Rudder command signal monitoring and warning system and method

Abstract

The invention discloses a rudder command signal monitoring and warning system and a warning method. The system and the method have the advantage that whether a rudder has a large stroke and reciprocating operation or not can be judged by performing interval monitoring on a rudder command signal. The rudder command signal monitoring and warning system comprises a signal sampling device which samples a rudder command signal value at a preset sampling rate; the signal indexing unit is used for generating a cyclic array index for the rudder command signal value according to the sampling rate and the cache time; a signal buffer unit that periodically buffers a prescribed number of rudder command signal values with a cyclic array index; the extreme value difference calculation module is used for dynamically calculating the extreme value difference of the current cached rudder command signal value in the signal cache unit; the alarm judgment device is used for acquiring an alarm threshold value corresponding to the interval where the current airspeed is located and judging whether the extreme value difference exceeds the alarm threshold value or not; and the alarm triggering device is used for triggering an alarm action when the extreme value difference is greater than or equal to an alarm threshold value.

Description

Technical Field

[0001] This disclosure relates to a monitoring and alarm system and method for preventing severe load conditions on the vertical tail of an aircraft. More specifically, this disclosure relates to a rudder command signal monitoring and alarm system and method that constructs a monitoring mechanism based on real-time analysis of flight parameters, and when pedal operation or rudder deflection input causes the rudder command signal to have an unnecessary, rapid, large travel or reciprocating deflection, it alerts the pilot to stop such improper operation or rudder deflection input. Background Technology

[0002] In history, there was a serious air disaster caused by an aircraft pilot making unnecessary and excessive rudder maneuvers to cope with the wake turbulence, which caused the aircraft's vertical tail load to exceed the design limit.

[0003] After investigating pilots' use of the rudder pedals in transport category aircraft, the FAA (Federal Aviation Administration) found that abnormal rudder pedal operation by pilots was far more frequent than expected, including incorrect rudder pedal inputs and reciprocating deflections (such as encountering wake vortices). Therefore, appropriate measures must be taken to alert pilots that they are making improper rudder pedal operations.

[0004] In the current civil aviation field, some mainstream aircraft models are equipped with a "STOP RUDDER INPUT" warning function, which is used to remind pilots to refrain from making inappropriate rudder pedal operations.

[0005] Known Patent Document 1 (US Patent 8584990B2) discloses a method for yaw control of an aircraft, wherein an alarm system is used to determine whether a rudder reversal condition has been triggered by detecting the rotation of at least one second position in one of two opposite directions to at least one second position in the other of two opposite directions within a first time interval of a predetermined duration, and when the rudder reversal condition has been triggered by the pilot, an alarm is issued by the alarm system to notify the pilot of a potentially unsafe rudder reversal condition.

[0006] The alarm logic of patent document 1 is as follows: (1-1) During the pilot's operation of the command system (pedal pedals), if the command system moves from one of the two opposite extreme positions to the other opposite extreme position within a time interval of less than or equal to 3 seconds (pre-set monitoring time), an alarm is triggered. (1-2) Alarm duration: at least 5 seconds.

[0007] (1-3) The alarm can be triggered in the form of a visual or audible signal to attract the pilot's attention.

[0008] However, in Patent Document 1, the alarm delay point is related to whether the rudder pedal amplitude is greater than the pedal amplitude at full rudder deflection, and the alarm trigger point is related to whether the rudder pedal amplitude in the opposite direction is greater than the pedal position at full rudder deflection. Considering the pedal holding time after the delay is triggered, this method is suitable for identifying situations where the rudder pedal holding time is short. That is, if the pedal holding time in this direction is too long, even exceeding the predetermined monitoring time, the "reversal" of the pedal cannot be detected.

[0009] In addition, known patent document 2 (Chinese patent CN103693190B) discloses an alarm method and device for preventing improper operation of the rudder pedal of an aircraft. In this method, the current position of the rudder pedal is monitored to detect when the rudder pedal reaches an extreme position, at which point the rudder reaches one of its maximum rotational positions. When the extreme position of the rudder pedal is detected, the rudder thus reaches one of its maximum rotational positions. A check is performed to verify whether the following alarm actuation condition is met within a preset period after the extreme position has been reached: the rudder continuously returns to the neutral position and then leaves the neutral position. When the alarm actuation condition is met within the preset period, an alarm is triggered.

[0010] The alarm logic of Patent Document 2 is as follows: taking the rudder deflection as the monitoring object, the rudder deflection data is first converted into an absolute value. When the rudder deflection reaches the limit, a delay is triggered. Within a predetermined time period (preferably 3 seconds), the rudder is continuously brought from the extreme position to the neutral position. Then, when leaving the neutral position (any direction), such improper operation by the pilot will automatically trigger the "STOP RUDDER INPUT" alarm. Regarding the neutral position, any position between the maximum deflection can be selected, with the position of 1 / 2 of the maximum deflection being preferred.

