CN111547231B - Yaw damper on-off control method and control device - Google Patents
Yaw damper on-off control method and control device Download PDFInfo
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- CN111547231B CN111547231B CN202010399967.7A CN202010399967A CN111547231B CN 111547231 B CN111547231 B CN 111547231B CN 202010399967 A CN202010399967 A CN 202010399967A CN 111547231 B CN111547231 B CN 111547231B
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Abstract
The invention relates to a method and a device for controlling on and off of a yaw damper. According to the invention, ground and air states are distinguished according to the wheel-mounted signals, and different yaw damper connection methods are set. According to the invention, during take-off, an aircraft operator can operate the related operation of the yaw damper again after the engine is started; in the flight process of the airplane, the technical scheme of the invention can avoid the condition of non-command connection after the yaw damper is in fault. In addition, the technical scheme of the invention can ensure that the switch-on notice can be given only when the yaw damper can normally work after the motive power is developed, so that the actual working state of the yaw damper can be given to a pilot in real time.
Description
Technical Field
The invention relates to the field of control for aircraft, in particular to a switch-on and switch-off control system for a yaw damper of an aircraft and a method for controlling the switch-on and switch-off of the yaw damper by using the system.
Background
A Yaw Damper (YD) is an onboard system on an airplane, can provide the functions of Dutch roll damping and turning coordination, and keeps the stability of the airplane by controlling a rudder. For an airplane adopting a hydraulic rudder, the hydraulic pressure is low before the engine is started, so that the yaw damper cannot normally actuate the rudder surface. Therefore, the operation manual of the current model sets the on operation of the yaw damper switch after the development motivation. However, from the analysis of human factors, the workload of the pilot is obviously increased after the engine is started in the process of preparing the airplane for taking off, and the pilot needs to perform necessary operation as much as possible. Therefore, the pilot desires to place the operation of turning on the yaw damper before the engine starts.
The on and off functions of the yaw damper of a part of models are resident in a stability augmentation computer. For this type of aircraft, the purpose of disconnecting the yaw damper is achieved by disconnecting the stability augmentation computer, which causes other functions that need to continue to operate to be disconnected as well. Furthermore, for such models without a separate yaw damper switch, the yaw damper, if it is operating incorrectly, may produce an oscillation fault that exceeds the structural load limits of the aircraft, resulting in catastrophic results, which may cause the aircraft manufacturer to pay more cost to equip the associated hardware and software to improve the safety of the yaw damper.
Furthermore, the prior art also defaults the rudder surface state of the rudder as available before developing the motivation to allow the pilot to switch on the yaw damper before developing the motivation. However, this scheme has a problem that before the motivation is developed, when the yaw damper cannot actually control the rudder surface, a notification that the yaw damper is turned on (normally operating) is given, so that the notification does not conform to the actual operating state.
Disclosure of Invention
In view of the above-mentioned state of the art yaw damper control according to the prior art, it is an object of the present invention to provide a switch-on/switch-off control system for a yaw damper of an aircraft, which can relieve the pilot of the operational burden after the engine has been started.
This object is achieved by the following form of the invention by a switch-on/switch-off control system for a yaw damper of an aircraft. The on/off control system includes a yaw damper switch, a yaw damper command calculation unit, a rudder direction detection unit, and a yaw damper on/off state determination unit. Wherein the yaw damper switch is configured to turn on or off a yaw damper. The yaw damper command calculation unit is configured to be able to calculate a deflection angle of a rudder to control an actuation unit of the rudder so that the rudder is turned by the deflection angle, and to be able to perform self-checking on whether the yaw damper command calculation unit is operating normally. The rudder detecting unit is configured to be able to detect whether the rudder is able to operate normally. The yaw damper on/off state determination unit is configured to be able to generate a state signal indicating whether the yaw damper is able to operate normally, based on the position state of the landing gear, the on or off state of the yaw damper switch, the operating state of the yaw damper instruction calculation unit, and the operating state of the rudder. Wherein the yaw damper command calculation unit confirms whether to actuate the actuation unit according to the status signal.
