CN113339141B - Dual-engine airplane flight control system and method thereof - Google Patents
Dual-engine airplane flight control system and method thereof Download PDFInfo
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- CN113339141B CN113339141B CN202110569367.5A CN202110569367A CN113339141B CN 113339141 B CN113339141 B CN 113339141B CN 202110569367 A CN202110569367 A CN 202110569367A CN 113339141 B CN113339141 B CN 113339141B
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- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 title claims abstract description 28
- 238000000034 method Methods 0.000 title abstract description 16
- 238000012544 monitoring process Methods 0.000 claims description 14
- 230000001960 triggered effect Effects 0.000 claims description 9
- 238000006243 chemical reaction Methods 0.000 claims description 6
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- 239000007858 starting material Substances 0.000 description 3
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D21/00—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for
- F01D21/003—Arrangements for testing or measuring
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
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Abstract
The application belongs to the technical field of twin-engine aircraft flight control, and particularly relates to a twin-engine aircraft flight control method, which comprises the following steps: when the aircraft is in supersonic flight in a thrust augmentation state, if the converted rotating speed of the right engine (1) is less than the lower limit of the standard converted rotating speed, the right engine (1) is automatically controlled to be in a minimum thrust augmentation state, and the left engine (2) is automatically controlled to be in a minimum thrust augmentation state; and when the aircraft is in the boost state and is in supersonic flight, if the converted rotating speed of the left engine (2) is less than the lower limit of the standard converted rotating speed, automatically controlling the left engine (2) to be in the minimum boost state and controlling the right engine (1) to be in the minimum boost state. Furthermore, a twin engine aircraft flight control system is concerned.
Description
Technical Field
The application belongs to the technical field of flight control of twin-engine airplanes, and particularly relates to a twin-engine airplane flight control system and a method thereof.
Background
When the double-engine airplane flies at supersonic speed in a stress application state, if a certain engine breaks down to cause serious reduction of converted rotating speed, a larger yawing moment can be generated on the airplane, great danger is caused to the flying safety of the airplane, and a pilot has larger operation burden.
The present application has been made in view of the above-mentioned technical drawbacks.
It should be noted that the above background disclosure is only for the purpose of assisting understanding of the inventive concept and technical solutions of the present invention, and does not necessarily belong to the prior art of the present patent application, and the above background disclosure should not be used for evaluating the novelty and inventive step of the present application without explicit evidence to suggest that the above content is already disclosed at the filing date of the present application.
Disclosure of Invention
It is an object of the present application to provide a dual engine aircraft flight control system and method thereof that overcomes or mitigates at least one aspect of the technical disadvantages known to exist.
The technical scheme of the application is as follows:
in one aspect, a dual-engine aircraft flight control method is provided, including:
when the aircraft is in supersonic flight in the boost state, if the converted rotating speed of the right generator is less than the lower limit of the standard converted rotating speed, the right generator is automatically controlled to be in the minimum boost state, and the left generator is controlled to be in the minimum boost state; and (c) a second step of,
when the aircraft is in supersonic flight in the boost state, if the converted rotating speed of the left engine is less than the lower limit of the standard converted rotating speed, the left engine is automatically controlled to be in the minimum boost state, and the right engine is controlled to be in the minimum boost state.
According to at least one embodiment of the application, in the flight control method of the dual-engine airplane, when the airplane is in supersonic flight in the boost state, if the converted rotating speed of the right engine is less than the lower limit of the standard converted rotating speed, the right engine is automatically controlled to be in the minimum boost state, and when the flying speed of the airplane is greater than 1.2Ma, the left engine is controlled to be in the minimum boost state;
when the aircraft is in a stress application state and in supersonic flight, if the converted rotating speed of the left-hand engine is lower than the lower limit of the standard converted rotating speed, the left-hand engine is automatically controlled to be in a minimum stress application state, and when the flying speed of the aircraft is higher than 1.2Ma, the right-hand engine is controlled to be in the minimum stress application state.