[0011] However, in Patent Document 2, the alarm delay point is related to whether the rudder deflection reaches full deflection. Considering the pedal holding time after the delay is triggered, this method is suitable for identifying situations where the rudder pedal holding time is short. That is, if the pedal holding time in this direction is too long, or even exceeds the predetermined monitoring time, the "reverse" of the pedal cannot be identified. In addition, in Patent Document 2, the rudder deflection signal is taken as an absolute value, so an alarm will also be triggered when the rudder deflects back and forth to one side. One-sided back and forth rudder operation may occur in scenarios such as crosswind landing or crosswind takeoff. In this case, triggering an alarm may affect the pilot's normal operation in certain special scenarios.

[0012] In addition, known patent document 3 (Chinese patent CN101297250B) discloses a method and system for limiting the rudder deflection angle of an aircraft, which includes the following operations: detecting the sideslip state of the aircraft and first control of the rudder deflection in a first direction with a maximum deflection angle, the first direction being opposite to the current position of the rudder; and implementing a limit on the maximum allowable deflection angle.

[0013] The alarm logic of patent document 3 is to continuously monitor the rudder. If the rudder deflection moves from the rudder deflection limit in one direction to the rudder deflection limit in another direction, it is considered that "double deflection" has been detected. In addition, if the aircraft has lateral acceleration at this time, it is considered that the aircraft is in a "critical state" and there may be a risk of exceeding the limit load. In this case, the maximum allowable deflection angle is limited.

[0014] However, in patent document 3, when a "double yaw" situation is detected, the aircraft's safe operation is ensured by limiting rudder deflection, without involving an alarm function. Furthermore, if the pedals are held in this direction for too long, even exceeding the timer's preset time, the "reverse" of the pedals cannot be detected. In addition, this method requires the addition of a lateral acceleration detection sensor to identify the aircraft's sideslip state.

[0015] Known patent document 4 (Chinese patent CN 118405256B) discloses an alarm system for preventing improper operation of the rudder pedal of an aircraft. In this system, when the rudder pedal deflects in a certain deflection direction and then returns to the delayed action trigger position in that deflection direction, the judgment device triggers a predetermined delay. Within the predetermined delay, when the rudder pedal deflects from the pedal position that triggered the delay to another deflection direction and reaches the alarm action trigger position in the other deflection direction, the alarm triggering device triggers an alarm action. The alarm logic of patent document 4 is as follows: the alarm system receives airspeed and rudder pedal position signals from the main flight control system (FCM). When the airspeed of the aircraft is within a certain range, if the mechanical position of the pedals exceeds a fixed position 1 in any direction (recommended to be 90% or 70% of the maximum mechanical position of the pedals) and then returns to the fixed position 1, the timing is triggered. Within a predetermined time (recommended 3 seconds), if the rudder pedal position reaches another fixed position 2 in the opposite direction (recommended to be 90% or 70% of the maximum mechanical position of the pedals), an alarm is triggered. The alarm duration can be set according to the actual situation (recommended 5 seconds).

[0016] The alarm function in Patent Document 4 is suppressed under the following conditions: 1. Engine failure conditions, where the engine status signal originates from the power unit system (FADEC). 2. When the aircraft is on the ground, it receives signals from the left and right wheels of the main landing gear, which originate from the landing gear control unit (LGCU). 3. Pedal, airspeed, and wheel load parameters are malfunctioning.

[0017] It is known that the alarm logic judgment condition in Patent Document 4 is achieved through "two-point monitoring" (or "point-to-point" monitoring) of the pedal signal from one point to another. Therefore, to determine that a large pedal stroke has occurred, the mechanical position of the pedal must first reach a preset "starting point". If the mechanical position of the pedal does not reach the preset "starting point" (for example, from one side, it does not exceed 85% of the maximum mechanical position of the pedal at fixed position 1), even if a large reciprocating operation occurs within a predetermined time (for example, exceeding 100% of the maximum mechanical position of the pedal at another fixed position 2 in the opposite direction), it may not be considered an improper operation of the rudder pedal. In addition, sometimes, even if there is no improper operation of the rudder pedal, improper rudder deflection input may cause a large deflection of the rudder, thereby causing severe load on the aircraft's vertical tail.

[0018] In order to more accurately grasp the rudder deflection state caused by rudder pedal operation and / or rudder deflection input, and to avoid large rudder deflection, it is desirable to design a monitoring and alarm system and method with alarm logic that can realize "interval" monitoring of rudder command signals. Summary of the Invention

[0019] This disclosure is made to solve the above-mentioned prior art. Its purpose is to provide a rudder command signal monitoring and alarm system and alarm method, which has alarm logic that can realize "range" monitoring of rudder command signals. That is, it can determine whether the rudder has a large travel and reciprocating operation by monitoring the range of movement of the rudder pedal position signal in real time and / or monitoring the range of the rudder deflection signal in real time.