In this on-off control system, the yaw damper is no longer turned on or off directly by turning on or off the yaw damper switch. The yaw damper switch state is only one of the turn-on conditions for turning on the yaw damper. According to the on-off control system disclosed by the invention, a pilot can close the damper switch before an aircraft engine is started, and after the engine is started and a yaw damper can reach a starting condition, the yaw damper can automatically start to run. The pilot can achieve easier control of the yaw damper.
According to a preferred embodiment of the present invention, the on/off control system further comprises a display communicatively connected to the yaw damper on/off state determination unit, the display being configured to be able to display a yaw damper on notification or an off notification on a display screen.
According to a preferred embodiment of the present invention, when the landing gear is in the deployed position, the yaw damper switch is in the on state, the yaw damper command calculation unit is in the normal operation state, and the rudder is transitioned to the normal operation capable state, the yaw damper on/off state determination unit issues a state signal indicating that the yaw damper is capable of operating normally to the yaw damper command calculation unit, thereby causing the yaw damper command calculation unit to perform calculation of the rudder deflection angle and actuate the actuation unit.
According to a preferred embodiment of the invention, the yaw damper switch is configured to be able to signal a falling edge when switching from the off-state to the on-state,
wherein, when the landing gear is in the stowed position, the yaw damper switch is in the on state, and at least one of the yaw damper instruction calculation unit and the rudder is not normally operated, the yaw damper on/off state determination unit confirms that the yaw damper is not normally operated, and the yaw damper instruction calculation unit does not actuate the actuation unit.
The invention further relates to a method for controlling the turning on and off of a yaw damper by using any one of the turning-on and turning-off control systems. Wherein the method comprises:
judging whether the undercarriage is in a down position or not by using an undercarriage detection unit;
when the undercarriage is determined to be in the down position, judging whether the yaw damper switch is in a switch-on state;
when the yaw damper switch is in the on state, judging whether the yaw damper instruction calculation unit and the rudder can work normally;
when it is determined that the yaw damper instruction calculation unit and the rudder can normally operate, the yaw damper on/off determination unit notifies the yaw damper instruction calculation unit that the yaw damper can normally operate, so that the yaw damper instruction calculation unit actuates the actuation unit.
In accordance with a preferred embodiment of the present invention, in the event that it is determined that the landing gear is not in the down position, it is determined whether the yaw damper switch issues a falling edge signal indicating that the yaw damper switch has transitioned from the off state to the on state,
and when the yaw damper switch is determined to send the falling edge signal, the step of judging whether the yaw damper instruction calculation unit and the rudder can normally work is carried out.
According to a preferred embodiment of the present invention, in a case where it is determined that the landing gear is not in the down position, when it is determined that the falling edge signal is not issued by the yaw damper switch, it is determined whether the yaw damper switch is in the on state,
when the yaw damper switch is in the on state, judging whether the yaw damper instruction calculation unit and the rudder unit can work normally;
when the yaw damper instruction calculating unit and the rudder are determined to be capable of working normally, the yaw damper on/off judging unit enables the actuating unit to continue to execute the current action. According to a preferred embodiment of the present invention, in the step of determining whether or not the yaw damper switch is in the on state, when it is determined that the yaw damper switch is in the off state, the yaw damper on/off state determination unit notifies the yaw damper command calculation unit that the yaw damper is not normally operated, and the yaw damper command calculation unit does not actuate the actuation unit.
According to a preferred embodiment of the present invention, when it is determined that at least one of the yaw damper instruction calculation unit and the rudder is not normally operated, the yaw damper on/off state judgment unit notifies the yaw damper instruction calculation unit that the yaw damper is not normally operated so that the yaw damper instruction calculation unit does not actuate the actuation unit.
On the basis of the common general knowledge in the field, the preferred embodiments can be combined randomly to obtain the preferred examples of the invention.
