Airplane actuator jamming monitoring method and system

Abstract

The invention relates to an actuator jamming monitoring scheme. The actuator jamming monitoring scheme comprises the steps that a remote electronic unit REU transmits a current signal to an electro-hydraulic servo valve EHSV; the REU receives a displacement instruction signal from the computer; an actuator displacement signal is collected from an LVDT sensor; acquiring an actuator extension cavity pressure signal from a first pressure sensor; acquiring an actuator retraction cavity pressure signal from a second pressure sensor; and the data of the REU, the LVDT sensor, the first pressure sensor and the second pressure sensor are summarized and analyzed, and the analyzed result is compared with a corresponding threshold to judge whether to trigger jamming monitoring alarm.

Description

Technical Field

[0001] This application relates to the field of actuator monitoring for aircraft, and more particularly, to a method and system for monitoring the jamming of civil aircraft actuators. Background Art

[0002] In a flight control actuation system, control surfaces such as ailerons, elevators, rudders, and spoilers are all manipulated by actuators. However, there is an inevitable risk of actuator jamming. The definition of actuator jamming is as follows: large metal debris enters the piston cylinder and gets stuck between the piston and the cylinder block, introducing a certain amount of additional friction and leakage. If the actuator then undergoes excessive external loads, it may cause the piston to deform, resulting in actuator jamming, or the actuator may get stuck in a fixed position due to external effects (such as icing).

[0003] Taking the elevator as an example, the scissors difference after the elevator jams during the takeoff phase may cause the horizontal tail structure to fail. The failure condition of an unannounced elevator jam is classified as Category I, and the elevator actuator jam warning is at the warning level, requiring the flight crew to immediately perceive and respond. It can be seen that actuator jamming may lead to damage to the actuator structure, control surface structure integrity, and load overlimit, resulting in serious consequences.

[0004] Combined with the above requirements, it is necessary to design a dedicated jamming monitoring for actuators and immediately provide a crew warning after detecting jamming so that the pilot can take corresponding measures in time to mitigate the impact of jamming on the structure.

[0005] Generally, for aircraft actuator jamming, typical jamming monitoring methods include:

[0006] 1) Control surface feedback position comparison monitoring

[0007] For ailerons and elevators, control surface position comparison monitoring is used. By taking the difference between the position feedback signal values of the two sides of the ailerons and elevators, if it exceeds a specific threshold and duration, it is determined that jamming has occurred. For rudder jamming, it is judged through the sideslip angle display.

[0008] The above method has the advantage of only needing to compare the existing control surface position signals and give an alarm, without the need to set up a monitor.

[0009] However, the above design still has the following problems: it can only identify jamming faults, but cannot specifically distinguish which side or which actuator is jammed, which will cause trouble to the pilot during flight. Taking the AIL (aileron) actuator as an example, when it jams, only the fault "AILERON JAM" (aileron jam) is reported. But specifically whether it is the left aileron actuator or the right aileron actuator that is jammed, or both are jammed, this requires the pilot to specifically check both sides of the aileron actuators before it can be determined, and cannot be directly judged.

[0010] 2) Instruction, Feedback Position Comparison and Monitoring

[0011] By setting a main rudder surface position comparison monitor as a main rudder surface jam monitor in the flight control computer (FCM). The FCM receives the feedback from the linear variable differential transformer (LVDT) of the actuator through the actuator control electronics (ACE), compares the rudder deflection after calculating the actuator position with the displacement instruction, and triggers the monitor alarm when it exceeds a certain threshold and lasts for a period of time.

[0012] However, the above design still has the following problems: poor robustness, more dependent on the displacement value feedback by the LVDT for judgment. When problems such as actuator oscillation caused by rudder surface gusts and distortion of the collected displacement signal due to LVDT signal failure occur, false triggering is likely to occur.

