A compensation control method and device for an aircraft aerodynamic configuration conversion

Abstract

The present application belongs to the technical field of flight control system design, and particularly relates to a compensation control method and device for aircraft take-off and landing aerodynamic configuration conversion; a flight control computer acquires aileron and slat rudder surface position signal, simultaneously introduces a landing gear state signal and a flight speed signal, the signals jointly participate in take-off and landing aerodynamic configuration conversion transient compensation control, are solved through an aerodynamic configuration conversion transient compensation control law module, output a longitudinal compensation control instruction, and finally pass through longitudinal control rudder surface deflection to realize transient compensation of aerodynamic configuration conversion, and further control the aircraft attitude to keep stable. The method provided by the present application can ensure that in the process of landing gear, leading edge slat and trailing edge aileron retraction and release, transient disturbance of the aircraft is reduced through compensation control, the aircraft attitude is kept stable, and flight quality is improved.

Description

Technical Field

[0001] This invention belongs to the field of flight control system design technology, specifically relating to a compensation control method and device for aircraft takeoff and landing aerodynamic configuration transitions. Background Technology

[0002] During takeoff and landing, leading-edge slats and trailing-edge flaps are typically deployed to increase lift, while in the air, they retract to reduce drag. When the aerodynamic configuration changes during takeoff, landing, and in the air—specifically during landing gear retraction / extension—simultaneous coupling of leading-edge slat and trailing-edge flap retraction / extension can cause complex aerodynamic changes. This is particularly true for small-tonnage trainer aircraft, which are more prone to transient disturbances, leading to pitching or nose-up tendencies. This results in uncontrolled attitude changes during takeoff and landing, reducing and impacting flight and passenger comfort.

[0003] For trainer aircraft designed for flight students, unexpected changes in aircraft attitude during low-altitude aerodynamic configuration transitions at takeoff and landing can increase the pilot's workload and even pose safety hazards. Therefore, appropriate supplementary control compensation techniques are needed to suppress uncontrolled changes in aircraft attitude caused by aerodynamic configuration transitions during takeoff and landing. Summary of the Invention

[0004] Purpose of the invention: The purpose of this invention is to propose a transient compensation control method for aerodynamic configuration transitions during aircraft takeoff and landing. This method can ensure that transient disturbances are reduced during the retraction and extension of the landing gear, leading edge slats, and trailing edge flaps, thereby maintaining aircraft attitude stability and improving flight quality.

[0005] Technical Solution: To achieve the above-mentioned objectives, the present invention proposes a compensation control method for aircraft aerodynamic configuration transitions during takeoff and landing. The flight control computer acquires flap and slat control surface position signals, and simultaneously introduces landing gear status signals and flight speed signals. These signals jointly participate in the transient compensation control of takeoff and landing aerodynamic configuration transitions. After being calculated by the aerodynamic configuration transition transient compensation control law module, a longitudinal compensation control command is output. Finally, through the deflection of the longitudinal control surface (elevator control surface), the transient compensation of the aerodynamic configuration transition is achieved, thereby controlling the aircraft attitude to remain stable.

[0006] Furthermore, the aerodynamic configuration transition transient compensation control law module calculates the longitudinal compensation control command based on the landing gear status signal, flap / slat position signal, and flight speed signal. After being limited, the longitudinal compensation control command is superimposed on the longitudinal control command output by the longitudinal main control law module. Finally, the longitudinal compensation control function is realized through the longitudinal control output command.

[0007] Furthermore, when the flap / slat position reaches the 0° retracted or 30° lowered position, the longitudinal compensation control command is reduced to 0.

[0008] Furthermore, the processing of the longitudinal compensation control command includes: first, limiting the longitudinal compensation control command to a limit of ±5°, and then superimposing it onto the longitudinal control command output by the longitudinal main control law module to form the final longitudinal control output command.

[0009] Furthermore, the landing gear status signals include landing gear retraction up-to-position signals and landing gear down-to-position signals; the 1 and 0 state changes of the landing gear status signals need to be continuously monitored for 500ms, and only after being determined as valid signals can they participate in the calculation of the aerodynamic configuration conversion transient compensation control law module.

[0010] Furthermore, the aerodynamic configuration transition transient compensation control law module outputs corresponding longitudinal compensation control commands based on different landing gear states: When the landing gear is in the down position, the "down in position" signal = 1 and the "retract in position" signal = 0: the longitudinal compensation control command is (a1~b1)*f(vb); The landing gear lowering and retraction process begins when the "lower in position" signal = 1 changes to 0 and ends when the "retract in position" signal = 0 changes to 1: the longitudinal compensation control command is (a2~b2)*f(vb); When the landing gear is retracted, the "lower in position" signal is 0 and the "retracted in position" signal is 1: the longitudinal compensation control command is (a3~b3)*f(vb); During the landing gear retraction and lowering process, the "retract to position" signal changes from 1 to 0 to begin, and the "lower to position" signal changes from 0 to 1 to end: the longitudinal compensation control command is (a4~b4)*f(vb); Where vb is the flight speed signal, f(vb) is the control parameter adjusted according to the indicated airspeed, and a1~b1, a2~b2, a3~b3, a4~b4 are the longitudinal compensation control command parameters matched in the corresponding states.

