阅读说明：本技术 一种飞机前轮偏转角度控制系统 (Aircraft front wheel deflection angle control system ) 是由 毕道明 于慧 周靖翔 赵忠锐 黄龙龙 张磊 于 2019-10-24 设计创作，主要内容包括：本申请涉及一种飞机前轮偏转角度控制系统,包括：伺服阀；驱动装置,与伺服阀连接,以能够将伺服阀输出的流量转换为扭转力矩,带动与其相连的飞机前轮转动；位置传感器,用以采集飞机前轮的位置信息,输出飞机前轮偏转角度信号；可调节偏置单元,为飞机前轮偏转角度信号附加飞机前轮角度偏置信号,形成飞机前轮偏转角度反馈信号；其中,飞机前轮角度偏置信号能够抵消飞机前起落架处于机械中位时的飞机前轮偏转角度信号；控制单元,用以接收飞机前轮偏转角度控制信号、飞机前轮偏转角度反馈信号,比较得到飞机前轮偏转角度反馈信号与飞机前轮偏转角度控制信号的差值,基于该差值输出飞机前轮偏转角度控制指令,控制伺服阀流量的输出。(The application relates to an aircraft nose wheel deflection angle control system, includes: a servo valve; the driving device is connected with the servo valve so as to convert the flow output by the servo valve into torque moment and drive the front wheels of the airplane connected with the driving device to rotate; the position sensor is used for acquiring the position information of the front wheel of the airplane and outputting a deflection angle signal of the front wheel of the airplane; the adjustable offset unit is used for adding an aircraft front wheel angle offset signal to the aircraft front wheel deflection angle signal to form an aircraft front wheel deflection angle feedback signal; the aircraft nose wheel angle offset signal can offset the aircraft nose wheel deflection angle signal when the aircraft nose landing gear is in the mechanical neutral position; and the control unit is used for receiving the airplane front wheel deflection angle control signal and the airplane front wheel deflection angle feedback signal, comparing the received signals to obtain a difference value between the airplane front wheel deflection angle feedback signal and the airplane front wheel deflection angle control signal, outputting an airplane front wheel deflection angle control instruction based on the difference value, and controlling the output of the flow of the servo valve.)

1. An aircraft nose wheel yaw angle control system, comprising:

a servo valve;

the driving device is connected with the servo valve so as to convert the flow output by the servo valve into torque moment and drive the front wheels of the airplane connected with the driving device to rotate;

the position sensor is used for acquiring the position information of the front wheel of the airplane and outputting a deflection angle signal of the front wheel of the airplane;

the adjustable offset unit is used for adding an aircraft front wheel angle offset signal to the aircraft front wheel deflection angle signal to form an aircraft front wheel deflection angle feedback signal; the aircraft nose wheel angle offset signal can offset an aircraft nose wheel deflection angle signal when the aircraft nose landing gear is in a mechanical neutral position;

and the control unit is used for receiving the airplane front wheel deflection angle control signal and the airplane front wheel deflection angle feedback signal, comparing to obtain a difference value between the airplane front wheel deflection angle feedback signal and the airplane front wheel deflection angle control signal, outputting an airplane front wheel deflection angle control instruction based on the difference value, and controlling the output of the flow of the servo valve.

2. The aircraft nose wheel yaw angle control system of claim 1,

the control unit includes:

and the outer ring comparator is used for receiving the received aircraft front wheel deflection angle control signal and the aircraft front wheel deflection angle feedback signal and comparing to obtain a difference value between the aircraft front wheel deflection angle feedback signal and the aircraft front wheel deflection angle control signal.

3. The aircraft nose wheel yaw angle control system of claim 2,

the control unit further includes:

and the outer ring PID controller is connected with the outer ring comparator and outputs the control command of the deflection angle of the front wheel of the airplane based on the difference value.

4. The aircraft nose wheel yaw angle control system of claim 3,

further comprising:

and the valve zero-offset regulator is connected with the outer ring PID controller, and enables the flow output by the servo valve to be zero when the control instruction of the deflection angle of the front wheel of the airplane is zero.

5. The aircraft nose wheel yaw angle control system of claim 4,

further comprising:

and the amplitude limiting regulator is connected with the valve zero-offset regulator and is used for regulating the aircraft nose wheel deflection angle control command to be within the working command range of the servo valve.

6. The aircraft nose wheel yaw angle control system of claim 5,

further comprising:

and the DA converter is connected with the amplitude limiting regulator and is used for realizing the continuous transmission and amplification of the control command of the deflection angle of the front wheel of the airplane.

7. The aircraft nose wheel yaw angle control system of claim 6,

further comprising:

the inner ring comparator is connected with the DA converter and the servo valve;

and the inner ring PID controller is connected with the inner ring comparator and the servo valve to form inner ring negative feedback control on the servo valve so as to overcome zero drift of the servo valve.