[0013] 3) EHSV Current Jam Monitoring

[0014] By measuring the EHSV (electro-hydraulic servo valve) current signal in the FCM or REU (remote electronics unit), if it exceeds a certain fixed threshold, such as K * EHSV maximum current (in order to prevent false triggering, the above fixed threshold is set to multiply a coefficient K on the design threshold (EHSV maximum current)), and lasts for 5 s, a jam alarm is issued.

[0015] However, the above design still has the following problems: poor robustness, more dependent on the EHSV current signal for judgment; the alarm time is too long, which is likely to cause the problem that the aircraft enters the high-speed flight state with the wrong angle due to the too late jam alarm during the takeoff stage, and then leads to the problem of load overlimit, endangering the safety of flight.

[0016] Therefore, there is a need to provide a more flexible and effective monitoring scheme for actuator jams of civil aircraft. Summary of the Invention

[0017] To overcome the above problems, the present application proposes a method and system for monitoring the jam of a steering gear actuator for an aircraft (especially a large airliner using symmetric flight control rudder surfaces).

[0018] According to the first aspect of the present application, there is provided an actuator jam monitoring system, including:

[0019] Two symmetric left and right parts, each of the symmetric parts including:

[0020] An LVDT sensor configured to be associated with the rudder surface, configured to feedback the displacement signal of the actuator;

[0021] A first pressure sensor configured to be associated with the rudder surface, configured to detect the pressure feedback signal of the actuator extension chamber of the rudder surface;

[0022] A second pressure sensor configured to be associated with the control surface, and configured to detect the actuator retraction chamber pressure feedback signal of the control surface;

[0023] A remote electronic unit REU configured to:

[0024] Transmit a current signal to the EHSV and receive a displacement command;

[0025] Summarize and analyze the data from the LVDT sensor, the first pressure sensor, and the second pressure sensor and its own data, and compare the analyzed result with the corresponding threshold to determine whether to trigger a jam monitoring alarm.

[0026] According to a second aspect of the present application, there is provided a method for monitoring actuator jamming, including:

[0027] The remote electronic unit REU transmits a current signal to the EHSV and receives a displacement command;

[0028] Collect the actuator displacement signal from the LVDT sensor;

[0029] Collect the actuator extension chamber pressure signal from the first pressure sensor;

[0030] Collect the actuator retraction chamber pressure signal from the second pressure sensor;

[0031] Summarize and analyze the data of the REU, the LVDT sensor, the first pressure sensor, and the second pressure sensor, and compare the analyzed result with the corresponding threshold to determine whether to trigger a jam monitoring alarm.

[0032] This summary is provided to introduce in a simplified form some concepts that are further described below in the detailed description. This summary is not intended to identify the key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] To describe the manner in which the above and other advantages and features of the present invention can be obtained, a more specific description of the present invention briefly described above will be presented by referring to specific embodiments of the present invention shown in the accompanying drawings. It is understood that these drawings only depict typical embodiments of the present invention and are therefore not considered to limit its scope. The present invention will be described and explained by using the drawings and by means of additional features and details, in which:

[0034] Figure 1 An exemplary structural diagram of an aircraft actuator jam monitoring system according to an embodiment of the present application is shown.

[0035] Figure 2 shows as Figure 1 the internal control logic schematic diagram of the civil aircraft actuator jam monitoring system as shown.

[0036] Figure 3 shows an example flowchart of an aircraft actuator jam monitoring method according to an embodiment of the present application. Detailed implementation manners

[0037] The present application proposes an actuator jam monitoring method and system for an aircraft (especially a large airliner adopting symmetric flight control rudders). In other words, the present application designs a general, highly accurate, and highly robust monitor for the rudder hydraulic actuator to monitor the jam of the actuator.

[0038] As Figure 1 shown, shows an example structural diagram of an aircraft actuator jam monitoring system according to an embodiment of the present application.

[0039] As shown in the figure, for the left and right symmetric rudder layout of an (civil) aircraft, the actuator jam monitoring system of the present application can also be divided into two symmetric parts on the left and right.