Other systems, methods, features and advantages of the invention will be or will become apparent to one with skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description and this summary, be within the scope of the invention, and be protected by the accompanying claims.
Drawings
For a better understanding of the above and other objects, features, advantages and functions of the present invention, reference should be made to the preferred embodiments illustrated in the accompanying drawings. Like reference numerals in the drawings refer to like parts. It will be appreciated by persons skilled in the art that the drawings are intended to illustrate preferred embodiments of the invention without any limiting effect on the scope of the invention, and that the various components in the drawings are not drawn to scale.
FIG. 1 is an architectural diagram of a make-and-break control system for a yaw damper suitable for use in an aircraft, in accordance with a preferred embodiment of the present invention;
FIG. 2 is a flow chart of a method of controlling a yaw damper.
Detailed Description
The inventive concept of the present invention will be described in detail below with reference to the accompanying drawings. What has been described herein is merely a preferred embodiment in accordance with the present invention and other ways of practicing the invention will occur to those skilled in the art and are within the scope of the invention.
Herein, for convenience in illustrating the components of the system, the steps of the method in the figures, "yaw damper" in the figures is abbreviated as "YD". An aircraft broadly refers to any flying device, such as an airplane, drone, etc., having yaw dampers, rudders. In the following, an aircraft is used as an example, but the inventive concept is also applicable to other types of aircraft.
The on/off control system of a yaw damper for an aircraft shown in fig. 1 includes a yaw damper switch, a yaw damper command calculation unit, a rudder detection unit, and a yaw damper on/off state judgment unit.
The yaw damper switch is configured to turn the yaw damper on or off. The yaw damper switch serves as a physical connection means for turning on the yaw damper, and electric power or hydraulic fluid serving as a power source is connected to the yaw damper through the yaw damper switch.
The yaw damper instruction calculation unit calculates the deflection angle required by the rudder according to navigation parameters such as the yaw rate of the airplane and the like, and controls an actuating unit (namely an actuating mechanism for realizing the deflection of the rudder) of the rudder to enable the rudder to deflect at a corresponding angle. In addition, the yaw damper instruction calculation unit can also perform self-checking on whether the yaw damper instruction calculation unit works normally or not and send out corresponding self-checking signals.
The rudder detection unit is configured to be able to detect whether the rudder is able to work properly, which is integrated in the primary flight control system.
The yaw damper on/off state determination unit is configured to be able to generate a state signal indicating whether the yaw damper is able to operate normally, based on the position state of the landing gear, the on or off state of the yaw damper switch, the operating state of the yaw damper instruction calculation unit, and the operating state of the rudder. Wherein the yaw damper instruction calculating unit confirms whether or not the actuating unit is actuated, based on the state signal sent from the yaw damper on/off state judging unit.
Specifically, with reference to fig. 2, the position of the landing gear is first determined by the landing gear system and a wheel load signal WOW indicative of the landing gear position status is sent to the yaw damper on/off status determination unit. When the wheel load signal WOW is "1", it indicates that the landing gear is in the deployed position, the aircraft being now on the ground; when the wheel load signal WOW is "0", it indicates that the landing gear is in the stowed position and the aircraft is now airborne.
With the push-type yaw damper switch, when WOW is 1, the yaw damper on/off state determination unit continues to determine the pressed state of the yaw damper switch (YD switch). The pressing state of the yaw damper switch can be judged through the YD switch signal sent by the yaw damper switch. When the YD switch signal is '1', the yaw damper switch is in a press-in position, namely, in a switch-on state; when the YD switch signal is '0', the yaw damper switch is in a pressing-out position, namely in a disconnection state; and the YD switch signal is presented as a falling edge signal when the yaw damper switch is transitioned from the pressed-out state to the pressed-in state. For knob and slip yaw damper switches, the same signal indicates the state of the yaw damper switch.
When the yaw damper on/off state determination unit receives the yaw damper switching signal of YD switch ═ 0, naturally, the yaw damper remains in the stationary state. When the yaw damper on/off state judging unit receives the yaw damper switching signal of YD switch 1, the yaw damper on/off state judging unit further confirms whether the rudder and the yaw damper instruction calculating unit can work normally or not.