[0020] To achieve the objectives of this disclosure, a rudder command signal monitoring and alarm system is provided, characterized by comprising: a signal sampling device, wherein the signal sampling device samples the rudder command signal value at the current moment at a preset sampling rate; a signal indexing unit, wherein the signal indexing unit generates a cyclic array index with a predetermined number of cycles for the rudder command signal values ​​collected by the signal receiving device according to the sampling rate and a preset buffer time as a predetermined time period; and a signal buffering unit, wherein the signal buffering unit periodically processes the predetermined number of rudder command signal values ​​with the cyclic array index collected by the signal receiving device within a continuous predetermined time period. The system includes: a line buffer; an extreme value difference calculation module, which dynamically calculates the difference between the local maximum and local minimum values ​​of the rudder command signal values ​​currently cached in the signal buffer unit with the circular array index, as the extreme value difference of the rudder command signal value; an alarm judgment device, which acquires an alarm threshold corresponding to the interval where the current airspeed is located, and judges whether the extreme value difference of the rudder command signal value calculated by the extreme value difference calculation module exceeds the alarm threshold; and an alarm triggering device, which triggers an alarm action when the extreme value difference of the rudder command signal value is greater than or equal to the alarm threshold.

[0021] Furthermore, this disclosure also provides a method for monitoring and alarming rudder command signals, characterized by comprising: a signal sampling step of sampling the rudder command signal value at the current moment at a pre-set sampling rate; a signal index step of generating a circular array index with a predetermined number of cycles for the rudder command signal values ​​collected in the signal sampling step according to the sampling rate and a pre-set buffer time as a predetermined time period; and a periodic array step of periodically selecting the predetermined number of rudder command signal values ​​collected in the signal sampling step and in which the circular array index is generated in the signal index step within a continuous predetermined time period. The system includes: a signal buffering step that performs buffering in a dynamic manner; an extreme value difference calculation step that dynamically calculates the difference between the local maximum and local minimum values ​​of the rudder command signal values ​​among the specified number of rudder command signal values ​​buffered in the signal buffering step as the extreme value difference of the rudder command signal values; an alarm judgment step that obtains an alarm threshold corresponding to the interval where the current airspeed is located and judges whether the extreme value difference of the rudder command signal values ​​calculated in the extreme value difference calculation step exceeds the alarm threshold; and an alarm triggering step that triggers an alarm action when the extreme value difference of the rudder command signal values ​​is greater than or equal to the alarm threshold.

[0022] According to the rudder command signal monitoring and alarm system and monitoring and alarm method disclosed herein, it is possible to continuously monitor the extreme value difference (amplitude) of the rudder command signal within any specified time period (e.g., a 5-second interval), and when the alarm conditions are met, to prompt the pilot to immediately stop improper operation or improper rudder deflection input in the form of an alarm. Compared with the prior art, it can more effectively avoid false alarms, mis-alarms, and alarm omissions, and prevent serious loads on the aircraft's vertical tail.

[0023] In addition, compared with the existing technology that requires setting timing points and alarm points, this disclosure does not require setting timing points and alarm points. The buffer time of the rudder command signal is the specified time period for single monitoring of the rudder command signal, and the rudder command signal is continuously monitored in a continuous specified time period. The logic is simpler and the full monitoring cycle is longer.

[0024] In the rudder command signal monitoring and alarm system disclosed herein, preferably, the rudder command signal is a rudder pedal signal related to the rudder pedal position at the current moment and / or a rudder deflection signal related to the rudder deflection at the current moment. More specifically, the rudder pedal signal is an electrical signal converted from the pilot's operation of the rudder pedals, and the rudder deflection signal is an electrical signal converted from the mechanical position of the rudder deflection.

[0025] Furthermore, compared to the previous method of monitoring only the rudder pedal position-related signals, this disclosure also expands to monitor rudder deflection-related signals. Depending on the characteristics of different aircraft models, one or two rudder command signals can be selected for monitoring. By setting different alarm thresholds for different airspeed ranges, the type of rudder command signal can be selected more flexibly. In addition, by monitoring multiple rudder command signals simultaneously instead of just one type, severe loads on the aircraft's vertical tail can be detected more reliably.

[0026] In the rudder command signal monitoring and alarm system disclosed herein, as an example of the signal sampling device, it includes: a reciprocal digitizer, which takes the reciprocal of the value of the received preset sampling rate of the rudder command signal; and a delay timer, which uses the reciprocal of the value of the sampling rate as the delay period. Before the delay period is reached, the delay timer outputs 0, and the signal sampling device does not sample. However, every time the delay period is reached, the delay timer is triggered once and generates a pulse signal 1, and the signal sampling device samples the rudder command signal value at the current moment.

[0027] Furthermore, as an example of the signal indexing unit, it includes an adder, an indexer, and a modulo operator. The adder increments the index value of the indexer by 1 each time the delay unit triggers a pulse. The modulo operator performs a modulo operation on the index value in the indexer and the number of rudder command signal values ​​cached in the signal buffer unit, calculated by the multiplier. This modulo operation sets the value to the circular array index of the rudder command signal values ​​sampled by the signal sampling device at the current moment, and outputs the rudder command signal value with the circular array index to the signal buffer unit. More preferably, if the modulo operation obtained by the modulo operator is 0, the index value in the indexer is set to 0.

[0028] In the rudder command signal monitoring and alarm system disclosed herein, preferably, at any given time, the number of data cached in the signal buffer unit is always equal to the number of rudder command signal values ​​periodically cached in the signal buffer unit, obtained by multiplying the sampling rate and the buffering time.