[0040] In the design of large civil aircraft, the rudders (such as ailerons, elevators, spoilers, etc.) generally adopt a left and right symmetric layout and have their own actuators to adjust their displacements according to relevant control instructions. The purpose of the present application is to monitor the working state of the actuator to avoid jam problems.

[0041] Therefore, each symmetric part may include:

[0042] LVDT sensors, a first pressure sensor, and a second pressure sensor configured in association with each rudder.

[0043] The LVDT sensor is a linear variable differential transducer of the actuator. It is designed based on the principle of a differential transformer. The differential transformer is a transformer-type inductive electromechanical conversion element that converts the displacement of the magnetic core in an alternating magnetic field into an electrical signal that is linearly related to the displacement through the mutual inductance change generated by the movable magnetic core. In the field of flight control, the actuator displacement signal feedback by the LVDT sensor has been used for the detection of actuator jams. The present application makes further improvements on this basis.

[0044] The first pressure sensor is a sensor for detecting the pressure feedback signal of the actuator extension chamber.

[0045] The second pressure sensor is a sensor for detecting the pressure feedback signal of the actuator retraction chamber.

[0046] The data detected by the LVDT sensors, the first pressure sensors, and the second pressure sensors of each part are aggregated into their respective REUs.

[0047] The REU first transmits the current signal to the EHSV and receives the displacement command. Subsequently, by aggregating and analyzing the data from the LVDT sensors, the first pressure sensors, and the second pressure sensors and its own data, and comparing the analyzed results with the corresponding thresholds, it determines whether to trigger the jam monitoring alarm.

[0048] Among them, the example analysis and judgment logic of the aggregation analysis of the REU is as Figure 2 shown.

[0049] According to Figure 2 , the judgment logic of the REU includes the following parameters:

[0050] Y com is the displacement command received by the REU;

[0051] Y lvdt is the actuator displacement signal fed back by the LVDT;

[0052] I ehsv is the current signal transmitted by the REU to the EHSV;

[0053] V lvdt is the actuator (piston) speed, which can be obtained by differentiating Y lvdt ;

[0054] P Extend is the pressure feedback signal of the actuator extension chamber;

[0055] P Retract is the pressure feedback signal of the actuator retraction chamber;

[0056] DP is the pressure difference signal between the two chambers of the actuator, which can be calculated by P Extend -P Retract ;

[0057] I thres is the EHSV current jam threshold;

[0058] V thres is the actuator movement speed jam threshold;

[0059] DP thres is the actuator pressure difference jam threshold;

[0060] R up is the counting rising coefficient of the counter, which needs to be much larger than the counting falling coefficient (for example, 5 to 10 times of it);

[0061] R downis the counting down coefficient of the counter;

[0062] T thres is the fault trigger counter threshold.

[0063] In the research on actuator jamming by technicians, it is found that when the actuator extends or retracts, if the actuator jams, then there will be a difference between Y com and Y lvdt , resulting in I ehsv maintaining a non-zero value and continuously pushing the actuator. In addition, due to actuator jamming, this will also cause V lvdt to approach 0. At the same time, the pressure difference DP between the extension chamber and the retraction chamber gradually increases. Therefore, based on these changes, by comparing I ehsv , V lvdt , and DP with their corresponding thresholds respectively, if all exceed the thresholds, the counter will increase at a rate of R up (times / frame), and if not, it will decrease at a rate of R down (times / frame). When the count exceeds the threshold T thres , a jamming alarm will be issued, and the single ACE corresponding to the jammed actuator will be set to the direct mode, and the pilot will operate according to the control surface jamming situation in the flight manual.

