阅读说明：本技术 飞机的高升力系统 (High lift system for an aircraft ) 是由 徐东光 王伟达 徐向荣 杨志丹 刘*** 王晓熠 于 2019-10-08 设计创作，主要内容包括：本发明公开了一种飞机的高升力系统,高升力系统包括襟/缝翼电子控制装置、布置于飞机的两侧机翼上的翼尖刹车装置及襟/缝翼传感装置,襟/缝翼传感装置被配置为能够探测襟/缝翼的站位角度,其中高升力系统还包括分别布置于飞机的两侧机翼上的多个远程数据接口装置,每个远程数据接口装置经由通信线缆分别独立地连接布置于同侧机翼的翼尖刹车装置及襟/缝翼传感装置,并经由总线线缆连接襟/缝翼电子控制装置。根据本发明的飞机的高升力系统,通过创新布置大幅减少了传感装置所需的线缆数量和重量,从而显著减轻了整个系统的总重量,并且能够有效保障高升力系统的可靠性。(The invention discloses a high lift system of airplanes, which comprises a flap/slat electronic control device, wing tip brake devices and flap/slat sensing devices arranged on wings at two sides of an airplane, wherein the flap/slat sensing devices are configured to be capable of detecting the standing angle of the flap/slat, the high lift system further comprises a plurality of remote data interface devices respectively arranged on the wings at two sides of the airplane, each remote data interface device is respectively and independently connected with the flap tip brake devices and the flap/slat sensing devices arranged on the wings at the same side through communication cables, and is connected with the flap/slat electronic control device through bus cables.)

The high lift system of kinds of airplanes, the high lift system includes the flap/slat electronic control device, the wing tip brake device and the flap/slat sensing device that are set on the wings of both sides of the airplane, the flap/slat sensing device is set to be able to detect the standing angle of the flap/slat, its characteristic is that the high lift system also includes a plurality of remote data interface devices that are set on the wings of both sides of the airplane, each remote data interface device connects the flap tip brake device and the flap/slat sensing device that are set on the wing of the same side independently through the communication cable, and connects the flap/slat electronic control device through the bus cable;

the remote data interface device is configured to receive the electric signals collected by the flap/slat sensing device, convert the electric signals into bus signals, and send the bus signals to the flap/slat electronic control device.

2. The high lift system of claim 1, wherein the remote data interface device is communicatively connected to the remote data interface device disposed on the other side wing of the aircraft, the remote data interface device being further configured to process electrical signals collected by the flap/slat sensing devices disposed on the two side wings of the aircraft and to selectively send an enable signal to the wingtip braking device in accordance with the processing result.

3. The high lift system of claim 2, wherein the remote data interface device is further configured to be able to perform calculations based on electrical signals collected by the flap/slat sensing devices disposed on both wings of the aircraft to determine whether an airfoil control fault exists, and to send an enable signal to the tip braking device when the airfoil control fault exists.

4. The high lift system of claim 3, wherein said airfoil control faults include faults of airfoil non-command, airfoil asymmetry and/or airfoil underspeed.

5. The high lift system of claim 3, wherein the remote data interface devices communicatively connected to each other are configured to be able to send to each other the electrical signals collected by the flap/slat sensing devices and/or the calculated results of the calculations that they receive.

6. The high lift system of claim 1, wherein the remote data interface device is configured to convert electrical signals collected by the slat sensing device into digital bus signals, the digital bus signals being CAN bus signals, RS232/485 bus signals, 1553B bus signals, or ARINC429 bus signals.

7. The high lift system of claim 5, wherein the remote data interface device comprises a power control module configured to be able to provide power to the slat sensing device and the wing tip braking device, and a control module configured to be able to perform processing and/or calculation of the electrical signals.

8. The high lift system of claim 7, wherein the control module has a plurality of reference voltages disposed therein and is configured to enable periodic data verification of the electrical signals collected by the slat sensing arrangement.