[0029] Based on the configuration described above, there is no need to set up a large-capacity storage device for real-time monitoring of long-cycle rudder command signals. For example, a small-capacity storage device such as a non-volatile erasable programmable read-only memory can be used as the signal buffer unit, which has strong read and write capabilities, low cost, and high reliability. In addition, without departing from the intent of this disclosure, or for the purpose of completely recording rudder command signals throughout the entire process, it is also acceptable to use an erasable or non-erasable large-capacity storage device.

[0030] Additionally, as an example of the alarm triggering device, it includes: a signal generator with a timing function, which starts timing when the alarm triggering device is triggered and continuously outputs an alarm signal within a specified timing period; and an alarm prompting device, which provides an alarm prompt to remind the pilot to immediately stop the current pedal operation or rudder input.

[0031] Based on the above configuration, an edge detection method can be implemented using a signal generator with timing function, which makes the judgment of triggering alarm prompts simpler and consumes less computing resources.

[0032] In addition, preferably, the alarm triggering device further includes: an alarm suppression device, which determines whether the alarm prompt is allowed, and allows or suppresses the alarm prompting device from making the alarm prompt based on the determination result; and an AND gate, the input of which is connected to the signal generator and the alarm suppression device, and the output of which is connected to the alarm prompting device.

[0033] Based on the above configuration, in special circumstances where reciprocating deflection of the rudder pedal or rudder deflection input is necessary, the alarm prompts of the alarm triggering device can be suppressed based on the results of other logical judgments or the pilot's manual control.

[0034] In the rudder command signal monitoring and alarm method disclosed herein, preferably, in the signal buffering step, each time a rudder command signal value with the circular array index is input, the rudder command signal value and its index value preceding the most recent predetermined number of rudder command signal values ​​are overwritten by the newly input rudder command signal value with the circular array index, and the extreme value difference calculation step and the alarm judgment step are performed before the next rudder command signal value with the circular array index is input.

[0035] Based on the above configuration, there is no need to set up a large-capacity storage device for real-time monitoring of long-cycle rudder command signals. In addition, it can monitor the rudder command signals for aircraft heading control in real time, and quickly identify the rudder reciprocating deflection situation by judging whether the extreme difference of the rudder command signal values ​​exceeds the alarm threshold, so as to prevent serious load conditions on the aircraft's vertical tail. Attached Figure Description

[0036] Figure 1 This is a schematic side view of the aircraft to which the rudder command signal monitoring and warning system of this disclosure is applicable.

[0037] Figure 2 This is a schematic diagram illustrating the deflection amplitude (pedal position) of the rudder pedal in the deflection direction of the rudder command signal monitoring and alarm system of this disclosure, wherein the pedal position at two different illustrative moments is shown and the deflection limit position is shown.

[0038] Figure 3 This is a timing diagram illustrating the rudder command signal in the rudder command signal monitoring and alarm system of this disclosure.

[0039] Figure 4 This is a schematic logic diagram illustrating the monitoring and alarm logic (monitoring and alarm method) used in the rudder command signal monitoring and alarm system of this disclosure.

[0040] Figure 5 Yes Figure 4 The flowchart illustrates the logical judgment process in the monitoring and alarm logic (monitoring and alarm method). Detailed Implementation

[0041] Below, refer to Figures 1 to 5 The rudder command signal monitoring and alarm system and monitoring and alarm method disclosed herein are described.

[0042] Figure 1 The aircraft 10, schematically shown moving on the ground S, includes: a pair of main wheel assemblies 20; a nose landing gear 30 arranged near the nose of the aircraft 10; and a rudder 40 arranged at the rear of the aircraft 10, which is hinged and capable of pivoting about a vertical axis in two opposite pivoting directions.

[0043] When the aircraft 10 is flying on the ground or in the air, the rudder pedals 100 are used to control the rotation of the rudder 40 about the vertical axis in two opposite pivoting directions. For this purpose, as... Figure 4 As shown, the rudder pedal 100 is equipped with a first pedal 101 and a second pedal 102. Depressing the first pedal 101 causes the rudder pedal 100 to deflect in a first deflection direction L (refer to) associated with a pivoting direction (left pivoting direction) of the rudder 40. Figure 2 The rudder pedal 100 deflects in a second deflection direction R (refer to the second deflection direction R) associated with the rudder 40 in another pivoting direction (right pivoting direction). Figure 2 The deflection occurs on the surface.

[0044] The rudder command signal monitoring and alarm system disclosed herein identifies rudder reciprocating deflection by real-time monitoring of the rudder command signal for aircraft heading control. The rudder command signal at the current time t is related to the rudder pedal position P at that time t. θt The relevant rudder pedal signal is either a rudder deflection signal related to the rudder 40 deflection at time t. Monitoring the rudder pedal signal directly monitors whether the pilot has made large-stroke and rapid manual adjustments, while monitoring the rudder deflection signal more directly monitors the magnitude of the load acting on the rudder 40. For example, the rudder pedal signal is an electrical signal converted from the pilot's operation of the mechanical pedals, while the rudder deflection signal is an electrical signal converted from the mechanical position of the rudder deflection.