[0064] The derivation process of the corresponding threshold values for these parameters is as follows:

[0065] Among them, it can be assumed that Δ is the control accuracy of the control surface position (the control accuracy can be set considering factors such as REU accuracy, LVDT accuracy, EHSV accuracy, installation clearance, digital-to-analog conversion calculation accuracy, etc.). The value of Δ is positive. In this way, under normal circumstances, Y lvdt should be within [Y com - Δ, Y com + Δ], and I thres should be the absolute value of the EHSV current signal value when the deviation between Y com and Y lvdt is Δ.

[0066] Among them, considering that all actuators of the control surface are in the bypass or damping mode during flight, at this time the control surface is in a floating state, and the average movement speed is |V float |. If the actuator jams, its speed will satisfy

[0067] |V lvdt | < |V float |. Therefore, the threshold value of V thres can be set to |V float |.

[0068] Among them, when the actuator gets stuck before moving to the commanded position, the value of |DP| will gradually increase. If DP is too large, it will cause fatigue damage to the structure at the actuator connection and accumulate the value, and then a force dispute phenomenon will occur. For the actuator connection structure, if 10% of the total fatigue damage to the local structure occurs, it is considered that a force dispute phenomenon occurs. Considering structural performance, structural damage, structural force, duration, and the mainstream force dispute monitoring method, etc., it can be considered that when the structure undergoes a differential pressure force with an amplitude of F for a continuous time t, it will cause 10% of the total fatigue damage to the local structure, then DP thres can be set to the minimum value of this F (the force dispute force that will cause structural fatigue damage during monitoring). For example, if the time t is assumed to be 100 s, the F that causes 10% damage will be very large. For the elevator, it is generally about 1700 psi. If the time t is 3 minutes

[0069] = 180 s, then the F that causes 10% fatigue damage will be relatively small. For the elevator, it is basically equivalent to a differential pressure of 660 psi. Then, in order to ensure safety in this application, a conservative consideration is taken. Therefore, it is designed as DP according to this minimum differential pressure thres .

[0070] The purpose of introducing a counter and a fault trigger counter threshold T thres is to avoid the situation of false triggering of monitoring caused by sudden increases in LVDT signals or pressure sensor signals. Therefore, it is necessary to continuously monitor for a period of time to see if the comparison condition is always met, rather than reporting immediately.

[0071] For example, during the normal takeoff phase of an aircraft, the initially set position of the elevator is assumed to be -7°. As the speed of the aircraft increases after leaving the ground, the normal deployment angle (NEP range) of the elevator will actually become smaller and smaller. For example, it should normally return to the -3° position. But if it is detected during this process that the elevator is stuck at the -7° position and does not return normally, then there may be two reasons: 1) a temporary phenomenon caused by a sudden increase in the LVDT signal or pressure sensor signal due to, for example, gusts on the control surface, 2) the control surface is really stuck at -7°.

[0072] At this time, if it is the first reason, although when the jam is first detected, since the comparison condition for jamming is met, the value of the counter will increase (each time it increases by R up , for example, 10 counts / frame), but once the gust disappears, the control surface will return to the -3° position. At this time, the comparison condition for jamming is no longer met, and the value of the counter will slowly decrease (each time it decreases by R down , for example, -2 counts / frame). Since the threshold is not reached, this type of reason will not trigger a jam alarm.

[0073] If it is the second reason, since the rudder is really stuck at -7°, the comparison condition of the blocking is met every time it is monitored during the continuous period, and the value of the counter will continue to increase until it exceeds the threshold T thres , triggering a jam alarm.

[0074] Another consideration is that once the actuator is blocked, the force conflict will be aggravated, which is manifested in a certain vibration when the actuator moves normally. However, if it is blocked, the vibration will gradually increase and then maintain vibration after reaching a maximum value. At this time, using the collected signal to judge the jam may cause the LVDT differential, that is, the actuator movement speed to fluctuate, which will cause a decrease in R down The number of frames will be relatively large. However, by setting the threshold T thres , before the force oscillation increases and reaches a maximum value, the count will exceed the threshold, thereby identifying the actuator jam.