Wherein, whether the rudder can work normally can be indicated by a Motion mode signal sent by a detection unit. When the Motion mode signal is 1, the rudder can work normally; when the Motion mode signal is "0", it indicates that the rudder is not operating normally. In the case where the aircraft engine has been started, the rudder can only get enough power so that the rudder can work properly, so the Motion mode signal can indirectly reflect whether the aircraft engine has been started.
Whether the yaw damper instruction calculation unit can work normally is represented by an YD able signal sent out by self-checking. When the YD cable signal is 1, the command calculation unit of the yaw damper can work normally; when the YD able signal is "0", it indicates that the yaw damper instruction calculation unit cannot normally operate.
When WOW is 1, after the yaw damper on/off state judgment unit receives the yaw damper switching signal of YDswitch 1, if the yaw damper on/off state judgment unit further receives signals of Motion mode 1 and YD capable 1 (i.e., signals that the rudder and the yaw damper command calculation unit can normally operate), the yaw damper on/off judgment unit notifies the yaw damper command calculation unit that the yaw damper can normally operate, the yaw damper command calculation unit calculates a required yaw angle of the rudder, and the actuation unit causes the rudder to rotate by the yaw angle. If the yaw damper on/off state determination unit further receives any one or two signals (i.e., signals that one or two of the rudder and the yaw damper instruction calculation unit cannot normally operate) of the Motion mode 0 or the YD capable 0, the yaw damper on/off determination unit notifies the yaw damper instruction calculation unit that the yaw damper cannot normally operate, and the yaw damper instruction calculation unit does not actuate the actuation unit.
For the pilot, the control scheme described above may be such that the aircraft maintains the yaw damper switch in the pressed-in state in advance while on the ground. And when the airplane starts the engine, the engine can provide a power source with enough power for the rudder and the yaw damper, and the yaw damper is automatically started.
The actual operating state of the yaw damper can be announced by means of a display. Specifically, when the yaw damper on/off state determination unit receives the signal indicating that WOW is 0 but does not receive any other signal for confirming that the rudder and the yaw damper can normally operate, the display unit indicates that the yaw damper cannot normally operate in practice even if the yaw damper switch is already in the pressed state. This can be accomplished by changing the icon on the display, for example by setting "YD" and changing the "YD" character color change. Preferably, there is a green YD character on the display when the yaw damper is normally available; when the yaw damper cannot be used normally, white YD characters exist on the display. Under the condition that the rudder and the yaw damper meet the normal work, the display displays the notification that the yaw damper is actually switched on.
In addition, an indicator light can be arranged on the yaw damper switch. One of the indicator lights may be provided with an icon such as "OFF" to identify whether the yaw damper switch is OFF; another indicator light may provide an icon such as "FAULT" to identify whether the yaw damper is malfunctioning. When the airplane is on the ground, if the switch of the yaw damper is not in the pressed-in position, the OFF lamp is highlighted, and the pilot is prompted to switch on the yaw damper. During the flight of the airplane, if the yaw damper is disconnected due to a fault, the fault indicator lamp is highlighted for notification. When the fault is cleared, the pilot can press out the yaw damper switch that is now in position and then re-press in to enable the yaw damper to be re-turned on.
With continued reference to fig. 2, when WOW is 0 (i.e., a signal indicating that the aircraft is in the air), it is continuously determined by the yaw damper on/off state determination unit whether the yaw damper switch (YD switch) issues a falling edge signal.
And when the switch of the yaw damper is determined to send a falling edge signal, the on/off state judgment unit of the yaw damper enters the step of judging whether the command calculation unit of the yaw damper and the rudder can normally work or not. The steps that follow may be combined with fig. 2 and the associated description above.