[0045] Here, we will take monitoring the rudder pedal signal as an example for explanation. Figure 2 As shown, the rudder pedal 100 has two deflection directions (first deflection direction L and second deflection direction R). The rudder pedal 100 at a certain moment (e.g., time t1) deflects to the first deflection direction L at the pedal position P. θt1 (e.g., P) +θ1 When ), its deflection angle θ t1 The pedal position P, which is positive (+θ1), deflects in the second deflection direction R of the pedal at another time (e.g., time t2). θt2 (e.g., P) -θ2 When ), its deflection angle θ t2The value is negative (-θ2). At the neutral position P0 of the pedal, where it is not deflected in either the first deflection direction L or the second deflection direction R, the deflection angle is zero (0). Furthermore, the rudder pedal 100 has a deflection limit position P in each deflection direction. θmax (P) +θmax P -θmax For example, at the deflection limit position P +θmax At point P0, the rudder pedal 100 deflects from its neutral position P0 towards the first deflection direction L by the maximum deflection angle +θmax, reaching the deflection limit position P0. -θmax At point 100, the maximum deflection angle -θmax of the rudder pedal 100 from the neutral position P0 to the second deflection direction R of the pedal.

[0046] Note that although the deflection directions of the rudder pedal 100 (first deflection direction L, second deflection direction R) are related to the two opposite pivoting directions of the rudder 40, in this disclosure, the rudder pedal 100 is at its deflection limit position P. +θmax P -θmax This refers to the actual mechanical position of the rudder pedal 100 being at its maximum mechanical position, and is not necessarily related to whether the rudder 40 has pivoted to its maximum pivot position at this time. In other words, the rudder pedal 100 is at its deflection limit position P. +θmax P -θmax This does not mean that the rudder 40 has pivoted to the maximum pivot position in the associated pivot direction.

[0047] The disclosed rudder command signal monitoring and alarm system receives airspeed and rudder command signals from the main flight control system (FCM), and when the aircraft's airspeed is within a certain specific range, if it is related to the rudder pedal position P at 100... θt The relevant rudder command signal satisfies the rudder pedal position P of 100° within any specified time period (e.g., a 5-second interval). θt The local maximum value P of the pedal position θl_max With pedal position P θt The local minimum value P of the pedal position θl_min If the difference between the values ​​exceeds the specified alarm threshold, the monitoring and alarm system triggers a crew alarm, reminding the pilot to immediately stop the pedal operation. Here, l_max is an abbreviation for local maximum, and l_min is a local minimum, referring to all pedal positions P of the rudder pedal 100 within any specified time period (e.g., a 5-second interval). θtThe maximum or minimum value in the range. Additionally, as an example of a specific range, for instance, when the airspeed is ≥200 knots, the specified warning threshold is twice the maximum single-sided deflection angle |±θmax| of the rudder pedal, while when the airspeed is 150 knots < airspeed < 200 knots, the specified threshold is once the maximum single-sided deflection angle |±θmax| of the rudder pedal.

[0048] In addition, alarm thresholds in different specific ranges can be set appropriately according to the aircraft's own handling characteristics, pedal tolerance, alarm requirements, etc. That is, the 2 times or 1 times mentioned above is just an example for a certain type of aircraft. Other alarm thresholds can also be set, generally between 1 and 2 times the maximum single-sided deflection angle |±θmax| of rudder pedal 100 or between 1 and 2 times the maximum single-sided deflection position of rudder 40.

[0049] In addition, as mentioned above, the monitoring and alarm system disclosed herein may also monitor the rudder deflection signal instead of the rudder pedal signal. In this case, the specified alarm threshold is a value between 1 and 2 times the maximum deflection position of the rudder 40 on one side.

[0050] In addition, the monitoring and alarm system disclosed herein can simultaneously monitor the rudder pedal signal and the rudder deflection signal. As long as either the rudder pedal signal or the rudder deflection signal meets the alarm condition, even if the other has not yet been met, the monitoring and alarm system will trigger a unit alarm.

[0051] exist Figure 3 In the timing diagram of the rudder command signal in the rudder command signal monitoring and alarm system of this disclosure, the pedal journey of the rudder pedal 100 is drawn with a solid line, while the rudder deflection journey of the rudder 40 is drawn with a dashed line. Here, the monitoring of the rudder pedal signal is still used as an example for explanation.

[0052] like Figure 3 As shown, for example, within the specified time interval (5 seconds) from t0_0 to t1_0, the local maximum value P of the pedal position is... θl_max The local minimum value P is at point #1, where the pedal position is... θl_min At point #2, the difference between #1 and #2 (P) θl_max -P θl_min The value is less than the specified alarm threshold; therefore, at time t1_0, the monitoring and alarm system will not trigger a unit alarm. However, within the specified time period (a 5-second interval) from t0_i to t1_i, the local maximum value P of the foot pedal position... θl_max The local minimum value P is at point #3, where the pedal position is... θl_min At point #4, which is smaller than point #2, the difference between #3 and #4 (P) θl_max -P θl_minThe rudder has nearly moved from its maximum deflection position in one direction to its maximum deflection position in another direction, exceeding the specified alarm threshold. Therefore, at time t1_i (#4), the monitoring alarm system begins to trigger a unit alarm. Additionally, although in Figure 3 It is not shown in the figure, but as long as the local minimum value P of the pedal position is within a specified time interval (5 seconds) after the specified time interval t0_i to t1_i, it is possible to obtain the value P. θl_min It is still at point #4 or some other point lower than point #4, while the local maximum value P of the pedal position is... θl_max It did not drop to make (P) θl_max -P θl_min If the alarm value is less than the specified alarm threshold, the monitoring and alarm system will still trigger a unit alarm.