[0075] For the threshold T thres The value of can be considered as follows: Under the premise that the monitor must be triggered within t1 time when a jam occurs, if the sampling frequency of the REU device is set to f, then t1·f samples (frames) will be generated within t1 time. up Rising count will generate t1·f·R up count, that is, T thres However, in actual situations, there are definitely some frames that are rising and some that are falling within the time t1, but the number of falling frames is much smaller than the number of rising frames when the card is blocked. Therefore, it is generally assumed that the number of rising frames is 5 times the number of falling frames in the most conservative case. This can calculate the T in the time t1 under the most conservative case. thres The minimum value of T thres The minimum value is used as the threshold T thres The value of .

[0076] It can be seen that through multi-sensor judgment, the introduction of counters and thresholds T thres The solution of the present application can eliminate the false alarm of jamming caused by non-jamming phenomena such as sudden increase of LVDT signal or sudden increase of pressure sensor signal. Therefore, it is not easy to be triggered by mistake and has stronger robustness and anti-interference ability. In addition, another advantage of the present application is that the time for identifying jamming is very short. For example, in simulation, the solution can trigger the fault in 67ms.

[0077] It should be understood that the minimum value of the counter is set to 0, that is, even if there are N frames that count down by -2, the value of the counter is 0. This is equivalent to adding a limit to prevent the counter from being unable to react in time when a jam occurs.

[0078] like Figure 2As shown in the judgment logic diagram, after the above-mentioned summary analysis of the collected data, the actuator jamming monitoring system compares the analyzed results with the corresponding thresholds according to the following logic to determine whether to trigger the jamming monitoring alarm:

[0079] When determining whether jamming occurs during the extension or retraction of the actuator, verify the following necessary conditions for jamming: If jamming occurs in the actuator, then Y com and Y lvdt will produce a difference, resulting in I ehsv remaining at a non-zero value and continuously pushing the actuator. In addition, jamming will also cause V lvdt to approach 0 and the pressure difference DP between the extension chamber and the retraction chamber to gradually increase. Therefore, by identifying I ehsv , V lvdt , DP and comparing them with the corresponding thresholds, if they meet the above necessary conditions for jamming, the counter will increase at a rate of R up (times / frame). If one or more necessary conditions are not met, the counter will decrease at a rate of R down (times / frame) (the increase rate is much greater than the decrease rate). Finally, when the count exceeds the fault trigger counter threshold T thres , the jamming alarm is triggered, and at the same time, the single ACE corresponding to the jammed actuator is set to the direct mode, and the pilot follows the operation instructions in the flight manual in the case of a control surface jam to perform corresponding operations.

[0080] It should be understood that when comparing these parameters with the thresholds, the comparison is based on the numerical values. Therefore, if necessary, the comparison is made after taking the absolute values of these parameters and the thresholds to eliminate the influence of the signs.

[0081] After describing the example basic structure and example judgment logic of the actuator jamming monitoring system, in combination with Figure 3 to further describe the actuator jamming monitoring method according to an embodiment of the present application.

[0082] As shown in the figure, first, after starting the actuator jamming monitoring method, in the data collection step 310, perform the following data collection steps:

[0083] The current signal I ehsv transmitted by the REU to the EHSV and receive the displacement command Y com ;

[0084] Collect the actuator displacement signal Y lvdt from the LVDT sensor;

[0085] Collect the actuator extension chamber pressure signal P Extend from the first pressure sensor;

[0086] Collect the pressure signal P of the actuator retraction chamber from the second pressure sensor Retract .

[0087] Subsequently, the actuator jamming monitoring method aggregates and analyzes the data of the REU, LVDT sensor, the first pressure sensor, and the second pressure sensor, and compares the analyzed results with the corresponding thresholds to determine whether to trigger a jamming monitoring alarm.