When it is determined that the yaw damper switch does not send a falling edge signal, the yaw damper on/off state determination unit determines whether a signal of YD switch ═ 1 is received. If the signal YD switch is 1, the yaw damper on/off state judgment unit is continuously judged whether a signal that the Motion mode is 1 and the YD capable is 1 is further received. If the signal is received, the yaw damper command calculation unit maintains the current action to continue to actuate or lock the actuation unit. Specifically, if the actuation unit was previously turning the rudder while the aircraft was in flight (i.e., WOW ═ 0), the rudder will continue to be actuated at the present time; if the actuation unit does not perform any action, the locked state continues to be maintained at the present moment.
If any one of the signal of YD switch 1 (corresponding to the signal of YD switch 0), Motion mode 1, and YD capable 1 is not received, it indicates that the current yaw damper is not normally turned on, and the yaw damper cannot perform any operation.
According to the above-described yaw damper control method in which the aircraft is in a flight state (corresponding to WOW of 0), the yaw damper can be turned on again only when the flight crew presses the yaw damper, and therefore, after the yaw damper is turned off due to a failure in the yaw damper command calculation unit or the actuation unit, even if the pilot does not press the yaw damper switch, no non-command turning-on occurs. Particularly, when the navigation parameters required by the yaw damper instruction calculating unit are abnormal in oscillation, the yaw damper instruction calculating unit correspondingly sends out a signal that YD cable is 0, so that the yaw damper is disconnected due to the abnormal fault of the input parameters; when the navigation parameters are temporarily recovered to be normal, the yaw damper instruction calculation unit correspondingly sends out a signal of YD able 1, and the yaw damper is automatically switched on. Under the condition that the navigation parameters have abnormal oscillation change, the working state of the yaw damper is in a non-stop cycle of fault disconnection-connection-fault disconnection-connection, so that the normal work of the system is influenced. Obviously, the condition that the airplane is provided with a 'press yaw damper switch' in an air state to trigger the turn-on of the yaw damper can effectively avoid the problem.
The method can be understood that the ground state and the air state are distinguished according to the wheel-mounted signal, different yaw damper connection methods are set, and the situation that a pilot can connect the yaw damper only by resetting a yaw damper switch in a pressed position in an airport is avoided; or the situation of non-command switch-on occurs after the air yaw damper fails. In addition, the scheme provided by the invention can give the switch-on notice only when the yaw damper can normally work after the engine is started, so that the problem that the pilot misunderstands because the yaw damper is given the switch-on notice when the rudder cannot move is avoided.
The scope of the invention is limited only by the claims. Persons of ordinary skill in the art, having benefit of the teachings of the present invention, will readily appreciate that alternative structures to the structures disclosed herein are possible alternative embodiments, and that combinations of the disclosed embodiments may be made to create new embodiments, which also fall within the scope of the appended claims.
Claims (9)
1. An on-off control system for a yaw damper of an aircraft, the on-off control system comprising:
a yaw damper switch configured to turn a yaw damper on or off;
a yaw damper command calculation unit configured to be capable of calculating a deflection angle of a rudder to control an actuation unit of the rudder so that the rudder is turned by the deflection angle, and capable of self-checking whether the yaw damper command calculation unit is operating normally;
a rudder detecting unit configured to be able to detect whether the rudder is able to normally operate; and
a yaw damper on/off state determination unit configured to be able to generate a state signal indicating whether or not the yaw damper is able to operate normally, based on a position state of the landing gear, an on or off state of a yaw damper switch, an operating state of a yaw damper instruction calculation unit, and an operating state of a rudder,
wherein the yaw damper command calculation unit confirms whether to actuate the actuation unit according to the status signal.
2. An on-off control system as set forth in claim 1, further comprising a display communicatively connected to said yaw damper on/off state determination unit, said display configured to be capable of displaying a yaw damper on announcement or off announcement on a display screen.
3. The on-off control system according to claim 1, wherein when the undercarriage is in a down position, the yaw damper switch is in an on state, the yaw damper command calculation unit is in a normal operation state, and the rudder is transitioned to be able to operate normally, a yaw damper on/off state determination unit issues a state signal indicating that the yaw damper is able to operate normally to the yaw damper command calculation unit, thereby causing the yaw damper command calculation unit to actuate the actuation unit.