9. The high lift system of claim 1, wherein the remote data interface device is further configured to transmit WTB control commands sent by the flap/slat electronic control device to the wing tip brake device to control the wing tip brake device.

10. The high lift system of claim 1, wherein the flap/slat sensing arrangement includes a position sensor disposed at the torsion tube and a tilt sensor disposed at the actuator.

Technical Field

The present invention relates to a high lift system for an aircraft, and more particularly to a high lift system for new aircraft in which a plurality of remote data interface devices are used to collect or process sensor signal data.

Background

The typical aircraft high lift system generally includes slats located at the leading edge of the wing and flaps located at the trailing edge of the wing, during low speed phases such as take-off and landing of the aircraft, the lift is provided by the configuration of extending the slats and flaps of the leading edge and increasing the wing area by bending downwards, so as to ensure the reasonable running distance and safe take-off speed of the aircraft, and simultaneously improve the climbing rate, approach rate and approach attitude of the aircraft.

There are four types of failures in high lift systems that are mainly a) wing uncommanded, i.e., the wing does not actually reach position and flap handle command , b) wing asymmetry, i.e., the single wing does not move synchronously with the other wings, c) wing underspeed (such as actuator stick), i.e., the rate of deflection of the wing is below the expected range of variation, typically due to actuator stick, d) actuator drop/wing tilt, i.e., actuators of the single wing or hinge sticks attached to the body are tilted by external forces, or stick (Jamming) or Free wheel rotation (Free-Wheeling) occurs within one of the actuators themselves, while the other actuators continue to move driving the control surface.

Therefore, high lift systems require the use of sensors to detect failure faults of the type described above. The sensors used may include a Position Sensor Unit (PSU) and a tilt Sensor (Skew Sensor).

In existing high lift systems, both the position sensor and the tilt sensor are directly connected to a Flap/Slat electronic Control Unit (FSECU) by shielding double twisted wires (which may typically have a density of about 14 g/m) or triple twisted wires (which may typically have a density of about 19 g/m of 19.26 g/m). The FSECU provides an excitation voltage to the sensor, which provides a feedback signal to the FSECU.

Typically, the weight of the cable harness between the sensor and the FSECU can add up to about 13 kilograms for a 70-90 seat branch aircraft, and about 35 kilograms for a 120-150 seat single channel aircraft; for a two-channel aircraft with 250 seats and 300 seats, the weight of the cable harness between the sensor and the FSECU may be up to about 95 kilograms. It can be seen that as the span length and chord length of the aircraft increases, the weight of the cable harness between the sensor and the FSECU increases non-linearly and in a greater magnitude.

Therefore, it is desirable to provide new aircraft high lift systems that reduce the number of cable harnesses and reduce the weight of the system, while at the same time enabling effective monitoring of failure faults occurring in the high lift system to ensure the reliability of the high lift system.

Disclosure of Invention

The invention aims to overcome the defect that the weight of a cable required by a sensor for monitoring a failure fault in the existing high-lift system of an airplane is too large, so that the weight of the whole system is too large, and new high-lift systems of the airplane are provided.

The invention solves the technical problems through the following technical scheme:

the invention provides high lift systems of airplanes, the high lift system includes a flap/slat electronic control device, Wingtip Brake devices (Wingip Brake, WTB for short) and flap/slat sensing devices arranged on wings at two sides of an airplane, the flap/slat sensing devices are configured to be able to detect the standing angle of the flap/slat, the high lift system is characterized in that the high lift system also includes a plurality of Remote data interface devices (Remote data interface units, RDIU for short) respectively arranged on the wings at two sides of the airplane, each Remote data interface device is respectively and independently connected with the Wingtip Brake devices and the flap/slat sensing devices arranged on the wings at the same side through communication cables, and is connected with the flap/slat electronic control device through bus cables;

the remote data interface device is configured to receive the electric signals collected by the flap/slat sensing device, convert the electric signals into bus signals, and send the bus signals to the flap/slat electronic control device.

