatic trim command of the aircraft is sent to an adjustment mechanism to drive the control column to move. The method comprises the following steps.

[0006] Step S1: collecting the automatic trim command of the aircraft generated by the output processing module and performing consistency comparison with the solution value of the bus calculation module to determine the validity of the automatic trim command of the aircraft.

[0007] Step S2: inputting the automatic trim command of the aircraft into a mathematical model of a pre-constructed trim control link to solve the position of the control column by the mathematical model of the trim control link, and determining the validity of the automatic trim command of the aircraft according to the deviation and duration of the actual control column position from the solved control column position.

[0008] Preferably, the method further comprises the following steps.

[0009] The solution value of one bus calculation module is input into another bus calculation module, and consistency comparison is performed on the solution values of the two bus calculation modules to determine the validity of the automatic trim command of the aircraft.

[0010] Preferably, step S1 further comprises the following steps.

[0011] When the autopilot command given by the output processing module is inconsistent with the value calculated by the bus calculation module, it is determined that the autopilot command is invalid.

[0012] Preferably, step S2 further comprises:

[0013] When the deviation between the calculated joystick position and the actual joystick position by the mathematical model of the trim control link exceeds a set value and the duration exceeds a time threshold, the set value is selected from 10%-15%, and the time threshold is 0.2s, it is determined that the autopilot command is invalid.

[0014] The second aspect of the present application provides an integrated system for determining the validity of an autopilot command of an aircraft, the autopilot command being generated by the output processing module after the control law is calculated by the bus calculation module and power amplified, the autopilot command being sent to the efficiency adjusting mechanism to drive the joystick to move, wherein the system comprises:

[0015] A return monitoring module is configured to collect the autopilot command generated by the output processing module, and compare the consistency with the value calculated by the bus calculation module to determine the validity of the autopilot command.

[0016] A model monitoring module is configured to input the autopilot command into the mathematical model of the trim control link constructed in advance, calculate the joystick position by the mathematical model of the trim control link, and determine the validity of the autopilot command according to the deviation between the calculated joystick position and the actual joystick position and the duration.

[0017] Preferably, the device further comprises:

[0018] A comparison monitoring module is configured to input the value calculated by one of the bus calculation modules into the other bus calculation module, and determine the validity of the autopilot command by comparing the consistency of the values calculated by the two bus calculation modules.

[0019] Preferably, in the return monitoring module, when the autopilot command given by the output processing module is inconsistent with the value calculated by the bus calculation module, it is determined that the autopilot command is invalid.

[0020] Preferably, in the model monitoring module, when the deviation between the calculated joystick position and the actual joystick position by the mathematical model of the trim control link exceeds a set value and the duration exceeds a time threshold, the set value is selected from 10%-15%, and the time threshold is 0.2s, it is determined that the autopilot command is invalid.

[0021] The present application can detect invalid autopilot commands, thereby improving the safety of the system. Attached Figure Description

[0022] Figure 1 This is a flowchart of a preferred embodiment of the method for comprehensively judging the validity of automatic trim commands for aircraft in this application.

[0023] Figure 2 For this application Figure 1 The above-shown embodiment is a schematic diagram of the upward trimming and rewinding monitoring.

[0024] Figure 3 For this application Figure 1 A schematic diagram of the upward balancing model monitoring in the embodiment shown. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0026] The first aspect of this application provides a comprehensive method for determining the validity of aircraft automatic trim commands. The aircraft automatic trim commands are generated by a bus computing module solving the control law, followed by power amplification by an output processing module. These commands are then sent to the tuning mechanism to drive the control stick to move. Figure 1 As shown, the method includes:

[0027] Step S1: Collect the automatic trim command generated by the output processing module and compare it with the solution value calculated by the bus calculation module to determine the validity of the automatic trim command.

[0028] Step S2: Input the aircraft automatic trim command into the pre-constructed mathematical model of the trim control link. The mathematical model of the trim control link calculates the control stick position. Based on the deviation between the calculated control stick position and the actual control stick position and the duration, the validity of the aircraft automatic trim command is determined.

[0029] Automatic trim control for aircraft mainly includes three channels: longitudinal, lateral, and directional. The following explanation uses pitch trim in the longitudinal channel as an example.

