Pedal system for controlling rudder of airplane and control method thereof
阅读说明:本技术 一种用于飞机方向舵控制的脚蹬系统及其控制方法 (Pedal system for controlling rudder of airplane and control method thereof ) 是由 薛瀛 李剑 田金强 杨夏勰 罗鑫 范申磊 于 2019-09-19 设计创作,主要内容包括:本发明涉及一种用于飞机方向舵控制的脚蹬系统及其控制方法。脚蹬系统包括第一脚蹬组件、第二脚蹬组件和感觉力配平单元,三者之间通过连杆而两两联动。其中,第一脚蹬组件设有能够为第一脚蹬提供阻尼作用的阻尼机构;感觉力配平单元设有能够在第二脚蹬组件处提供阻尼作用的弹性机构。当第一脚蹬连杆组件出现断裂时,弹性机构此时能够提供阻尼作用,避免飞行员脚部承受较大负担。在第二脚蹬连杆组件出现断裂时,由于第一脚蹬组件和第二脚蹬组件彼此联动,阻尼机构此时能够提供阻尼作用。(The invention relates to a pedal system for controlling an airplane rudder and a control method thereof. The pedal system comprises a first pedal assembly, a second pedal assembly and a sensory force balancing unit, and the first pedal assembly, the second pedal assembly and the sensory force balancing unit are linked in pairs through connecting rods. The first pedal assembly is provided with a damping mechanism capable of providing a damping effect for the first pedal; the sensory force trim unit is provided with a resilient mechanism capable of providing a damping action at the second footrest assembly. When fracture appears in first pedal link assembly, the elastic mechanism can provide the damping effect this moment, avoids pilot's foot to bear great burden. When the second footrest link assembly breaks, the damping mechanism can provide a damping effect at this time due to the linkage of the first footrest assembly and the second footrest assembly to each other.)
1. A pedal system for aircraft rudder control comprising a first pedal assembly, a second pedal assembly and a sensory balancing unit, wherein the first pedal assembly and the second pedal assembly are linked to each other by a first pedal link assembly and the second pedal assembly and the sensory balancing unit are linked to each other by a second pedal link assembly, characterized in that,
the first pedal assembly comprises a damping mechanism configured to provide a damping action at the first pedal assembly;
the sensory force trim unit includes a resilient mechanism in linkage with the second footrest link assembly, the resilient mechanism configured to at least provide a damping effect at the second footrest assembly;
wherein the first and second footrest link assemblies are configured to be interlocked with each other to cause the first and second footrest assemblies and the resilient mechanism to move in synchronization.
2. A foot peg system according to claim 1,
the first foot pedal assembly includes a first foot pedal and at least two first position sensors configured to be able to detect a position of the first foot pedal;
the second foot peg assembly includes a second foot peg and at least two second position sensors configured to be able to detect a position of the second foot peg.
3. A foot peg system according to claim 2, wherein the sensory balancing unit is further provided with at least 2 third position sensors configured to be able to detect a position of the first foot peg and/or the second foot peg.
4. A pedal system according to claim 2 or 3, wherein the resilient mechanism is a torsion spring, the feel trim unit further comprising a main trim motor coupled to the torsion spring, the main trim motor being capable of driving the other end of the torsion spring to rotate in a first direction when the pilot steps on the first and/or second pedal to cause the first end of the torsion spring to rotate synchronously in the first direction.
5. The foot peg system according to claim 4, wherein the first end of the torsion spring is rotated through a greater angle than the other end.
6. The foot peg system according to claim 5, wherein the sensory balancing unit further comprises a secondary balancing motor coupled with the torsion spring, the secondary balancing motor configured to be used interchangeably with the primary balancing motor.
7. A foot peg system according to claim 6, wherein the sensory trim unit further comprises a main trim motor position sensor that detects a shaft angle of the main trim motor.
8. A foot peg system according to claim 7, wherein the sensory trim unit further comprises a secondary trim motor position sensor that detects a shaft angle of the secondary trim motor.
9. A foot peg system according to claim 4, wherein the feel trim unit further comprises a locking device configured for locking the torsion spring.
10. A foot peg system according to claim 9, wherein the locking device is an electromagnetic locking device.
11. The foot peg system according to claim 1, wherein the first foot peg assembly is a forward driving foot peg assembly and the second foot peg assembly is a secondary driving foot peg assembly.
12. The foot peg system according to claim 1, wherein the first foot peg assembly is a copilot foot peg assembly and the second foot peg assembly is a forward foot peg assembly.
13. A control method for controlling a foot peg system as defined in claim 1, the control method comprising:
step 1: acquiring at least two first acquisition data characterizing a first pedal position with at least two first position sensors provided in the first pedal assembly, at least two second acquisition data characterizing a second pedal position with at least two second position sensors provided in the second pedal assembly, and at least two third acquisition data characterizing the first pedal position and/or the second pedal position with at least two third position sensors provided in the sensory force balancing unit;
step 2: and summing the first collected data, the second collected data and the third collected data to obtain a mean value, and using the mean value as a voting value to adjust a rudder and/or a brake system.