According to embodiments of the invention, the remote data interface device is communicatively connected with the remote data interface device arranged on the other side wing of the airplane, and the remote data interface device is further configured to process the electric signals collected by the flap/slat sensing devices arranged on the two side wings of the airplane and selectively send an enabling signal to the wingtip braking device according to the processing result.

According to embodiments of the present invention, the remote data interface device is further configured to be able to perform calculation according to the electrical signals collected by the flap/slat sensing devices disposed on the wings on both sides of the aircraft to determine whether there is a wing surface control fault, and send an enabling signal to the wing tip braking device when there is the wing surface control fault.

According to embodiments of the invention, the airfoil control faults include faults of airfoil non-command, airfoil asymmetry and/or airfoil underspeed.

According to embodiments of the invention, the remote data interface devices communicatively connected to each other are configured to be able to send to each other the electrical signals collected by the flap/slat sensing device and/or the calculated results of the calculations that they receive.

According to embodiments of the invention, the remote data interface device is configured to convert the electrical signals collected by the slat sensing device into digital bus signals, the digital bus signals being CAN bus signals, RS232/485 bus signals, 1553B bus signals or ARINC429 bus signals.

According to embodiments of the invention, the remote data interface device includes a power control module configured to provide power to the slat sensing device and the wing tip braking device, and a control module configured to perform processing and/or calculation of the electrical signals.

According to embodiments of the invention, the control module has a plurality of reference voltages disposed therein and is configured to enable periodic data verification of the electrical signal collected by the slat sensing device.

According to embodiments of the invention, the remote data interface device is further configured to be able to transmit WTB control commands sent by the flap/slat electronic control device to the wing tip brake device to control the wing tip brake device.

According to embodiments of the invention, the flap/slat sensing device includes a position sensor disposed at the torsion tube and a tilt sensor disposed at the actuator.

On the basis of the common knowledge in the field, the above preferred conditions can be combined randomly to obtain the preferred embodiments of the invention.

The positive progress effects of the invention are as follows:

according to the high lift system of the aircraft, the number and the weight of cables required by the sensing device are greatly reduced through innovative arrangement, so that the total weight of the whole system is remarkably reduced, the effective monitoring of possible failure faults of the high lift system can be ensured, and the reliability of the high lift system can be effectively guaranteed.

Drawings

Fig. 1 is a schematic illustration of an electrical circuit arrangement of a high lift system of an aircraft according to a preferred embodiment of the invention.

Detailed Description

best mode for carrying out the invention will now be described in detail with reference to the drawings, wherein the following description is given by way of illustration and not of limitation, and any other similar embodiments are within the scope of the invention.

In the following detailed description, directional terms, such as "left", "right", "upper", "lower", "front", "rear", and the like, are used with reference to the orientation as illustrated in the drawings. Components of embodiments of the present invention can be positioned in a number of different orientations and the directional terminology is used for purposes of illustration and is in no way limiting.

According to a preferred embodiment of the invention, the high lift system of the aircraft comprises an electronic flap/slat control device, a wing tip brake device arranged on the wings on both sides of the aircraft, and a flap/slat sensor device configured to be able to detect the standing angle of the flap/slat. It should be understood that in the following description, the description of flaps, flap sensing devices and calculations associated therewith applies generally equally to slats, slat sensing devices and calculations associated therewith.

As shown in fig. 1, the high lift system further includes a plurality of remote data interface devices 2 (i.e., RDIU) respectively disposed on both wings of the aircraft, each remote data interface device 2 being independently connected to a wing tip braking device 5 and a flap/slat sensing device respectively disposed on the same-side wing via a communication cable, and connected to a flap/slat electronic control device 1 (i.e., FSECU) via a bus cable. The remote data interface device 2 is configured to receive the electric signal collected by the flap/slat sensing device, convert the electric signal into a bus signal, and send the bus signal to the flap/slat electronic control device 1.