[0011] Furthermore, the deflection range of the flap and slat control surface position signals is 0~30°, and this deflection range can be adjusted according to the design requirements of different aircraft.

[0012] Furthermore, the longitudinal control surface is an elevator surface.

[0013] In another aspect, the present invention also proposes a compensation control device for aircraft takeoff and landing aerodynamic configuration transitions, characterized in that it includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the compensation control method for aircraft takeoff and landing aerodynamic configuration transitions as described above.

[0014] In the aforementioned control device, the memory is a non-volatile storage medium capable of continuously storing the computer program and the signal data and instruction data generated during the calculation process.

[0015] Technical effects: This invention proposes a transient compensation control method for aircraft aerodynamic configuration transitions during takeoff and landing, which reduces transient disturbances during aerodynamic configuration transitions during takeoff and landing, facilitates pilot control of aircraft takeoff and landing, improves flight and passenger quality, and increases aircraft safety. Attached Figure Description

[0016] Figure 1 This is a cross-linking diagram of the transient compensation control signal for aerodynamic configuration transition; Figure 2 This is a schematic diagram of the transient compensation control law module for aerodynamic configuration transition. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in more detail below with reference to the embodiments and accompanying drawings. The described embodiments are only a part of the embodiments of this invention, not all of them; all other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort fall within the protection scope of this invention.

[0018] To achieve transient compensation during aerodynamic configuration transitions during takeoff and landing, 1) the flight control system interconnects with the flap / slat control computer, incorporating flap / slat control surface position signals into the transient compensation control; 2) the flight control system simultaneously incorporates landing gear status signals and flight speed signals into the transient compensation control. The interconnection relationship of the aerodynamic configuration transition transient compensation signals is as follows: Figure 1 As shown.

[0019] Given that the transient effects of aerodynamic configuration transitions during takeoff and landing on this type of trainer aircraft primarily affect the aircraft's longitudinal attitude, the transient compensation control method during aerodynamic configuration transitions mainly involves adding a takeoff and landing aerodynamic configuration transition transient compensation control law module to the longitudinal main control law module of the flight control system. That is, longitudinal compensation control commands are superimposed on the original longitudinal main control law output commands, and the longitudinal compensation control function is ultimately achieved through longitudinal control output commands. Its control law block diagram is shown below. Figure 2 As shown.

[0020] The technical solution of this invention involves a trainer aircraft whose transient compensation control law module, during takeoff and landing, performs compensation control law calculations based on input signals such as landing gear status signals (retracted / deployed signal, extended / deployed signal), flap / slat position, and flight speed. The calculated longitudinal compensation control command is then output and, after amplitude limiting, superimposed onto the longitudinal control command output by the main control law module. The implementation logic and method of the longitudinal compensation control command output by the transient compensation control law during takeoff and landing aerodynamic configuration transitions are shown in Table 1.

[0021] Table 1. Implementation Logic and Method of Longitudinal Compensation Control Command

[0022] The transient compensation control method for aerodynamic configuration transitions during takeoff and landing described in this invention compensates for the changes in aircraft attitude caused by the retraction and extension of the landing gear and the flaps / slats through the flight control system. The compensation control command is mainly calculated by the flight control computer and its compensation control law software module.

[0023] like Figure 1 As shown, in the technical solution of this invention, the flight control system is interconnected with the flight control computer and the flap / slat control computer to obtain the flap / slat control surface position signal. The flight control computer also introduces the landing gear status signal (including: retraction-in-position signal, extension-in-position signal) and the flight speed signal. The above signals jointly participate in the transient compensation control of takeoff and landing aerodynamic configuration transition. After being solved by the aerodynamic configuration transition transient compensation control law module, the longitudinal compensation control command is output. Finally, through the deflection of the longitudinal control surface (elevator control surface), the transient compensation of the aerodynamic configuration transition is realized, thereby stabilizing the aircraft attitude.

[0024] like Figure 2 As shown, the aerodynamic configuration transition transient compensation control law module calculates the longitudinal compensation control command based on the landing gear status signal, flap / slat position signal, and flight speed signal. The longitudinal compensation control command is limited (limiting threshold ±5°; the limiting design is mainly to avoid affecting aircraft safety if the compensation control command is abnormal) and superimposed on the longitudinal control command output by the longitudinal main control law module. Finally, the longitudinal compensation control function is realized through the longitudinal control output command. When the flap / slat position reaches the 0° retraction or 30° extension position, the longitudinal compensation control command fades to 0.

[0025] As shown in Table 1, the parameters involved in the calculation of the transient compensation control law module for aerodynamic configuration conversion in the technical solution of the present invention mainly include: landing gear status signal (retracted position signal, lowered position signal), flap / slat position signal, and flight speed signal. The above signals are calculated by the transient compensation control law for aerodynamic configuration conversion, and a longitudinal compensation control command is output.

[0026] As shown in Table 1, the technical solution of the present invention has a flap / slat control surface position deflection range of 0 to 30°, and the deflection degree of the flap / slat control surface may vary depending on the design requirements of different aircraft.