[0088] Specifically, in parameter calculation step 320, the following calculation steps are performed based on the above-collected signal data:

[0089] Based on the pressure signal P of the actuator extension chamber Extend and the pressure signal P of the actuator retraction chamber Retract calculate the pressure difference signal between the two chambers of the actuator (take the absolute value to eliminate the influence of the sign on the comparison, i.e., |DP| = |P Extend - P Retract |);

[0090] Calculate the actuator movement speed by differentiating the actuator displacement signal Y lvdt (take the absolute value |V lvdt | to eliminate the influence of the sign on the comparison).

[0091] These calculated parameters are respectively used as the inputs of the corresponding comparators.

[0092] Meanwhile, in threshold calculation step 330, the following threshold calculation steps are performed:

[0093] First, as mentioned above, the EHSV current jamming threshold I thres is the absolute value of the EHSV current signal value when the deviation between Y com and Y lvdt is Δ. Wherein, the Δ is the control accuracy of the rudder surface position. Under normal circumstances, Y lvdt should be within [Y com - Δ, Y com + Δ].

[0094] The actuator movement speed jamming threshold V thres is the average movement speed when the rudder surface is in a floating state (take the absolute value |V float | to eliminate the influence of the sign on the comparison).

[0095] The actuator pressure difference jamming threshold DP thres can be considered that when the structure undergoes a differential pressure force with an amplitude of F for a continuous time t and causes 10% total fatigue damage to the local structure (the force dispute force that will cause structural fatigue damage during monitoring), then DP thres can be set to the minimum value of F.

[0096] Thus, the threshold I calculated in step 330 thres , V thres , DP thres are respectively input into the corresponding comparators to be compared with the corresponding parameters input in step 320.

[0097] In comparison step 340, the following jamming comparison condition judgment is performed:

[0098] a) Judge whether the current signal I of EHSV ehsv is greater than or equal to the EHSV current jamming threshold I thres , that is, I ehsv ≥I thres ?

[0099] b) Judge whether the actuator movement speed V lvdt (i.e., the LVDT displacement differential) is less than the actuator movement speed jamming threshold V thres , that is, V lvdt <V thres ?

[0100] c) Judge whether the differential pressure signal DP between the two chambers of the actuator is greater than the actuator differential pressure jamming threshold DP thres , that is, DP > DP thres ?

[0101] If all the above three comparison conditions a)-c) are satisfied simultaneously, that is, the EHSV current value I ehsv ≥I thres , and the actuator speed V lvdt <V thres , and the differential pressure DP between the two chambers of the actuator > DP thres , then the process enters step 350.

[0102] And as long as one comparison condition is not satisfied, the process enters step 360.

[0103] In step 350, the counter rises at a rate of R up (times / frame), and then the process enters step 370.

[0104] In step 360, the counter drops at a rate of R down (times / frame), and then the process enters step 370.

[0105] In step 370, the count value of the counter is compared with the fault trigger counter threshold T thres .

[0106] If the count value exceeds the fault trigger counter threshold T thres , then the process enters step 380.

[0107] If the count value does not exceed the fault trigger counter threshold T thres , the process returns to step 310 to restart the process of the actuator jam monitoring method.

[0108] Finally, at step 380, a jam monitoring alarm is triggered, and at the same time, the single ACE corresponding to the jammed actuator can be set to the direct mode. Subsequently, the pilot follows the procedures for a jammed control surface in the flight manual.

[0109] Thus, the process ends here.

[0110] It should be understood that, as described above, the comparison between the various parameters and thresholds is a comparison of numerical magnitudes, and the influence of the sign on the comparison result can be eliminated by taking the absolute value.

[0111] In summary, the solution proposed in this application may have the following advantages:

[0112] 1) Local self-monitoring of the actuation system. This solution can implement jam monitoring for a single actuator in the REU, and at the same time has strong robustness.

[0113] 2) Precise and rapid monitoring. The REU has a high operation frequency, more accurate fault capture, high reliability, and a wider monitoring frequency coverage.