Wherein the flap/slat sensing means may comprise a position sensor 3 and a tilt sensor 4 as shown in fig. 1, for example, the position sensor 3 may be mounted at the ends of the flap and slat drive trains, and the tilt sensor 4 may be mounted at a suitable location in the flap drive train. Alternatively, the position sensor 3 may be arranged, for example, at the torsion tube in the slat drive train, and the tilt sensor 4 may be arranged, for example, at the actuator in the slat drive train.

With the electrical wiring arrangement as described above and shown in fig. 1, the number and corresponding weight of the bus cables connecting the remote data interface device 2 and the flap/slat electronic control device 1 can be significantly less than the number and weight of the cables connecting the individual sensing devices and the flap/slat electronic control device 1 required by the arrangement employed in high lift systems according to the prior art, given that the remote data interface device 2 can be arranged in the vicinity of the position sensor 3 and the tilt sensor 4 to which it is directly connected via a communication cable. Thereby, the number and weight of the cables to be arranged on the whole of the high lift system are greatly reduced. At the same time, with this arrangement, the reliability and fault monitoring of the high lift system will not be affected in any negative way.

Optionally, the remote data interface device 2 is configured to be able to convert the electrical signals acquired by the position sensor 3 and the tilt sensor 4 into digital bus signals, which may be CAN bus signals, RS232/485 bus signals, 1553B bus signals or ARINC429 bus signals.

As shown in fig. 1, according to preferred embodiments of the present invention, the remote data interface device 2 is communicatively connected to the remote data interface device 2 disposed on the other side wing of the airplane, and the remote data interface device 2 is further configured to process the electrical signals collected by the flap/slat sensing devices disposed on the two side wings of the airplane and selectively send an enabling signal to the wing tip braking device 5 according to the processing result.

In this way, the remote data interface device 2 can be configured to send control commands to the WTB in a very short time as necessary to ensure that the wing surface is kept at a safe position, and after waiting for the flap/slat electronic control device 1 to send the WTB control command of step , the wing tip brake device 5 is controlled to act according to the commands.

According to preferred embodiments of the present invention, the remote data interface device 2 is further configured to be able to perform calculations based on electrical signals collected by flap/slat sensing devices disposed on both wings of the aircraft to determine whether an airfoil control fault exists, and to send an enable signal to the tip brake device 5 when the airfoil control fault exists.

According to preferred embodiments of the present invention, the remote data interface device 2 and the sensing device may each be configured with multiple channels such as the two channels shown in FIG. 1 (i.e., the CHA and CHB channels shown).

According to preferred embodiments of the present invention, the remote data interface devices 2 communicatively connected to each other may be configured to send the electric signals collected by the slat/flap sensing devices and/or the calculation results of the calculation received by them to each other, wherein the remote data interface devices 2 optionally specifically include a Power Control Module (i.e. PCM) configured to supply Power to the slat sensing devices and the wing tip braking device 5 and a Control Module (i.e. CM) configured to perform processing and/or calculation of the electric signals.

Specifically, according to preferred embodiments, the CM CAN be made up of FPGAs, different channels of FPGAs are made by different manufacturers, the FPGAs CAN first collect the electrical signals of the sensors and convert them into digital bus data, such as CAN bus data, RS232/485 bus data, 1553B bus data, and ARINC429 bus data, preferably high speed ARINC429 bus data.

For example, the PCM may be connected to a 28V dc bus bar to convert the 28V dc into dc with different amplitudes, such as providing 3.5V dc for an FPGA chip inside the CCM, providing 6-8Vrms, 3000-4000Hz excitation for a corresponding sensor channel, and providing 28V dc for the WTB.

According to preferred embodiments, in particular, the RDIU channel may be configured to perform calculations on position sensor 3 data to detect whether the airfoil is asymmetric or underspeed.

ABS(P_left-P_right)>P _{threshold value}；

The algorithm executed by the right RDIU channel is:

1)P_right>P_left+P _{threshold value}；

2)P_right<P_left-P _{threshold value}。

The two equations above are calculated for the right RDIU channel, and as long as of them are true, the airfoil asymmetry fault status bit value is set to 1.