4. An on-off control system as in claim 1, wherein the yaw damper switch is configured to be capable of signaling a falling edge upon transitioning from an off state to an on state,
wherein, when the landing gear is in the stowed position, the yaw damper switch is in the on state, and at least one of the yaw damper instruction calculation unit and the rudder is not normally operated, the yaw damper on/off state determination unit confirms that the yaw damper is not normally operated, and the yaw damper instruction calculation unit does not actuate the actuation unit.
5. A method of controlling the turn-on and turn-off of a yaw damper using the turn-on turn-off control system of any one of claims 1-4, the method comprising:
judging whether the undercarriage is in a down position or not by using an undercarriage detection unit;
when the undercarriage is determined to be in the down position, judging whether the yaw damper switch is in a switch-on state;
when the yaw damper switch is in the on state, judging whether the yaw damper instruction calculation unit and the rudder can work normally;
when it is determined that the yaw damper instruction calculation unit and the rudder can normally operate, the yaw damper on/off determination unit notifies the yaw damper instruction calculation unit that the yaw damper can normally operate, so that the yaw damper instruction calculation unit actuates the actuation unit.
6. The method of claim 5, wherein upon determining that the landing gear is not in the down position, determining whether the yaw damper switch issues a falling edge signal indicating a transition of the yaw damper switch from an off state to an on state,
and when the yaw damper switch is determined to send the falling edge signal, the step of judging whether the yaw damper instruction calculation unit and the rudder can normally work is carried out.
7. The method of claim 6, wherein determining whether the yaw damper switch is in an ON state when it is determined that the falling edge signal is not asserted by the yaw damper switch,
when the yaw damper switch is in the on state, judging whether the yaw damper instruction calculation unit and the rudder unit can work normally;
when the yaw damper instruction calculating unit and the rudder are determined to be capable of working normally, the yaw damper on/off judging unit judges that the yaw damper is capable of working normally, and the yaw damper instruction calculating unit enables the actuating unit to continue to execute the current action.
8. The method according to any one of claims 5 to 7, wherein in the step of determining whether the yaw damper switch is in the on state, when it is determined that the yaw damper switch is in the off state, the yaw damper on/off state determination unit notifies the yaw damper instruction calculation unit that the yaw damper cannot normally operate, the yaw damper instruction calculation unit not actuating the actuation unit.
9. The method according to any one of claims 5 to 7, wherein when it is determined that at least one of the yaw damper instruction calculation unit and a rudder is not normally operated, the yaw damper on/off state judgment unit notifies the yaw damper instruction calculation unit that the yaw damper is not normally operated so that the yaw damper instruction calculation unit does not actuate the actuation unit.
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| CN202010399967.7A CN111547231B (en) | 2020-05-13 | 2020-05-13 | Yaw damper on-off control method and control device |
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| EP0806334A1 (en) * | 1996-05-07 | 1997-11-12 | Gec Alsthom Transport Sa | Motorized bogie |
| CN101763116A (en) * | 2008-12-24 | 2010-06-30 | 中国科学院自动化研究所 | Side wind resistance landing flight track tracking control method based on side direction guide |
| CN203455164U (en) * | 2013-09-22 | 2014-02-26 | 四川海特高新技术股份有限公司 | Yaw damper testboard |
| CN204423681U (en) * | 2015-01-27 | 2015-06-24 | 哈尔滨莱特兄弟科技开发有限公司 | A kind of simulated flight control panel |
| CN205080436U (en) * | 2015-08-11 | 2016-03-09 | 中国航空工业集团公司西安飞机设计研究所 | Driftage damping control system |
| CN207472987U (en) * | 2017-09-02 | 2018-06-08 | 成都华太航空科技股份有限公司 | A kind of B737 aircrafts SMYD testboards |
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