[0114] 3) Strong versatility. It is applicable to the vast majority of aircraft models and to spoiler actuators, without the need to add sensors, effectively saving costs and having good versatility.

[0115] Although different embodiments have been described above, it should be understood that they are only examples and not limitations. Those skilled in the relevant art will appreciate that various modifications can be made in form and detail without departing from the spirit and scope of the present invention as defined by the appended claims. Therefore, the width and scope of the present invention disclosed herein should not be limited by the exemplary embodiments disclosed above, but should be defined only by the appended claims and their equivalents.

Claims

1. An actuator jam monitoring system, comprising: Two symmetrical parts on the left and right, each of which includes: An LVDT sensor associated with the control surface, configured to feed back a displacement signal of the actuator; A first pressure sensor associated with the rudder surface, configured to detect a pressure feedback signal of an actuator extension chamber of the rudder surface; a second pressure sensor associated with the rudder surface, configured to detect a pressure feedback signal of an actuator retraction chamber of the rudder surface; Remote Electronics Unit REU, configured for: The current signal is transmitted to the EHSV and the displacement command is received; The data from the LVDT sensor, the first pressure sensor, the second pressure sensor and the own data are summarized and analyzed, and the analyzed results are compared with the corresponding thresholds to determine whether to trigger a jam monitoring alarm.

2. The actuator jam monitoring system according to claim 1, characterized in that: The summary analysis included the following parameters: Y com It is the displacement instruction received by REU; Y lvdt It is the actuator displacement signal fed back by LVDT; I ehsv It is the current signal transmitted from REU to EHSV; V lvdt is the actuator (piston) speed, which can be measured by Y lvdt Differential gain; P Extend It is the pressure feedback signal of the actuator extension chamber; P Retract Provides pressure feedback signal for the actuator retraction chamber; DP is the pressure difference signal between the two chambers of the actuator, which can be Extend -P Retract Calculated; I thres It is the EHSV current blocking threshold; V thres It is the speed blocking threshold of the actuator movement; DP thres It is the pressure differential blocking threshold of the actuator; R up is the counting up factor of the counter, which must be much larger than the counting down factor (e.g. 5 to 10 times of it); R down is the counting down coefficient of the counter; T thres is the fault trigger counter threshold.

3. The actuator jam monitoring system according to claim 2, characterized in that: The summary analysis includes the following operations: Calculating a pressure difference signal between two chambers of the actuator based on the pressure signal of the actuator extension chamber and the pressure signal of the actuator retraction chamber; Calculating the actuator movement speed by differentiating the actuator displacement signal; Calculate the EHSV current blocking threshold, the EHSV current blocking threshold is Y com With Y lvdt The absolute value of the EHSV current signal value when the deviation is Δ, where Δ is the control accuracy of the rudder position. Under normal circumstances, Y lvdt Should be in [Y com -Δ,Y com +Δ]; Calculating an actuator movement speed blocking threshold, wherein the actuator movement speed blocking threshold is an absolute value of an average movement speed when the rudder surface is in a floating state; and The actuator pressure differential blocking threshold is calculated, wherein the actuator pressure differential blocking threshold is the minimum value of F when the structure is subjected to a pressure differential force with an amplitude of F for a duration of t and causes 10% total fatigue damage to the local structure.

4. The actuator jam monitoring system according to claim 3, characterized in that: The comparing the analyzed result with the corresponding threshold to determine whether to trigger the jam monitoring alarm includes: a) determining whether the current signal transmitted from the REU to the EHSV is greater than or equal to the EHSV current blocking threshold; and b) determining whether the motion speed of the actuator is less than the motion speed blocking threshold of the actuator; and c) determining whether the pressure difference signal DP between the two chambers of the actuator is greater than the pressure difference blocking threshold of the actuator; If the judgments a)-c) are satisfied at the same time, the counter increases at an increasing rate, otherwise, the counter decreases at a decreasing rate; Determining whether the count value of the counter exceeds the fault trigger counter threshold; If it exceeds, the jam monitoring alarm will be triggered; If it does not exceed the limit, the jam monitoring alarm is not triggered and jam monitoring continues.