[0027] As shown in Table 1, the longitudinal compensation control command (a1~b1)*f(vb) of the present invention represents the compensation command output corresponding to the deflection range of 0~30° of the flap / slat control surface during the flap / slat retraction and extension process when the landing gear is in the lowered state.

[0028] As shown in Table 1, the longitudinal compensation control command (a2~b2)*f(vb) of the present invention represents the compensation command output corresponding to the deflection range of 0~30° of the flap / slat control surface during the process of the landing gear going from lowering to retracting.

[0029] As shown in Table 1, the longitudinal compensation control command (a3~b3)*f(vb) of the present invention represents the compensation command output corresponding to the deflection range of 0~30° of the flap / slat control surface position during the flap / slat retraction and extension process when the landing gear is in the retracted state.

[0030] As shown in Table 1, the longitudinal compensation control command (a4~b4)*f(vb) of the present invention represents the compensation command output corresponding to the deflection range of 0~30° of the flap / slat control surface during the process of the landing gear going from retraction to extension.

[0031] The above specific embodiments or examples are only used to explain the technical solutions of the present invention and are not intended to limit the present application. Parts not described in detail are considered to be conventional technical means or common knowledge in the field. It can be understood by those skilled in the art that, based on the design concept of the present application, the technical solutions described in the foregoing embodiments can be adapted or some or all of the technical features can be equivalently replaced. These modifications, equivalent replacements, and adaptive improvements do not depart from the technical essence of the present invention and should all be covered within the protection scope of the present application.

Claims

1. A method of compensation control during a change in aerodynamic configuration of an aircraft during take-off and landing, characterized in that, The flight control computer acquires the position signals of the flaps and slats, and also introduces the landing gear status signal and the flight speed signal. These signals jointly participate in the transient compensation control of takeoff and landing aerodynamic configuration transition. After being solved by the aerodynamic configuration transition transient compensation control law module, the longitudinal compensation control command is output. Finally, through the longitudinal control control surface deflection, the transient compensation of aerodynamic configuration transition is realized, thereby controlling the aircraft attitude to maintain stability. The aerodynamic configuration transition transient compensation control law module calculates the longitudinal compensation control command based on the landing gear status signal, flap and slat position signal, and flight speed signal. The longitudinal compensation control command is limited and superimposed on the longitudinal control command output by the longitudinal main control law module. Finally, longitudinal compensation control is achieved through the longitudinal control output command. When the flap and slat position reaches the 0° retracted or 30° lowered position, the longitudinal compensation control command fades to 0. The processing of longitudinal compensation control commands includes: first, limiting the longitudinal compensation control commands to a limit of ±5°, and then superimposing them onto the longitudinal control commands output by the longitudinal main control law module to form the final longitudinal control output commands. The landing gear status signals include landing gear retraction up and down signals; the 1 and 0 state changes of the landing gear status signals need to be continuously monitored for 500ms, and only after being determined as valid signals can they participate in the calculation of the aerodynamic configuration conversion transient compensation control law module.

2. A method of compensating control during the conversion of an aerodynamic configuration of an aircraft during takeoff and landing according to claim 1, characterized in that, The aerodynamic configuration transition transient compensation control law module outputs corresponding longitudinal compensation control commands based on different landing gear states: When the landing gear is in the lowered state, the "lowered in position" signal = 1 and the "retracted in position" signal = 0: the longitudinal compensation control command is (a1~b1)*f(vb); During the landing gear lowering and retraction process, the "lowering in position" signal changes from 1 to 0 to start, and the "retraction in position" signal changes from 0 to 1 to end: the longitudinal compensation control command is (a2~b2)*f(vb). When the landing gear is retracted, the "lower in position" signal = 0 and the "retracted in position" signal = 1: the longitudinal compensation control command is (a3~b3)*f(vb); During the landing gear retraction and lowering process, the "retraction in place" signal changes from 1 to 0 to start, and the "lowering in place" signal changes from 0 to 1 to end: the longitudinal compensation control command is (a4~b4)*f(vb). Where vb is the flight speed signal, f(vb) is the control parameter adjusted according to the indicated airspeed, and a1~b1, a2~b2, a3~b3, a4~b4 are the longitudinal compensation control command parameters matched in the corresponding states.

3. A method of compensating control of an aircraft aerodynamic configuration transition according to claim 1, characterized in that, The deflection range of the flap and slat control surface position signals is 0~30°, and this deflection range can be adjusted according to the design requirements of different aircraft.

4. The method of compensation control for the conversion of the aerodynamic configuration of an aircraft during takeoff or landing according to claim 1, characterized in that, The longitudinal control surface is the elevator control surface.

5. A compensating control device for an aircraft during a change in aerodynamic configuration during take-off and landing, characterised in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the compensation control method for aircraft takeoff and landing aerodynamic configuration transitions as described in any one of claims 1 to 4.

6. The compensating control device for the conversion of the aerodynamic configuration of an aircraft during takeoff and landing according to claim 5, characterized in that, The memory is a non-volatile storage medium that can continuously store the computer program and the signal data and instruction data generated during the calculation process.

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