According to at least one embodiment of the present application, in the above-described dual-engine aircraft flight control method, the lower limit of the normalized conversion rotation speed is 0.83 times the normalized rotation speed of the aircraft in the thrust-on state.
Another aspect provides a dual-engine aircraft flight control system, comprising:
a right-handed rotation speed sensor for monitoring the rotation speed of the right-handed rotation;
a right hair inlet temperature sensor for monitoring the inlet temperature of the right hair;
a right minimum stress application electromagnetic valve;
the electromagnetic valve is connected by applying force to the right side;
the right-emitting digital electronic controller is communicated with the right-emitting rotating speed sensor, the right-emitting inlet temperature sensor, the right-emitting minimum stress application electromagnetic valve and the right-emitting stress application switch-on electromagnetic valve so as to calculate the converted rotating speed of the right-emitting according to the rotating speed and the inlet temperature of the right-emitting, and control the right-emitting minimum stress application electromagnetic valve to be opened and control the right-emitting minimum stress application switch-on electromagnetic valve to be closed when the converted rotating speed of the right-emitting is less than the lower limit of the standard converted rotating speed and the airplane is in stress application state supersonic speed flight so that the right-emitting minimum stress application electromagnetic valve is in the minimum stress application state;
a right-hand minimum boost relay;
the right minimum boost switch is connected with the input end of the right minimum boost relay;
the right-emitting minimum stress application power supply is connected with the output ends of the right-emitting digital electronic controller and the right-emitting minimum stress application switch in series; when the right-emitting minimum stress application switch is closed, the output end of the right-emitting minimum stress application relay is triggered, the right-emitting digital electronic controller controls the right-emitting minimum stress application electromagnetic valve to be opened, controls the right-emitting stress application switch-on electromagnetic valve to be closed, and enables the right-emitting relay to be in a minimum stress application state;
a left-handed rotation speed sensor for monitoring the rotation speed of the left-handed rotation;
a left hair inlet temperature sensor for monitoring the inlet temperature of the left hair;
a minimum stress application electromagnetic valve is arranged on the left side;
the left stress application is connected with the electromagnetic valve;
the left-emitting digital electronic controller is communicated with the left-emitting rotating speed sensor, the left-emitting inlet temperature sensor, the left-emitting minimum stress application electromagnetic valve and the left-emitting stress application switch-on electromagnetic valve so as to calculate the converted rotating speed of the left-emitting according to the rotating speed of the left-emitting and the inlet temperature, and can control the left-emitting minimum stress application electromagnetic valve to be opened and control the left-emitting stress application switch-on electromagnetic valve to be closed when the converted rotating speed of the left-emitting is less than the lower limit of the standard converted rotating speed and the aircraft is in stress application state supersonic flight;
a left-emitting minimum boost relay;
the left minimum stress application switch is connected to the input end of the left minimum stress application relay;
the left-emitting minimum stress application power supply is connected with the output ends of the left-emitting digital electronic controller and the left-emitting minimum stress application switch in series; when the left-emitting lowest stress application switch is closed, the output end of the left-emitting minimum stress application relay is triggered, and the left-emitting digital electronic controller controls the left-emitting minimum stress application electromagnetic valve to be opened and controls the left-emitting stress application switch-on electromagnetic valve to be closed, so that the left-emitting minimum stress application state is achieved.
According to at least one embodiment of the present application, the above-mentioned dual-engine aircraft flight control system further includes:
the output end of the right-emitting Ma digital latching relay is connected with the output ends of the right-emitting digital electronic controller and the right-emitting minimum stress application switch in series;
the output end of the left-sending Ma digital latching relay is connected with the left-sending digital electronic controller and the output end of the left-sending minimum stress application switch in series;
the aircraft airspeed head is used for monitoring the flight speed of the aircraft;
the aircraft atmospheric data processor is connected with an aircraft airspeed head to be capable of acquiring the aircraft flight speed, and is connected with the input end of the right-handed Ma number latching relay and the input end of the left-handed Ma number latching relay, and when the aircraft flight speed is greater than 1.2Ma, the output end of the right-handed Ma number latching relay and the output end of the left-handed Ma number latching relay are triggered.