[0030] Figure 2The generation process of the pitch-up trim control instruction is given. The bus calculation module in the automatic trim instruction computer first generates the pitch-up trim digital instruction through control law calculation. The pitch-up trim digital instruction is selected and converted by the output processing module, and finally output to the adjustment mechanism to drive the control stick and realize the pitch-up adjustment control. Figure 2 In the embodiment, the dual-redundancy system is provided, the bus calculation module A and the bus calculation module B have the same hardware and software configuration and use the same input data, and the output pitch-up trim digital instruction is a TTL level 0 / 1 digital signal. The output processing module selects the pitch-up trim digital instruction according to the self health status reported by the bus calculation module A and the bus calculation module B. By default, the instruction of the bus calculation module A is selected. The output processing module converts the pitch-up trim digital instruction into a pitch-up trim discrete instruction through power amplification, and outputs the pitch-up trim discrete instruction to the adjustment mechanism. When the adjustment mechanism drives the control stick to move, the stick position sensor feeds back a direct current or alternating current analog signal to the computer.

[0031] In step S1, the application adds a wrap-around monitoring in the existing control system. First, data is collected. The analog discrete input module A and the analog discrete input module B collect the pitch-up trim discrete instructions generated by the output processing module, and form a wrap-around signal through conversion, and transmit the wrap-around signal to the bus calculation module A and the bus calculation module B. The bus calculation module A compares the received wrap-around signal with the pitch-up trim digital instruction A generated by itself to determine the validity of the pitch-up trim digital instruction A output by the bus calculation module A. In some optional embodiments, when the automatic trim instruction of the aircraft given by the output processing module is inconsistent with the calculation value of the bus calculation module, it is determined that the automatic trim instruction of the aircraft is invalid, and at this time, the wrap-around monitoring fault should be reported. The bus calculation module B is processed by using a similar processing method. After the wrap-around monitoring fault occurs, the bus calculation module A and the bus calculation module B respectively set the pitch-up adjustment digital instructions generated by themselves to be invalid, and the output processing module forcibly sets the pitch-up adjustment discrete instruction to be invalid.

[0032] In addition, it should be noted that in actual engineering practice, the all-same monitoring in the wrap-around monitoring is to monitor and compare all the trim instructions including the pitch-up trim digital instruction and all other enumerated quantities. Only when all the instructions are correctly wrapped, it is indicated that the pitch-up trim signal wrap-around monitoring is normal.

[0033] In step S2, the application provides another monitoring method, which is mainly aimed at the automatic trim instruction misoutput caused by the line short circuit and the adjustment electric mechanism fault. The basic principle is to inject the trim instruction into the mathematical model of the real device and the trim control link at the same time, and to monitor the execution of the trim instruction in real time by comparing the consistency of the real control stick position and the model stick position. Figure 3 A pitch-up trim control model monitoring schematic diagram is given.

[0034] wherein the mathematical model of the trim control link is run in the automatic trim command computer, and its basic form is , dzm is the model stick position, Cup is the pitch trim command, K is the transmission ratio, T is the first-order time constant, and s is the Laplace operator. The difference between the actual stick position and the model stick position is used as a key condition for monitoring the effectiveness of the automatic trim command of the aircraft.

[0035] In some optional embodiments, step S2 further comprises:

[0036] When the deviation between the calculated stick position and the actual stick position by the mathematical model of the trim control link exceeds a set value and the duration exceeds a time threshold, it is determined that the automatic trim command of the aircraft is invalid, the set value is selected from 10%-15%, and the time threshold is 0.2s.

[0037] In addition to the above two methods, the present application also provides a comparison monitoring mode, as shown in Figure 2 In some optional embodiments, the method further comprises:

[0038] The calculated value of one of the bus calculation modules is input into the other bus calculation module, and the consistency of the calculated values of the two bus calculation modules is compared to determine the effectiveness of the automatic trim command of the aircraft.

[0039] As shown in Figure 2 The comparison monitoring module is arranged in each of the bus calculation module A and the bus calculation module B, and is used to obtain the output value of the other bus calculation module and then compare it with the output value of the bus calculation module in which it is arranged. If there is inconsistency, the output value of the bus calculation module in which it is arranged is set to be invalid.

[0040] The comprehensive determination method of the effectiveness of the automatic trim command of the aircraft provided by the present application combines comparison monitoring, back monitoring and model monitoring, solves the problem of false output of the automatic trim command caused by insufficient self-detection and self-monitoring capability of the computer, and improves the safety of the system.

[0041] The second aspect of the present application provides a comprehensive determination system of the effectiveness of the automatic trim command of the aircraft corresponding to the above method, the automatic trim command of the aircraft is generated after the control law is calculated by the bus calculation module and power amplified by the output processing module, and the automatic trim command of the aircraft is sent to the efficiency adjusting mechanism to drive the stick to move, the system comprises:

[0042] The back monitoring module is used to collect the automatic trim command of the aircraft generated by the output processing module, and compare the consistency of the calculated value of the bus calculation module to determine the effectiveness of the automatic trim command of the aircraft.