Technical Field

The application belongs to the technical field of design of a deflection angle control system of a front wheel of an airplane, and particularly relates to a deflection angle control system of a front wheel of an airplane.

Background

In an aircraft nose wheel yaw angle control system, the mechanical neutral position of the aircraft nose landing gear is typically used as a reference for controlling the aircraft nose wheel yaw angle, which is defined as the zero position of the aircraft yaw angle.

In practice, due to the influence of a position sensor, a servo valve, a driving mechanism model, precision and other uncertain factors in the aircraft nose wheel control system, an unstable difference exists between the zero position of the aircraft nose wheel deflection angle and the mechanical neutral position of the aircraft nose landing gear, and the difference enables the control of the aircraft nose wheel deflection angle by the aircraft nose wheel deflection angle control system to deviate from the expectation of aircraft operators, so that potential danger is generated in the turning process of the aircraft.

The burden of airplane operators is increased in the turning process of the airplane, and potential danger is generated on the safety of the airplane.

The present application is made in view of the above-mentioned drawbacks of the prior art.

Disclosure of Invention

It is an object of the present application to provide an aircraft nose wheel yaw angle control system that overcomes or mitigates at least one of the disadvantages of the prior art.

The technical scheme of the application is as follows:

an aircraft nose wheel yaw angle control system, comprising:

a servo valve;

the driving device is connected with the servo valve so as to convert the flow output by the servo valve into torque moment and drive the front wheels of the airplane connected with the driving device to rotate;

the position sensor is used for acquiring the position information of the front wheel of the airplane and outputting a deflection angle signal of the front wheel of the airplane;

the adjustable offset unit is used for adding an aircraft front wheel angle offset signal to the aircraft front wheel deflection angle signal to form an aircraft front wheel deflection angle feedback signal; the aircraft nose wheel angle offset signal can offset the aircraft nose wheel deflection angle signal when the aircraft nose landing gear is in the mechanical neutral position;

and the control unit is used for receiving the airplane front wheel deflection angle control signal and the airplane front wheel deflection angle feedback signal, comparing the received signals to obtain a difference value between the airplane front wheel deflection angle feedback signal and the airplane front wheel deflection angle control signal, outputting an airplane front wheel deflection angle control instruction based on the difference value, and controlling the output of the flow of the servo valve.

According to at least one embodiment of the present application, a control unit includes:

and the outer ring comparator is used for receiving and receiving the airplane front wheel deflection angle control signal and the airplane front wheel deflection angle feedback signal and comparing to obtain the difference value of the airplane front wheel deflection angle feedback signal and the airplane front wheel deflection angle control signal.

According to at least one embodiment of the application, the control unit further comprises:

and the outer ring PID controller is connected with the outer ring comparator and outputs a control command of the deflection angle of the front wheel of the airplane based on the difference value.

According to at least one embodiment of the present application, further comprising:

and the valve zero-offset regulator is connected with the outer ring PID controller, and enables the flow output by the servo valve to be zero when the control instruction of the deflection angle of the front wheel of the airplane is zero.

According to at least one embodiment of the present application, further comprising:

and the amplitude limiting regulator is connected with the valve zero-offset regulator and is used for regulating the control command of the deflection angle of the front wheel of the airplane to be within the working command range of the servo valve.

According to at least one embodiment of the present application, further comprising:

and the DA converter is connected with the amplitude limiting regulator and is used for realizing the continuous transmission and amplification of the control command of the deflection angle of the front wheel of the airplane.

According to at least one embodiment of the present application, further comprising:

the inner ring comparator is connected with the DA converter and the servo valve;

and the inner ring PID controller is connected with the inner ring comparator and the servo valve to form inner ring negative feedback control on the servo valve so as to overcome zero drift of the servo valve.

Drawings

Fig. 1 is a schematic diagram of an aircraft nose wheel yaw angle control system provided in an embodiment of the present application.

Detailed Description

The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant application and are not limiting of the application. It should be noted that, for convenience of description, only the portions related to the present application are shown in the drawings.

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.

It should be noted that in the description of the present application, the terms of direction or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, it should be noted that, in the description of the present application, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those skilled in the art as the case may be.

The present application is described in further detail below with reference to fig. 1.

An aircraft nose wheel yaw angle control system, comprising:

a servo valve;

the driving device is connected with the servo valve so as to convert the flow output by the servo valve into torque moment and drive the front wheels of the airplane connected with the driving device to rotate;

the position sensor is used for acquiring the position information of the front wheel of the airplane and outputting a deflection angle signal of the front wheel of the airplane;

the adjustable offset unit is used for adding an aircraft front wheel angle offset signal to the aircraft front wheel deflection angle signal to form an aircraft front wheel deflection angle feedback signal; the aircraft nose wheel angle offset signal can offset the aircraft nose wheel deflection angle signal when the aircraft nose landing gear is in the mechanical neutral position;

the control unit is used for receiving the airplane front wheel deflection angle control signal and the airplane front wheel deflection angle feedback signal, comparing the signals to obtain a difference value between the airplane front wheel deflection angle feedback signal and the airplane front wheel deflection angle control signal, outputting an airplane front wheel deflection angle control instruction based on the difference value, controlling the output of the flow of the servo valve, enabling the driving device to drive the airplane front wheel to rotate, and finally enabling the airplane front wheel deflection angle to be consistent with the airplane front wheel deflection angle control signal.