14. The control method according to claim 13, wherein the step 2 further includes:
step 21: comparing at least two first collected data in pairs and outputting each first difference value, comparing second collected data in pairs and outputting each second difference value, and comparing third collected data in pairs and outputting each third difference value;
step 22: and comparing each first difference value, each second difference value and each third difference value with a first threshold value respectively, and summing corresponding acquired data of all difference values smaller than the first threshold value in the first difference value, the second difference value and the third difference value to obtain the mean value.
15. The control method according to claim 14, wherein the step 22 includes:
step 221: comparing each of the first difference values, each of the second difference values, and each of the third difference values with a first threshold, and marking a corresponding position sensor of each difference value smaller than the first threshold among the first difference values, the second difference values, and the third difference values as an effective position sensor;
step 222: summing first collected data of all effective position sensors in the first position sensors to obtain a first average value, summing second collected data of all effective position sensors in the second position sensors to obtain a second average value, and summing first collected data of all effective position sensors in the third position sensors to obtain a third average value;
step 223: comparing the first mean value, the second mean value and the third mean value in pairs and outputting each fourth difference value, and marking the fourth difference value smaller than the second threshold value as an effective fourth difference value;
step 224: when the number of the effective fourth difference values is 3, outputting a middle value of the first average value, the second average value and the third average value and setting the middle value as the average value; when the number of the effective fourth difference values is 2, summing all the first mean value, the second mean value and the third mean value corresponding to the effective fourth difference values to obtain a mean value; when the number of the effective fourth difference values is 1 or 0, the average value is not output.
16. The control method according to claim 14 or 15, characterized in that the first difference value is set to an invalid value when any one of the components of the first pedal link assembly breaks.
17. The control method of claim 16, wherein the third difference value is set to an invalid value when any component of the second pedal link assembly breaks.
Technical Field
The invention relates to control equipment of an airplane, in particular to a pedal system for controlling a rudder of an airplane and a control method thereof.
Background
The rudder foot pedal assembly has a forward rider position foot pedal set located in a forward rider position and a co-rider position foot pedal set located in a co-rider position. The pilot steps on the front driving position pedal group or the copilot driving position pedal group to trigger the driving system to generate corresponding electric signals and control corresponding mechanisms to realize braking and steering instructions.
For the rudder of an airplane, under the conventional condition, the sudden deviation and oscillation of the rudder are classified as disaster-level faults, and the loss of the rudder control is classified as dangerous-level faults; and a complete loss of pedal feel is a catastrophic failure. The pedal feeling force refers to a damping force fed back by a pedal when a pilot steps on the pedal. The pilot consciously controls the treading depth of the pedals according to the sensed force of the pedals so as to control the steering and braking amplitude. In order to avoid the above-mentioned various faults, actuators and sensory damping mechanisms of the rudder pedal system generally adopt redundancy design, so as to ensure that a pilot can normally drive an airplane under the condition that a certain pedal cannot output an instruction to the outside and one or more pedal sensory mechanisms have faults.
Fig. 1 shows a rudder foot system using a centralized architecture. As shown in fig. 1, the pedal system integrates six sets of
Fig. 2 shows a rudder pedal system employing a 2 x 2+1 distributed architecture. As shown in fig. 2, two
Fig. 3 shows a rudder pedal system employing a 2 x 2+1 distributed architecture. As shown in fig. 2,
Disclosure of Invention
In view of the above-mentioned state of the art pedal systems, it is an object of the present invention to provide a pedal system which allows the pilot to receive the sensation in the event of a break in any of the links.
This object is achieved by a foot pedal system for aircraft rudder control according to the following form of the invention. The foot peg system includes a first foot peg assembly, a second foot peg assembly, and a sensory balancing unit. Wherein the first and second footrest assemblies are interlocked with each other by a first footrest link assembly, and the second footrest assembly and the sensory force trim unit are interlocked with each other by a second footrest link assembly.
The first pedal assembly described above includes a damping mechanism configured to provide a damping effect at the first pedal assembly. The sensory force trim unit includes a resilient mechanism in linkage with the second footrest link assembly, the resilient mechanism configured to at least provide a damping effect at the second footrest assembly.
The first and second footrest link assemblies are configured to be interlocked with each other to cause the first and second footrest assemblies and the resilient mechanism to move in synchronization.