[0043] a model monitoring module for inputting the automatic trim command into a pre-constructed mathematical model of the trim control link, calculating the control stick position from the mathematical model of the trim control link, and determining the validity of the automatic trim command based on the deviation and duration of the deviation between the calculated control stick position and the actual control stick position.

[0044] In some alternative embodiments, the apparatus further comprises:

[0045] a comparison monitoring module for inputting the calculated value of one bus calculation module into the other bus calculation module, and determining the validity of the automatic trim command by comparing the calculated values of the two bus calculation modules.

[0046] In some alternative embodiments, in the loop-back monitoring module, the automatic trim command is determined to be invalid when the automatic trim command given by the output processing module is inconsistent with the calculated value of the bus calculation module.

[0047] In some alternative embodiments, in the model monitoring module, the automatic trim command is determined to be invalid when the deviation between the calculated control stick position from the mathematical model of the trim control link and the actual control stick position exceeds a set value selected from 10% to 15% and the duration of the deviation exceeds a time threshold of 0.2s.

[0048] The above description is merely a specific implementation of the present application. However, the scope of protection of the present application is not limited in this way. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the scope of protection of the present application. Therefore, the scope of protection of the present application should be subject to the scope of protection of the claims.

Claims

1. An automatic trimming command validity comprehensive judgment method for an airplane, wherein the automatic trimming command is generated by a bus calculation module after solving the control law, and is generated by a power amplifier after output processing module, the automatic trimming command is sent to the efficiency adjusting mechanism to drive the control stick to move, characterized in that, The method comprises: Step S1, collecting the automatic trim command of the aircraft generated by the output processing module, and performing consistency comparison with the calculation value of the bus calculation module to determine the validity of the automatic trim command of the aircraft; Step S2, inputting the automatic trim command of the aircraft into the mathematical model of the pre-constructed trim control link, calculating the position of the control stick by the mathematical model of the trim control link, and determining the validity of the automatic trim command of the aircraft according to the deviation and duration of the calculated position of the control stick from the actual position of the control stick. Wherein, the mathematical model of trim control link is dzm is the model bar position, C up is the pitch trim command, K is the gear ratio, T is the first order time constant, and s is the Laplace operator.

2. The method of claim 1, wherein: The method further comprises: Inputting the calculation value of one of the bus calculation modules into the other bus calculation module, and determining the validity of the automatic trim command of the aircraft by consistency comparison of the calculation values of the two bus calculation modules.

3. The method of claim 1, wherein: Step S1 further comprises: When the automatic trim command of the aircraft given by the output processing module is inconsistent with the calculation value of the bus calculation module, it is determined that the automatic trim command of the aircraft is invalid.

4. The method of claim 1, wherein: Step S2 further comprises: When the deviation of the calculated position of the control stick from the actual position of the control stick by the mathematical model of the trim control link exceeds a set value and the duration exceeds a time threshold, it is determined that the automatic trim command of the aircraft is invalid, the set value is selected from 10%-15%, and the time threshold is 0.2s.

5. An automatic trim command validity comprehensive discrimination system for an aircraft, the automatic trim command being generated by a bus computing module after solving the control law, and then being power amplified by an output processing module, the automatic trim command being sent to a trim mechanism to drive the control stick to move, characterized in that, The system comprises: A loop monitoring module for collecting the automatic trim command of the aircraft generated by the output processing module, and performing consistency comparison with the calculation value of the bus calculation module to determine the validity of the automatic trim command of the aircraft; A model monitoring module for inputting the automatic trim command of the aircraft into the mathematical model of the pre-constructed trim control link, calculating the position of the control stick by the mathematical model of the trim control link, and determining the validity of the automatic trim command of the aircraft according to the deviation and duration of the calculated position of the control stick from the actual position of the control stick. Wherein, the mathematical model of trim control link is dzm is the model bar position, C up is the pitch trim command, K is the gear ratio, T is the first order time constant, and s is the Laplace operator.

6. The method of claim 5, wherein: The device further comprises: A comparison monitoring module for inputting the calculation value of one of the bus calculation modules into the other bus calculation module, and determining the validity of the automatic trim command of the aircraft by consistency comparison of the calculation values of the two bus calculation modules.

7. The method of claim 5, wherein: In the loop monitoring module, when the automatic trim command of the aircraft given by the output processing module is inconsistent with the calculation value of the bus calculation module, it is determined that the automatic trim command of the aircraft is invalid.

8. The method of claim 5, wherein: In the model monitoring module, when the deviation of the calculated position of the control stick from the actual position of the control stick by the mathematical model of the trim control link exceeds a set value and the duration exceeds a time threshold, it is determined that the automatic trim command of the aircraft is invalid, the set value is selected from 10%-15%, and the time threshold is 0.2s.

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