According to at least one embodiment of the present application, in the above-described two-engine aircraft flight control system, the lower normalized rotation speed limit is 0.83 times the normalized rotation speed of the aircraft in the thrust-on state.
Drawings
FIG. 1 is a schematic illustration of a dual-engine aircraft flight control system provided by an embodiment of the present application;
wherein:
1-right hair; 2-left hair; 3-right-hand rotating speed sensor; 4-right-emitting inlet temperature sensor; 5-right sending minimum stress application electromagnetic valve; 6-the electromagnetic valve is connected by applying force to the right; 7-right generation digital electronic controller; 8-right minimum stress application relay; 9-right minimum boost switch; 10-right-emission minimum boost power supply; 11-left-handed rotation speed sensor; 12-left hair inlet temperature sensor; 13-left minimum stress application electromagnetic valve; 14-the electromagnetic valve is connected by applying force to the left; 15-left generation digital electronic controller; 16-left minimum stress application relay; 17-left minimum boost switch; 18-left minimum boost power supply; 19-right sending Ma number of latching relays; 20-left generation of Ma number latching relays; 21-an aircraft airspeed head; 22-aircraft air data processor.
For the purpose of better illustrating the embodiments, certain features of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; further, the drawings are for illustrative purposes, and terms describing positional relationships are limited to illustrative illustrations only and are not to be construed as limiting the patent.
Detailed Description
In order to make the technical solutions and advantages of the present application clearer, the technical solutions of the present application will be further clearly and completely described in the following detailed description with reference to the accompanying drawings, and it should be understood that the specific embodiments described herein are only some of the embodiments of the present application, and are only used for explaining the present application, but not limiting the present application. It should be noted that, for convenience of description, only the parts related to the present application are shown in the drawings, other related parts may refer to general designs, and the embodiments and technical features in the embodiments in the present application may be combined with each other to obtain a new embodiment without conflict.
In addition, unless otherwise defined, technical or scientific terms used in the description of the present application shall have the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inner", "outer", and the like used in the description of the present application, which indicate orientations, are used only to indicate relative directions or positional relationships, and do not imply that the devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and when the absolute position of the object to be described is changed, the relative positional relationships may be changed accordingly, and thus, should not be construed as limiting the present application. The use of "first," "second," "third," and the like in the description of the present application is for descriptive purposes only to distinguish between different components and is not to be construed as indicating or implying relative importance. The use of the terms "a," "an," or "the" and similar referents in the description of the application should not be construed as an absolute limitation of quantity, but rather as the presence of at least one. The word "comprising" or "comprises", and the like, when used in this description, is intended to specify the presence of stated elements or items, but not the exclusion of other elements or items.
Further, it should be noted that, unless otherwise explicitly stated or limited, the terms "mounted," "connected," and the like as used in the description of the present application are to be construed broadly, e.g., the connection may be a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be directly connected or indirectly connected through an intermediate medium, or they may be connected through the inside of two elements, and those skilled in the art can understand their specific meaning in this application according to the specific situation.
The present application is described in further detail below with reference to fig. 1.
In one aspect, a dual-engine aircraft flight control method is provided, including:
when the aircraft flies at supersonic speed in a stress application state, if the converted rotating speed of the right engine 1 is less than the lower limit of the standard converted rotating speed, the right engine 1 is automatically controlled to be in a minimum stress application state, and the left engine 2 is controlled to be in a minimum stress application state; and (c) a second step of,
when the aircraft is in supersonic flight in the boost state, if the converted rotating speed of the left-hand engine 2 is less than the lower limit of the standard converted rotating speed, the left-hand engine 2 is automatically controlled to be in the minimum boost state, and the right-hand engine 1 is automatically controlled to be in the minimum boost state.