[0053] The aircraft 10 includes the rudder command signal monitoring and warning system 50 disclosed herein, such as Figure 4 As shown, the rudder command signal monitoring and alarm system 50 includes: a signal sampling device 51, which samples the rudder command signal value at the current time t (e.g., the rudder pedal position P at the current time t) at a preset rudder command signal sampling rate (e.g., 32Hz). θt The signal index unit 52 generates a cyclic array index with a period of a specified number for the rudder command signal values ​​collected by the signal receiving device 51 based on the sampling rate and a pre-set buffer time as a specified time period; the signal buffer unit 53 periodically buffers the specified number of rudder command signal values ​​with cyclic array indexes collected by the signal receiving device 51 within a continuous specified time period; the extreme value difference calculation module 54 dynamically calculates the signal buffer... The difference between the local maximum and local minimum values ​​of the rudder command signal values ​​currently cached in storage unit 53 with a circular array index is taken as the extreme value difference of the rudder command signal values; alarm judgment device 55 obtains the alarm threshold corresponding to the interval where the current airspeed is located, and judges whether the extreme value difference of the rudder command signal values ​​calculated by the extreme value difference calculation module 54 exceeds the alarm threshold; and alarm triggering device 56 triggers an alarm action when the extreme value difference of the rudder command signal values ​​is greater than or equal to the alarm threshold.

[0054] In the judgment logic of the rudder command signal monitoring and alarm system 50 disclosed herein, the buffer time provides the monitoring duration of the rudder command signal, for example, 5 seconds is set to a fixed value of 5, while the sampling rate provides a fixed sampling rate value (e.g., 32Hz is set to 32). The purpose is to collect the continuous rudder command signals output by the sensor into the buffer area according to a certain sampling rate. The product of the two is the number of rudder command signal values ​​periodically buffered in the signal buffer unit 53. In addition, the alarm threshold provides a threshold setting value for triggering the alarm action, which serves as the input to the alarm condition and can be set according to the actual operating characteristics of the aircraft.

[0055] Specifically, in the signal sampling device 51, the value of the sampling rate of the preset rudder command signal is received. The reciprocal of the sampling rate is taken by the reciprocal of the sampling rate by the reciprocal 511 and then input into the delay unit 512 as the delay period. When the delay period has not been reached, the delay unit 512 outputs 0 and the sampling unit 513 of the signal sampling device 51 does not sample. However, every time the delay period is reached, the delay unit 512 is triggered once and generates a pulse signal 1. At this time, the sampling unit 513 of the signal sampling device 51 samples the value of the rudder command signal at the current time t.

[0056] In the signal indexing unit 52, each time the delay unit 512 in the signal sampling device 51 triggers a pulse, the adder 521 increments the index value of the indexer 522 by 1. Then, the modulo operator 523 performs a modulo operation between the index value in the indexer 522 and the number of rudder command signal values ​​calculated by the multiplier. The modulo operation value is then set as the index of a circular array of rudder command signal values ​​sampled by the signal sampling device 51 at the current time t. The rudder command signal value with the circular array index is then output to the signal buffer unit 53. When the modulo operation value is 0, the index value in the indexer 522 is set to 0.

[0057] To illustrate more clearly, let's combine the representation of logical judgment processes... Figure 5 Table 1 below illustrates consecutive different time periods (consecutive t) using a specified quantity of m as an example. a t a+1 t a+2 The data currently cached in the signal buffer unit 53 at the given time.

[0058] Table 1

[0059] like Figure 5As shown, after each input of a rudder command signal value with a circular array index into the signal buffer unit 53, the rudder command signal values ​​and their index values ​​before the most recent predetermined number of rudder command signal values ​​cached in the signal buffer unit 53 are overwritten by the newly input rudder command signal value with a circular array index. Thus, at any given time, the amount of data currently cached in the signal buffer unit 53 is always equal to the number of rudder command signal values ​​periodically cached in the signal buffer unit 53, obtained by multiplying the sampling rate and the cache time.

[0060] At this time, as Figure 5 As shown, the extreme value difference calculation module 54 dynamically calculates the difference between the local maximum value (max(signal)) and the local minimum value (min(signal)) of the rudder command signal value (e.g., pedal position signal value) among the specified number of rudder command signal values ​​currently cached in the signal buffer unit 53 with a circular array index. This difference is used as the extreme value difference (e.g., ΔPedal) of the rudder command signal value. Subsequently, the alarm judgment device 55 obtains the alarm threshold corresponding to the interval where the current airspeed is located, for example, twice the maximum single-sided deflection angle of the rudder pedal |±θmax|, i.e., 200%max(Padel). If ΔPedal < 200%max(Padel), it is determined that the alarm condition is not met, and the alarm triggering device 56 is not triggered. However, if ΔPedal ≥ 200%max(Padel), it is determined that the alarm condition is not met, and the alarm triggering device 56 is triggered.