When any component of the first pedal connecting rod assembly is broken, the first pedal component, the second pedal component and the feeling force balancing unit are not linked any more. The damping mechanism arranged in the first pedal assembly can provide damping effect for the feet of the pilot, and the feet are prevented from bearing large burden. When any component of the second pedal connecting rod component is broken, the first pedal component and the second pedal component are linked with each other, so that a pilot can still feel damping action on the first pedal component and the second pedal component, and the steps of the pilot can be prevented from bearing large burden even if the pilot encounters the condition.
According to a preferred embodiment of the present invention, the first foot pedal assembly comprises a first foot pedal and at least two first position sensors configured to be able to detect a position of the first foot pedal;
the second foot peg assembly includes a second foot peg and at least two second position sensors configured to be able to detect a position of the second foot peg.
According to a preferred embodiment of the invention, the sensory balancing unit is further provided with at least 2 third position sensors configured to be able to detect the position of the first foot peg and/or the second foot peg.
According to a preferred embodiment of the present invention, the elastic mechanism is a torsion spring, the sensing force balancing unit further includes a main balancing motor coupled to the torsion spring, and when the pilot steps on the first pedal and/or the second pedal to rotate the first end of the torsion spring synchronously in the first direction, the main balancing motor can drive the other end of the torsion spring to rotate in the first direction.
When the pilot steps on the first pedal and the second pedal, the pedals drive the torsion spring to rotate by virtue of the transmission mechanism in the middle, and the torsion spring can feed back resistance at the feet in turn. After being equipped with the balancing motor, the pilot steps on the presser foot and pedal and make the one end of torsional spring rotate, when trampling the pedal to a certain required position, the balancing motor drives the other end syntropy rotation of torsional spring, from this, after the pilot accomplished the rudder and controlled the operation, need keep less stepping on the pressure volume or need not to exert stepping on the pressure volume can.
Preferably, the rotation angle of the first end of the torsion spring is greater than that of the other end. After the pilot stops pressing the pedals, the pedals can apply smaller force to the feet, so that the pilot can realize that the airplane is still in a certain steering and braking state at present.
According to a preferred embodiment of the present invention, the sensory balancing unit further comprises a secondary balancing motor coupled with the torsion spring, the secondary balancing motor being configured to be used alternately with the primary balancing motor. The crew may activate the secondary trim motor when the primary trim motor fails or otherwise needs to be shut down.
Preferably, the sensory balancing unit is further provided with a main balancing motor position sensor that detects a rotation shaft angle of the main balancing motor. Similarly, the sensory balancing unit may be provided with a sub-balancing motor position sensor that detects the angle of the rotation shaft of the sub-balancing motor at the same time. By detecting the position of the rotating shaft of the balancing motor, the pilot can acquire the balancing position of the rudder in real time.
According to a preferred embodiment of the invention, the sensory balancing unit further comprises a locking device configured for locking the torsion spring. Preferably, the locking means is an electromagnetic locking means. When the electromagnetic locking device is opened, the torsion spring is locked, correspondingly, the pedals of the airplane are locked at the neutral position, and the airplane can enter the automatic piloting mode at the moment.
In one embodiment, the first footrest assembly is a forward footrest assembly and the second footrest assembly is a secondary footrest assembly. According to another embodiment, the first footrest assembly is a secondary footrest assembly and the second footrest assembly is a primary footrest assembly.
Furthermore, the present invention also relates to a control method for controlling the above pedal system, specifically, the control method includes:
step 1: acquiring at least two first acquisition data characterizing a first pedal position with at least two first position sensors provided in the first pedal assembly, at least two second acquisition data characterizing a second pedal position with at least two second position sensors provided in the second pedal assembly, and at least two third acquisition data characterizing the first pedal position and/or the second pedal position with at least two third position sensors provided in the sensory force balancing unit;
step 2: and summing the first collected data, the second collected data and the third collected data to obtain a mean value, and using the mean value as a voting value to adjust a rudder and/or a brake system.
According to a preferred embodiment of the present invention, the step 2 comprises:
step 21: comparing at least two first collected data in pairs and outputting each first difference value, comparing second collected data in pairs and outputting each second difference value, and comparing third collected data in pairs and outputting each third difference value;
step 22: and comparing each first difference value, each second difference value and each third difference value with a first threshold value respectively, and summing corresponding acquired data of all difference values smaller than the first threshold value in the first difference value, the second difference value and the third difference value to obtain the mean value.
And 2, excluding the position sensor with the fault by using the set first threshold value, and not participating in voting by the data collected by the corresponding position sensor.