For the flight control method of the dual-engine airplane disclosed in the above embodiment, it can be understood by those skilled in the art that when the airplane is in supersonic flight in the boost state, if the converted rotation speed of one engine is less than the lower limit of the standard converted rotation speed, the engine is considered to be in fault, and the engine is automatically controlled to be in the minimum boost state, and the other engine is controlled to be in the minimum boost state, so that a large yawing moment generated on the airplane can be effectively avoided in time, the flight safety of the airplane is ensured, and the operation burden of a pilot is reduced.
With respect to the dual engine aircraft flight control method disclosed in the above embodiments, it will also be understood by those skilled in the art that if the reduced engine speed deemed to have failed can be gradually restored above the lower limit of the standard reduced engine speed, the control of the minimum boost state for that engine can be released, as well as the control of the minimum boost state for the other engine.
In some optional embodiments, in the above-mentioned dual-engine aircraft flight control method, when the aircraft is in supersonic flight in the boost state, if the converted rotating speed of the right-handed starter 1 is less than the lower limit of the standard converted rotating speed, the right-handed starter 1 is automatically controlled to be in the minimum boost state, and when the aircraft flight speed is greater than 1.2Ma, the left-handed starter 2 is controlled to be in the minimum boost state;
when the aircraft is in a stress application state and in supersonic flight, if the converted rotating speed of the left-hand engine 2 is less than the lower limit of the standard converted rotating speed, the left-hand engine 2 is automatically controlled to be in a minimum stress application state, and when the flight speed of the aircraft is greater than 1.2Ma, the right-hand engine 1 is controlled to be in the minimum stress application state.
With respect to the method for controlling the flight of the dual-engine airplane disclosed in the above embodiments, it can be understood by those skilled in the art that the design is that when the airplane is in supersonic flight in the boost state, if the converted rotation speed of one engine is less than the lower limit of the standard converted rotation speed, the engine is considered to be out of order, the engine is automatically controlled to be in the minimum boost state, and when the flight speed of the airplane is greater than 1.2Ma, the other engine is controlled to be in the minimum boost state, so that the operation of the airplane can be relatively smooth in the supersonic flight.
In some alternative embodiments, in the above method for controlling flight of a two-engine aircraft, the lower limit of the normalized conversion speed is 0.83 times the normalized speed of the aircraft under thrust-up conditions.
A large number of tests and data thereof show that when the aircraft is in supersonic flight in a thrust augmentation state, the converted rotating speed of a certain engine is lower than the standard rotating speed of the aircraft in the thrust augmentation state by 0.88 times, the difference of the converted rotating speed of the engine and the other engine is more than 0.12, so that the yawing moment generated on the airplane is increased rapidly, the standard rotating speed under the stress application state of the airplane with the lower limit of the designed standard converted rotating speed of 0.83 times can cover the situation in a large range, when the aircraft flies at supersonic speed in a thrust augmentation state, the converted rotating speed of an engine is less than 0.83 time of the standard rotating speed of the aircraft in the thrust augmentation state, the engine is automatically controlled to be in the minimum stress application state, and the other engine is controlled to be in the minimum stress application state, the aircraft yaw moment generating device can effectively avoid generating a large yaw moment on the aircraft in time, ensure the flight safety of the aircraft, reduce the operation burden of pilots and enable the operation of the aircraft flight to be stable.