With respect to the aircraft nose wheel yaw angle control system disclosed in the above embodiments, it will be appreciated by those skilled in the art that, an adjustable offset unit is arranged in a feedback loop of a servo valve of a deflection angle control system of the front wheel of the airplane to add an angle offset signal of the front wheel of the airplane to a deflection angle signal of the front wheel of the airplane, the signal can offset the deflection angle signal of the front wheel of the airplane when the nose landing gear of the airplane is in the mechanical middle position, namely the difference between the zero position of the deflection angle of the front wheel of the airplane and the mechanical middle position of the nose landing gear of the airplane is eliminated through the design of a feedback loop, so that the zero position of the deflection angle of the front wheel of the airplane is consistent with the mechanical middle position of the nose landing gear of the airplane, therefore, when the control signal of the deflection angle of the front wheel of the airplane is zero, the deflection angle of the front wheel of the airplane can be controlled to be superposed with the mechanical middle position of the nose landing gear of the airplane, so that the control of the deflection angle of the front wheel of the airplane meets the expectation of an airplane operator.

For the aircraft nose wheel deflection angle control system disclosed in the above embodiment, it can be further understood by those skilled in the art that the adjustable biasing unit can adjust and set the magnitude of the aircraft nose wheel angle biasing signal in addition to the aircraft nose wheel deflection angle signal according to actual conditions, and in actual operation, when the aircraft nose landing gear is in the mechanical neutral position, the aircraft nose wheel deflection angle signal output by the position sensor can be recorded, and the magnitude of the set aircraft nose wheel angle biasing signal is offset from the magnitude of the aircraft nose wheel deflection angle signal.

In some optional embodiments, the control unit comprises:

and the outer ring comparator is used for receiving and receiving the airplane front wheel deflection angle control signal and the airplane front wheel deflection angle feedback signal and comparing to obtain the difference value of the airplane front wheel deflection angle feedback signal and the airplane front wheel deflection angle control signal.

In some optional embodiments, the control unit further comprises:

and the outer ring PID controller is connected with the outer ring comparator and outputs a control command of the deflection angle of the front wheel of the airplane based on the difference value.

In some optional embodiments, further comprising:

and the valve zero-offset regulator is connected with the outer ring PID controller, and enables the flow output by the servo valve to be zero when the control instruction of the deflection angle of the front wheel of the airplane is zero.

For the aircraft nose wheel deflection angle control system disclosed in the above embodiment, it can be understood by those skilled in the art that the current passing through the drive coil of the servo valve is zero-offset when the servo valve does not output a flow, and due to the electromagnetic induction characteristic and the non-linear factors existing in the valve, a certain drive current is inevitably required when the servo valve does not output a flow, the current is related to the valve characteristic selected by the system itself, and in order to make the drive current remain to stabilize the valve when the command is zero, a reverse bias needs to be set, so that when the aircraft nose wheel deflection angle control command is zero, the valve output flow is zero.

In some optional embodiments, further comprising:

and the amplitude limiting regulator is connected with the valve zero-offset regulator and is used for regulating the control command of the deflection angle of the front wheel of the airplane to be within the working command range of the servo valve.

In some optional embodiments, further comprising:

and the DA converter is connected with the amplitude limiting regulator and is used for realizing the continuous transmission and amplification of the control command of the deflection angle of the front wheel of the airplane.

In some optional embodiments, further comprising:

the inner ring comparator is connected with the DA converter and the servo valve;

and the inner ring PID controller is connected with the inner ring comparator and the servo valve to form inner ring negative feedback control on the servo valve so as to overcome zero drift of the servo valve.

For the aircraft front wheel deflection angle control system disclosed in the above embodiment, it can be understood by those skilled in the art that the change of the external environment of the aircraft front wheel deflection angle control system may bring the null shift of the servo valve, and the inner loop PID controller is added in the current loop of the servo valve to match with the outer loop PID controller, so that the steady-state error is eliminated, the response of the current loop of the servo valve is improved, and the overall robustness of the aircraft front wheel deflection angle control system is improved while the amplification of the drive current from the aircraft front wheel deflection angle control instruction to the servo valve is completed.

So far, the technical solutions of the present application have been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present application is obviously not limited to these specific embodiments. Equivalent changes or substitutions of related technical features can be made by those skilled in the art without departing from the principle of the present application, and the technical scheme after the changes or substitutions will fall into the protection scope of the present application.