5. A method for monitoring actuator jam, comprising: The remote electronic unit REU transmits the current signal to the EHSV and receives the displacement command; Collect actuator displacement signals from LVDT sensors; Collecting the actuator extension chamber pressure signal from the first pressure sensor; Collecting the actuator retraction chamber pressure signal from the second pressure sensor; The data of the REU, the LVDT sensor, the first pressure sensor and the second pressure sensor are summarized and analyzed, and the analyzed results are compared with corresponding thresholds to determine whether a jam monitoring alarm is triggered.

6. The actuator jam monitoring method according to claim 5, characterized in that: The summary analysis included the following parameters: Y com It is the displacement instruction received by REU; Y lvdt It is the actuator displacement signal fed back by LVDT; I ehsv It is the current signal transmitted from REU to EHSV; V lvdt is the actuator (piston) speed, which can be adjusted by Y lvdt Differential gain; P Extend It is the pressure feedback signal of the actuator extension chamber; P Retract Provides pressure feedback signal for the actuator retraction chamber; DP is the pressure difference signal between the two chambers of the actuator, which can be Extend -P Retract Calculated; I thres It is the EHSV current blocking threshold; V thres It is the speed blocking threshold of the actuator movement; DP thres It is the pressure differential blocking threshold of the actuator; R up is the counting up factor of the counter, which must be much larger than the counting down factor (e.g. 5 to 10 times of it); R down is the counting down coefficient of the counter; T thres is the fault trigger counter threshold.

7. The actuator jam monitoring method according to claim 6, characterized in that: The summary analysis includes the following steps: Calculating a pressure difference signal between two chambers of the actuator based on the pressure signal of the actuator extension chamber and the pressure signal of the actuator retraction chamber; Calculating the actuator movement speed by differentiating the actuator displacement signal; Calculate the EHSV current blocking threshold, the EHSV current blocking threshold is Y com With Y lvdt The absolute value of the EHSV current signal value when the deviation is Δ, where Δ is the control accuracy of the rudder position. Under normal circumstances, Y lvdt Should be in [Y com -Δ,Y com +Δ]; Calculating an actuator movement speed blocking threshold, wherein the actuator movement speed blocking threshold is an absolute value of an average movement speed when the rudder surface is in a floating state; and The actuator pressure differential blocking threshold is calculated, wherein the actuator pressure differential blocking threshold is the minimum value of F when the structure is subjected to a pressure differential force with an amplitude of F for a duration of t and causes 10% total fatigue damage to the local structure.

8. The actuator jam monitoring method according to claim 7, characterized in that: The step of comparing the analyzed result with the corresponding threshold to determine whether to trigger a jam monitoring alarm includes: a) determining whether the current signal transmitted from the REU to the EHSV is greater than or equal to the EHSV current blocking threshold; and b) determining whether the motion speed of the actuator is less than the motion speed blocking threshold of the actuator; and c) determining whether the pressure difference signal DP between the two chambers of the actuator is greater than the pressure difference blocking threshold of the actuator; If the judgments a)-c) are satisfied at the same time, the counter increases at an increasing rate, otherwise, the counter decreases at a decreasing rate; Determining whether the count value of the counter exceeds the fault trigger counter threshold; If it exceeds, the jam monitoring alarm will be triggered; If it does not exceed the limit, the jam monitoring alarm is not triggered and jam monitoring continues.

9. The actuator jam monitoring method according to claim 8, characterized in that: The minimum value of the counter is set to zero.

10. The actuator jam monitoring method according to claim 9, characterized in that: The comparison between the parameters and the threshold is a comparison of numerical values, and the influence of the sign on the comparison is eliminated by taking the absolute value.

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