Another aspect provides a dual-engine aircraft flight control system, comprising:
a right-handed rotation speed sensor 3 for monitoring the rotation speed of the right-handed rotation 1;
the right hair inlet temperature sensor 4 is used for monitoring the inlet temperature of the right hair 1;
a minimum stress application electromagnetic valve 5 is arranged on the right side;
the electromagnetic valve 6 is connected by applying force to the right;
the right-hand generation digital electronic controller 7 is communicated with the right-hand generation rotating speed sensor 3, the right-hand generation inlet temperature sensor 4, the right-hand generation minimum stress application electromagnetic valve 5 and the right-hand generation stress application switch-on electromagnetic valve 6 so as to calculate the converted rotating speed of the right-hand generation 1 according to the rotating speed and the inlet temperature of the right-hand generation 1, and can control the right-hand generation minimum stress application electromagnetic valve 5 to be opened and control the right-hand generation stress application switch-on electromagnetic valve 6 to be closed when the converted rotating speed of the right-hand generation 1 is less than the lower limit of the standard converted rotating speed and the airplane is in a stress application state supersonic speed flight, namely, when the airplane is in the stress application state supersonic speed and the converted rotating speed of the right-hand generation 1 is less than the lower limit of the standard converted rotating speed, the right-hand generation 1 is automatically controlled to be in the stress application minimum stress application state;
a right minimum boost relay 8;
the right minimum boost switch 9 is connected with the input end of the right minimum boost relay 8;
the right-emitting minimum stress application power supply 10 is connected with the output ends of a right-emitting digital electronic controller 7 and a right-emitting minimum stress application switch 9 in series; when the right minimum stress application switch 9 is closed, the output end of the right minimum stress application relay 8 is triggered, the right digital electronic controller 7 controls the right minimum stress application solenoid valve 5 to be opened, controls the right stress application switch-on solenoid valve 6 to be closed, so that the right hair 1 is in the minimum stress application state, namely after the left hair 2 is automatically controlled to be in the minimum stress application state, the right minimum stress application switch 9 can be closed, so that the right hair 1 is in the minimum stress application state;
a left-handed rotation speed sensor 11 for monitoring the rotation speed of the left-handed rotation 2;
a left hair inlet temperature sensor 12 for monitoring the inlet temperature of the left hair 2;
a left minimum stress application electromagnetic valve 13;
the electromagnetic valve 14 is connected by applying force to the left;
the left-generation digital electronic controller 15 is connected with the left-generation rotating speed sensor 11, the left-generation inlet temperature sensor 12, the left-generation minimum stress application electromagnetic valve 13 and the left-generation stress application switch-on electromagnetic valve 14, so that the converted rotating speed of the left-generation 2 can be calculated according to the rotating speed and the inlet temperature of the left-generation 2, and when the converted rotating speed of the left-generation 2 is less than the lower limit of the standard converted rotating speed and the aircraft is in stress application state supersonic flight, the left-generation minimum stress application electromagnetic valve 13 is controlled to be opened, the left-generation stress application switch-on electromagnetic valve 14 is controlled to be closed, so that the left-generation 2 is in the minimum stress application state, namely when the converted rotating speed of the left-generation 2 is less than the lower limit of the standard converted rotating speed and the aircraft is in stress application state supersonic flight, the left-generation 2 is automatically controlled to be in the minimum stress application state;
a left-hand minimum boost relay 16;
the left minimum stress application switch 17 is connected to the input end of the left minimum stress application relay 16;
the power supply 18 of minimum thrust augmentation of left-hand emission, connect the digital electronic controller 15 of left-hand emission, the output end of the switch 17 of minimum thrust augmentation of left-hand emission in series on it; when the left hair minimum stress application switch 17 is closed, the output end of the left hair minimum stress application relay 16 is triggered, the left hair digital electronic controller 15 controls the left hair minimum stress application electromagnetic valve 13 to be opened, controls the left hair stress application switch electromagnetic valve 14 to be closed, and enables the left hair 2 to be in the minimum stress application state, namely after the right hair 1 is automatically controlled to be in the minimum stress application state, the left hair minimum stress application switch 17 can be closed, and the left hair 2 can be in the minimum stress application state.