Alternatively, each channel (such as the left and right channels) first performs its own operation, then sets the airfoil asymmetrical fault status bits, and compares the fault status bits to the opposite airfoil asymmetrical fault status bits. A setting of 1 indicates "asymmetric failure of the airfoil", and a setting of 0 indicates "asymmetric failure of the airfoil does not occur". If the fault bit values of the RDIUs on the two sides are both 1, the RDIUs synchronously send out command signals for enabling the wingtip brake device 5, otherwise, the command signals are not sent out.

According to preferred embodiments, for airfoil underspeed, the channels of RDIU on both sides may be configured to perform calculations on position sensor 3 data, as exemplified below.

The algorithm executed for the airfoil underspeed and left RDIU channel is

P_left/t<V _{threshold value}；

The algorithm executed by the right RDIU channel is:

P_right/t<V _{threshold value}；

Each channel firstly executes respective operation, then sets a fault state bit of airfoil underspeed, and compares the fault state bit of the airfoil underspeed on the opposite side, T is time zones, which can be 3 seconds, 5 seconds or 7 seconds, is set to 1 to indicate that the airfoil underspeed occurs, is set to 0 to indicate that the airfoil does not fail at the underspeed.

According to the above preferred embodiment of the present invention, at least the following data (1) airfoil position data, (2) airfoil asymmetric failure status bit, comparing the two side RDIU calculation results to determine whether is true, and (3) airfoil under-speed failure status bit, comparing the two side RDIU calculation results to determine whether is true will be exchanged between the left and right RDIU channels.

It will be readily appreciated that the algorithm and the exchanged data for monitoring, for example, the asymmetric and underspeed failure of the airfoil, or for monitoring of other types of failure faults of the airfoil, based on the data of the inclination sensor 4, of the remote data interface device 2 are similar in principle to the above examples and will not be described in detail here.

Considering that floating point numbers are used to represent data of the sensors on the left and right sides in the computer, and the addition and subtraction calculation between the floating point numbers needs to consider fixed errors, the remote data interface devices 2 on the left and right sides adopt different equations to calculate and compare the sensor values, which helps to reduce the errors.

According to preferred embodiments of the invention, two RDIUs are installed on each wing, wherein the RDIUs are arranged at each wing, the one "&ttttransition = one &ttt/t and ttt are used for collecting and transmitting sensor signals of a -side slat and transmitting the sensor signals to a WTB control signal, and the RDIUs are used for collecting and transmitting sensor signals of a -side flap and transmitting the control signals to a WTB, so that 4 RDIUs can be provided for the whole high-lift system.

Generally, the threshold value for alarming of asymmetric and underspeed failure conditions of slat and flap airfoils is different, so that the RDIU identifies the installation position (such as left side or right side, slat or flap) through the difference of the pin, and invokes corresponding operation logic and threshold value, and the configuration mode of the RDIU can remarkably simplify later maintenance and reduce maintenance cost.

Each RDIU may provide excitation for a corresponding position sensor 3 channel, tilt sensor 4 channel, and WTB channel, and collect feedback signals.

According to , the RDIU can use the following measures to ensure the integrity and accuracy of the data, considering the importance of the sensor data and the possible analog-to-digital conversion.

(1) Such as 5V, 3.3V, 7.5V, 2.5V and ground reference voltages are stored in the FPGA. The control chip periodically reads and verifies the data;

(2) if the returned sequence is the same as the original sequence, the FPGA resets dog FPGA of the chip, otherwise, dog is triggered to be seen, the FPGA triggers Failure protection logic, so that the RDIU does not acquire signals of components such as a sensor any more, and SSM (simple Operation) of ARINC429 bus data sent outwards is set to be Failure Warning from 'Normal Operation' to serve as a Failure prompt.

While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that these are by way of example only, and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and scope of the invention, and these changes and modifications are within the scope of the invention.