[0061] like Figure 4 As shown, the alarm triggering device 56 includes: a signal generator 561 with a timing function, which starts timing when the alarm triggering device 56 is triggered and continuously outputs an alarm signal for a specified timing time (e.g., 5 seconds); and an alarm prompting device 562, which provides an alarm prompt to remind the pilot to immediately stop the current pedal operation or rudder input.

[0062] The alarm triggering device 56 further includes: an alarm suppression device 563, which determines whether the alarm prompt is allowed, and allows or suppresses the alarm prompting device 562 from prompting the alarm based on the determination result; and an AND gate 564, the input of which is connected to the signal generator 561 and the alarm suppression device 563, and the output is connected to the alarm prompting device 562.

[0063] The following are some examples of possible scenarios in which the alarm suppression device 562 performs the alarm suppression: 1. Suppress alarms when engine failure is detected (e.g., engine shutdown due to certain malfunctions, or unexpected engine shutdown due to pilot error); 2. Suppress the alarm when engine status signal, pedals, or airspeed parameters are detected to be malfunctioning; 3. Suppress the alarm when the aircraft is detected to be in a grounded state via landing gear wheel-mounted signals.

[0064] However, those skilled in the art should know that the above scenario is merely an example, and other settings can be made for the suppression conditions of alarm prompts.

[0065] In addition, the rudder command signal monitoring and alarm method disclosed herein includes: sampling the rudder command signal value at the current time t at a pre-set sampling rate (e.g., 32Hz) (e.g., the pedal position P of the rudder pedal 100 at the current time t). θt The system includes the following steps: a signal sampling step (either the pedal position signal value or the rudder deflection signal value at time t); a signal indexing step (based on the sampling rate and a pre-set buffering time for a specified time period) to generate a circular array index of a specified number of rudder command signal values ​​collected in the signal sampling step; a signal buffering step (periodically buffering the specified number of rudder command signal values ​​collected in the signal sampling step and indexed in the circular array generated in the signal indexing step within a continuous specified time period); an extreme value difference calculation step (dynamically calculating the difference between the local maximum and local minimum values ​​of the rudder command signal values ​​currently buffered in the signal buffering step as the extreme value difference of the rudder command signal values); an alarm judgment step (obtaining an alarm threshold corresponding to the current airspeed interval and judging whether the extreme value difference of the rudder command signal values ​​calculated in the extreme value difference calculation step exceeds the alarm threshold); and an alarm triggering step (triggering an alarm action when the extreme value difference of the rudder command signal values ​​is greater than or equal to the alarm threshold).

[0066] According to the rudder command signal monitoring and alarm system 50 and monitoring and alarm method disclosed herein, the extreme value difference (amplitude) of the rudder command signal in any specified time period (e.g., a 5-second interval) can be continuously monitored, and when the alarm conditions are met, the pilot is prompted to immediately stop improper operation or improper rudder deflection input in the form of an alarm. Compared with the prior art, it can more effectively avoid false alarms, mis-alarms and alarm omissions, and prevent serious load on the aircraft's vertical tail.

[0067] In addition, compared to the previous single pedal position P of the rudder pedal 100, θtCompared to monitoring related signals, this disclosure further expands the monitoring of rudder deflection signals related to rudder 40. Depending on the characteristics of different aircraft models, one or two rudder command signals can be selected for monitoring. By setting different alarm thresholds (values ​​between 1 and 2 times the maximum single-sided deflection angle |±θmax| of rudder pedal 100 and / or values ​​between 1 and 2 times the maximum single-sided deflection position of rudder 40) for different airspeed ranges, the type of rudder command signal can be selected more flexibly. In addition, by monitoring multiple rudder command signals simultaneously instead of just one, severe loads on the aircraft's vertical tail can be detected more reliably.

[0068] In addition, compared with the existing technology that requires setting timing points and alarm points, this disclosure does not require setting timing points and alarm points. The buffer time of the rudder command signal is the specified time period for single monitoring of the rudder command signal, and the rudder command signal is continuously monitored in a continuous specified time period. The logic is simpler and the full monitoring cycle is longer.

[0069] Other advantages and modifications will readily occur to those skilled in the art. Therefore, this disclosure is not limited in its broader sense to the specific details and representative embodiments shown and described herein. Modifications can thus be made without departing from the spirit or scope of the overall inventive concept as defined by the appended claims and their equivalents.