In some optional embodiments, in the flight control system of a twin-engine aircraft described above, further comprising:
the output end of the right-emitting Ma digital latching relay 19 is connected with the output ends of the right-emitting digital electronic controller 7 and the right-emitting minimum stress application switch 9 in series;
the output end of the left-sending Ma digital latching relay 20 is connected with the output ends of the left-sending digital electronic controller 15 and the left-sending minimum stress application switch 17 in series;
an aircraft airspeed head 21, which monitors the aircraft flying speed;
the aircraft atmospheric data processor 22 is connected with the aircraft airspeed head 19 to be capable of acquiring the aircraft flight speed, and is connected with the input end of the right-sending Ma number latching relay 19 and the input end of the left-sending Ma number latching relay 20, when the aircraft flight speed is greater than 1.2Ma, the output end of the right-sending Ma number latching relay 19 and the output end of the left-sending Ma number latching relay 20 are triggered, so that the right-sending 1 is in the minimum stress application state only by closing the right-sending minimum stress application switch 9 when the aircraft flight speed is greater than 1.2Ma, and the left-sending 2 is in the minimum stress application state by closing the left-sending minimum stress application switch 17.
In some alternative embodiments, in the above-described dual-engine aircraft flight control system, the lower normalized rotational speed limit is 0.83 times the normalized rotational speed of the aircraft under thrust augmentation conditions.
The right-side generation digital electronic controller 7 calculates the conversion rotating speed of the right-side generation 1 according to the rotating speed of the right-side generation 1 and the inlet temperature, and the left-side generation digital electronic controller 15 calculates the conversion rotating speed of the left-side generation 2 according to the rotating speed of the left-side generation 2 and the inlet temperature, and the conversion rotating speed can be calculated by the following formula:
wherein,
n cor converting the rotating speed of the engine;
n is the engine speed;
T 1 * is the engine inlet temperature.
The embodiments are described in a progressive mode in the specification, the emphasis of each embodiment is on the difference from the other embodiments, and the same and similar parts among the embodiments can be referred to each other.
For the dual-engine aircraft flight control system disclosed in the above embodiment, the technical effects of the dual-engine aircraft flight control method disclosed in the above embodiment can also refer to the technical effects of the relevant parts of the dual-engine aircraft flight control method, and are not described herein again.
Having thus described the present invention in connection with the preferred embodiments illustrated in the accompanying drawings, it will be understood by those skilled in the art that the scope of the present invention is not limited to those specific embodiments, and that equivalent changes or substitutions of the related technical features may be made by those skilled in the art without departing from the principle of the present invention, and those technical aspects after such changes or substitutions will fall within the scope of the present invention.
Claims (3)
1. A dual-engine aircraft flight control system, comprising:
a right hair rotating speed sensor (3) for monitoring the rotating speed of the right hair (1);
a right hair inlet temperature sensor (4) for monitoring the inlet temperature of the right hair (1);
a right minimum stress application electromagnetic valve (5);
the electromagnetic valve (6) is connected by applying force to the right;
the right-side power generation digital electronic controller (7) is connected with the right-side power generation rotating speed sensor (3), the right-side power generation inlet temperature sensor (4), the right-side power generation minimum stress application electromagnetic valve (5) and the right-side power generation switch-on electromagnetic valve (6) so as to calculate the converted rotating speed of the right-side power generation (1) according to the rotating speed and the inlet temperature of the right-side power generation (1), and can control the right-side power generation minimum stress application electromagnetic valve (5) to be opened and control the right-side power generation switch-on electromagnetic valve (6) to be closed when the converted rotating speed of the right-side power generation (1) is smaller than the lower limit of the standard converted rotating speed and the airplane is in a stress application state supersonic speed flight;
a minimum stress application relay (8) is arranged on the right side;
the right minimum stress application switch (9) is connected to the input end of the right minimum stress application relay (8);