According to a preferred embodiment of the present invention, the
step 221: comparing each of the first difference values, each of the second difference values, and each of the third difference values with a first threshold, and marking a corresponding position sensor of each difference value smaller than the first threshold among the first difference values, the second difference values, and the third difference values as an effective position sensor;
step 222: summing first collected data of all effective position sensors in the first position sensors to obtain a first average value, summing second collected data of all effective position sensors in the second position sensors to obtain a second average value, and summing first collected data of all effective position sensors in the third position sensors to obtain a third average value;
step 223: comparing the first mean value, the second mean value and the third mean value in pairs and outputting each fourth difference value, and marking the fourth difference value smaller than the second threshold value as an effective fourth difference value;
step 224: when the number of the effective fourth difference values is 3, outputting a middle value of the first average value, the second average value and the third average value and setting the middle value as the average value; when the number of the effective fourth difference values is 2, summing all the first mean value, the second mean value and the third mean value corresponding to the effective fourth difference values to obtain a mean value; when the number of the effective fourth difference values is 1 or 0, the average value is not output.
Here, after two liang of comparisons of secondary, can further screen out and have the position sensor such as measuring accuracy scheduling problem, further improved the control accuracy according to the pedal system of this application.
According to a preferred embodiment of the present invention, the first difference value is set to an invalid value when the first pedal link is broken.
In accordance with a preferred embodiment of the present invention the third difference is set to an invalid value when the second pedal link is broken.
The pedal system for controlling the rudder of the airplane comprises a first pedal assembly, a second pedal assembly and a sensory force balancing unit which are linked in pairs through connecting rods. The first pedal assembly is provided with a damping mechanism capable of providing a damping effect for the first pedal; the sensory force trim unit is provided with a resilient mechanism capable of providing a damping action at the second footrest assembly. When the first pedal connecting rod assembly is broken, the damping mechanism provides a damping effect at the first pedal, and the feet of a pilot are prevented from bearing large burden. When the second footrest link assembly breaks, the pilot can still experience a damping effect on the first and second footrest assemblies due to the linkage of the first and second footrest assemblies with each other.
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 a schematic block diagram of a first prior art foot peg system;
FIG. 2 is a schematic illustration of a second prior art foot peg system;
FIG. 3 is a schematic illustration of a third prior art foot peg system;
FIG. 4 is a schematic structural diagram of a foot peg system for aircraft rudder control in accordance with a preferred embodiment of the present invention;
FIG. 5 shows a schematic structural view of the foot peg system of FIG. 4;
FIG. 6 is a flow chart of a control method of a foot peg system according to the present invention;
FIG. 7 is a schematic relationship diagram of the frame relationship of the foot peg system according to the present invention.
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. In the following detailed description, directional terms, such as "upper", "lower", and the like, are used with reference to the orientation depicted in the accompanying 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.
Fig. 4 shows the structural relationship of the
Referring to fig. 5 in conjunction with fig. 4,
The feeling
For both the damping mechanism of the driving
In the
The drive mechanism of the
With further reference to fig. 4-5, after the pilot depresses
In the
It should be understood that the number of the
Referring to fig. 7, the frame relationship of
The
When the
It is understood that the resilient mechanism and the damping mechanism provide damping for the entire footrest assembly (including the
Referring further to fig. 4, as a preferred embodiment, the feel
According to the present invention, the main trim motor 124 may synchronously execute the operation when the pilot steps on the
Preferably, the rotational angle of the first end of the
More preferably, the feel
The feel
With further reference to FIG. 4,
It should be appreciated that while the above description has described only an embodiment in which the damper mechanism consisting of the
As for the elastic mechanism, it may alternatively be a spring (not indicated). In this case, a person skilled in the art can realize the function of the above-described feeling
The control method of the
step 1: respectively acquiring first acquisition data, second acquisition data and third acquisition data by using a
step 2: and summing the collected data of the first collected data, the second collected data and the third collected data to obtain a mean value, and using the mean value as a voting value to adjust a rudder and/or a brake system.
Preferably, the step 2 includes:
step 21: comparing two first collected data in pairs and outputting a first difference value, comparing two second collected data in pairs and outputting a second difference value, and comparing two third collected data in pairs and outputting a third difference value;
step 22: and comparing the first difference, the second difference and the third difference with a first threshold respectively, and summing corresponding acquired data of the difference smaller than the first threshold in the first difference, the second difference and the third difference to obtain the average value.
The most
comparing the 2 collected data respectively collected by the
then, comparing the first mean value, the second mean value and the third mean value in pairs to obtain each fourth difference value, comparing the fourth difference value with the second threshold value, recording the fourth difference value smaller than the second threshold value as an effective fourth difference value, and recording the fourth difference value larger than or equal to the second threshold value as an ineffective fourth difference value;
when the 3 fourth difference values are all effective, the mean value adopts a middle value of the first mean value, the second mean value and the third mean value; when 2 fourth difference values are effective, the average value adopts the average value of all the first average value, the second average value or the third average value corresponding to the effective fourth difference values; when only 1 difference value or no fourth difference value is not effective, the system does not output the average value, the treading pedal does not output the corresponding instruction, and the adjustment of the rudder and/or the braking system is not finished by the action of treading the pedal any more.
It should be noted that the above control method only shows an example in which the
Similarly, in the case where a plurality of
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.
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