Claims

1. A rudder command signal monitoring and alarm system (50), characterized in that, include: The signal sampling device (51) samples the value of the rudder command signal at the current moment at a preset sampling rate. The signal index unit (52) generates a circular array index with a specified number of cycles for the rudder command signal values ​​collected by the signal receiving device (51) based on the sampling rate and a pre-set buffer time as a specified time period. The signal buffer unit (53) periodically buffers the specified number of rudder command signal values ​​with the circular array index collected by the signal receiving device (51) within a continuous specified time period. Extreme value difference calculation module (54) dynamically calculates the difference between the local maximum value and the local minimum value of the rudder command signal value among the specified number of rudder command signal values ​​currently cached in the signal buffer unit (53) with the circular array index, and uses it as the extreme value difference of the rudder command signal value; Alarm judgment device (55) acquires the alarm threshold corresponding to the interval where the current airspeed is located, and judges whether the extreme difference of the rudder command signal value calculated by the extreme difference calculation module (54) exceeds the alarm threshold. as well as An alarm triggering device (56) triggers an alarm action when the extreme value difference of the rudder command signal value is greater than or equal to the alarm threshold.

2. The rudder command signal monitoring and alarm system (50) as described in claim 1, characterized in that, The rudder command signal is the rudder pedal position (P) of the rudder pedal (100) at the current moment. θt The relevant rudder pedal signal and / or the rudder deflection signal related to the rudder (40) at the current moment.

3. The rudder command signal monitoring and alarm system (50) as described in claim 2, characterized in that, The rudder pedal signal is an electrical signal generated by the pilot operating the rudder pedal (100). The rudder deflection signal is an electrical signal converted from the mechanical position of the rudder (40) deflection.

4. The rudder command signal monitoring and alarm system (50) as described in any one of claims 1 to 3, characterized in that, The signal sampling device (51) has: A reciprocal (511) takes the reciprocal of the value of the sampling rate of the received rudder command signal, so as to; The delay device (512) has a delay period of the reciprocal of the value of the sampling rate. When the delay period has not been reached, it outputs 0 and the signal sampling device (51) does not sample. However, when the delay period is reached, the delay device (512) is triggered once and generates a pulse signal 1. The signal sampling device (51) samples the rudder command signal value at the current moment.

5. The rudder command signal monitoring and alarm system (50) as described in claim 4, characterized in that, The signal indexing unit (52) has an adder (521), an indexer (522), and a modular arithmetic unit (523). The adder (521) increments the index value of the indexer (522) by 1 each time the delay unit (512) triggers a pulse, and performs a modulo operation on the index value in the indexer (522) and the number of rudder command signal values ​​cached in the signal buffer unit (53) calculated by the multiplier, thereby setting the value of the modulo operation to the circular array index of the rudder command signal values ​​sampled by the signal sampling device (51) at the current moment, and outputs the rudder command signal value with the circular array index to the signal buffer unit (53).

6. The rudder command signal monitoring and alarm system (50) as described in claim 5, characterized in that, If the value of the modulo operation obtained by the modulo operator (523) is 0, the index value in the indexer (522) is assigned to 0.

7. The rudder command signal monitoring and alarm system (50) as described in any one of claims 1 to 3, characterized in that, At any given time, the number of data cached in the signal buffer unit (53) is always equal to the number of rudder command signal values ​​periodically cached in the signal buffer unit (53) obtained by multiplying the sampling rate and the buffering time.

8. The rudder command signal monitoring and alarm system (50) as described in any one of claims 1 to 3, characterized in that, The alarm triggering device (56) includes: A signal generator (561) with a timing function starts timing when the alarm triggering device (56) is triggered and continuously outputs an alarm signal within a specified timing period; an alarm prompting device (562) provides an alarm prompt to remind the pilot to immediately stop the current pedal operation or rudder input.

9. The rudder command signal monitoring and alarm system (50) as described in claim 7, characterized in that, The alarm triggering device (56) further includes: An alarm suppression device (563) determines whether the alarm notification is allowed, and based on the determination result, allows or suppresses the alarm notification device (562) from issuing the alarm notification; and AND gate (564), the input of which is connected to the signal generator (561) and the alarm suppression device (563), and the output is connected to the alarm prompting device (562).

10. A method for monitoring and alarming rudder command signals, characterized in that, include: The signal sampling step involves sampling the rudder command signal value at the current moment using a pre-set sampling rate. Based on the sampling rate and the preset buffer time as a specified time period, a signal indexing step is performed to generate a circular array index with a specified number of cycles for the rudder command signal values ​​collected in the signal sampling step. A signal caching step that periodically caches the specified number of rudder command signal values ​​collected in the signal sampling step and used to generate the circular array index in the signal indexing step within a continuous specified time period; The extreme value difference calculation step is to dynamically calculate the difference between the local maximum and local minimum values ​​of the rudder command signal values ​​among the specified number of rudder command signal values ​​cached in the signal caching step as the extreme value difference of the rudder command signal values. An alarm judgment step is used to obtain the alarm threshold corresponding to the current airspeed interval and to determine whether the extreme difference of the rudder command signal value calculated in the extreme difference calculation step exceeds the alarm threshold. as well as An alarm triggering step that triggers an alarm action when the extreme value difference of the rudder command signal value is greater than or equal to the alarm threshold.

11. The rudder command signal monitoring and alarm method as described in claim 10, characterized in that, In the signal buffering step, each time a rudder command signal value with the circular array index is input, the rudder command signal value and its index value before the most recent predetermined number of rudder command signal values ​​are overwritten by the newly input rudder command signal value with the circular array index, and the extreme value difference calculation step and the alarm judgment step are performed before the next rudder command signal value with the circular array index is input.

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