the right-emitting minimum stress application power supply (10) is connected with a right-emitting digital electronic controller (7) and the output end of the right-emitting minimum stress application switch (9) in series; when the right minimum stress application switch (9) is closed, the output end of the right minimum stress application relay (8) is triggered, the right digital electronic controller (7) controls the right minimum stress application electromagnetic valve (5) to be opened, controls the right stress application switch-on electromagnetic valve (6) to be closed, and enables the right hair (1) to be in a minimum stress application state;
a left-handed rotation speed sensor (11) for monitoring the rotation speed of the left-handed rotation (2);
a left hair inlet temperature sensor (12) for monitoring the inlet temperature of the left hair (2);
a minimum stress application electromagnetic valve (13) is arranged at the left side;
the electromagnetic valve (14) is connected by applying force to the left;
the left-generation digital electronic controller (15) is connected with the left-generation rotating speed sensor (11), the left-generation inlet temperature sensor (12), the left-generation minimum stress application electromagnetic valve (13) and the left-generation stress application switch-on electromagnetic valve (14) to calculate the converted rotating speed of the left-generation (2) according to the rotating speed and the inlet temperature of the left-generation (2), and can control the left-generation minimum stress application electromagnetic valve (13) to be opened and control the left-generation stress application switch-on electromagnetic valve (14) to be closed when the converted rotating speed of the left-generation (2) is smaller than the lower limit of the standard converted rotating speed and the aircraft is in stress application state supersonic flight so that the left-generation (2) is in the minimum stress application state;
a minimum stress application relay (16) is arranged at the left side;
the left minimum stress application switch (17) is connected to the input end of the left minimum stress application relay (16);
the left-emitting minimum stress application power supply (18) is connected with a left-emitting digital electronic controller (15) and the output end of the left-emitting minimum stress application switch (17) in series; when the left minimum stress application switch (17) is closed, the output end of the left minimum stress application relay (16) is triggered, the left digital electronic controller (15) controls the left minimum stress application electromagnetic valve (13) to be opened, controls the left stress application electromagnetic valve (14) to be closed, and enables the left hair (2) to be in a minimum stress application state.
2. The dual-engine aircraft flight control system of claim 1,
further comprising:
the output end of the right power generation Ma digital latching relay (19) is connected with the output ends of the right power generation digital electronic controller (7) and the right power generation minimum stress application switch (9) in series;
the output end of the left-sending Ma digital latching relay (20) is connected with the left-sending digital electronic controller (15) and the output end of the left-sending minimum stress application switch (17) in series;
an aircraft airspeed head (21) for monitoring aircraft flight speed;
the aircraft atmospheric data processor (22) is connected with the aircraft airspeed head (21) so as to be capable of acquiring the aircraft flight speed, and is connected with the input end of the right-sending Ma number latching relay (19) and the input end of the left-sending Ma number latching relay (20), and when the aircraft flight speed is greater than 1.2Ma, the output end of the right-sending Ma number latching relay (19) and the output end of the left-sending Ma number latching relay (20) are triggered.
3. The dual-engine aircraft flight control system of claim 1,
and the lower limit of the standard conversion rotating speed is 0.83 times of the standard rotating speed of the airplane in a stress application state.
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| WO2021054861A1 (en) * | 2019-09-20 | 2021-03-25 | Акционерное общество "Объединенная двигателестроительная корпорация" (АО "ОДК") | Method for controlling a gas turbine engine thrust reverser |
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| US4538777A (en) * | 1981-03-02 | 1985-09-03 | Hall Sherman E | Low thrust detection system for aircraft engines |
| US6526337B2 (en) * | 2000-03-29 | 2003-02-25 | Conrad O. Gardner | Supervisory control system for aircraft flight management during pilot command errors or equipment malfunction |
| WO2011078847A1 (en) * | 2009-12-21 | 2011-06-30 | The Boeing Company | Calculation and display of warning speed for thrust asymmetry control |
| CN103502096B (en) * | 2011-04-28 | 2015-09-16 | 波音公司 | The system and method for the thrust that a kind of driving engine for limiting the multiengined aeroplane operated in the asymmetric situation of thrust produces |
| CN108894882B (en) * | 2018-06-05 | 2019-09-06 | 中国航发沈阳发动机研究所 | Aircraft engine size throttle thrust limits regular acquisition methods |
| CN112698565B (en) * | 2020-12-28 | 2021-12-24 | 北京航空航天大学 | Aircraft auxiliary piloting system and method for asymmetric thrust compensation in approach phase |
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| 不对称推力飞行的最小操纵速度分析;张立彬等;《飞行力学》;20000330(第01期);全文 * |
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