• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The flight control computer (10) of an aircraft (1) is capable of operating in a so-called incidence protection mode in which it is configured to calculate the steering commands of a elevator (22) in a function of angle of incidence values provided by a set (12) of incidence probes (12a, 12b, 12c), so as to maintain the angle of incidence of the aircraft within a range of acceptable values of 'angle of incidence. The flight control computer is configured for, when a single incidence probe is functional: calculating a first estimated incidence angle value of the aircraft, by means of a first estimator (14a) and a second estimated incidence angle value of the aircraft, by means of a second dissimilar estimator (14b) of the first estimator; and maintain the activated incidence protection mode as long as the angle of incidence value provided by the single functional incidence probe is consistent with at least one of the first estimated incidence angle value and the second estimated incidence angle value.
    公开号:FR3065543A1
    申请号:FR1753366
    申请日:2017-04-19
    公开日:2018-10-26
    发明作者:Jerome Gauvain；Daniel Lopez Fernandez；Lionel Bompart
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    (54) AIRCRAFT FLIGHT CONTROL CALCULATOR.
    FR 3 065 543 - A1 (57) The flight control computer (10) of an aircraft (T) is capable of operating in a so-called incidence protection mode in which it is configured to calculate the steering orders d '' an elevator (22) as a function of angle of attack values supplied by a set (12) of angle of attack probes (12a, 12b, 12c), so as to maintain the angle of incidence of l aircraft within a range of allowable angle of attack values. The flight control computer is configured for, when only one angle of attack sensor is functional:
    - calculating a first estimated value of angle of incidence of the aircraft, using a first estimator (14a) and a second estimated value of angle of incidence of the aircraft, using a second estimator (14b) dissimilar to the first estimator; and
    - keep the angle of attack protection mode activated as long as the angle of attack value supplied by the single functional angle of attack sensor is consistent with at least one of the first estimated angle of attack value and the second estimated angle of incidence value.

    Flight control computer for an aircraft.
    The invention relates to an aircraft flight control computer, intended to control the control surfaces of the aircraft. Modern aircraft, in particular transport aircraft, comprise a set of flight control computers which calculate orders for deflection of control surfaces of the aircraft which they transmit to actuator controllers of said control surfaces of the aircraft. These control surfaces are for example flaps or ailerons situated at the level of the wings of the aircraft, elevators situated for example on a horizontal plane at the rear of the aircraft, a rudder located on the fin, etc. . The flight control computers generally comprise a so-called incidence protection mode in which they calculate the steering orders of the elevators as a function of current values of the angle of incidence of the aircraft, so as to maintain the aircraft angle of attack within a range of allowable angle of attack values. This range of admissible angle of attack values is notably determined to avoid an aircraft stall. The incidence protection mode requires the availability, for flight control computers, of aircraft incidence information. An aircraft is generally equipped with at least three incidence sensors. The redundancy of the incidence probes makes it possible to manage the cases of failure of a part of the incidence probes, for example during a blockage of said part of the incidence probes linked to icing or to the action of the lightning. However, when less than two incidence sensors are functional, the incidence protection mode is generally deactivated. It would be desirable to improve the availability of the incidence protection mode when several incidence sensors are faulty.
    PRESENTATION OF THE INVENTION:
    The object of the present invention is in particular to provide a solution to these problems. It relates to a flight control computer of an aircraft configured to calculate steering orders of at least one elevator of the aircraft, the flight control computer being capable of operating in a mode called protection of incidence in which it is configured for:
    - acquire aircraft angle of attack values supplied by a set of aircraft incidence probes; and
    calculating the steering orders of the at least one elevator as a function of said angle of incidence values, so as to maintain the angle of incidence of the aircraft within a range of admissible angle angle values d 'impact,
    The flight control computer is remarkable in that it is further configured to determine whether a single angle of attack sensor is functional among the angle of attack sensors of the set of aircraft angle of attack sensors and, if only one incidence probe is functional:
    - calculating a first estimated angle of incidence angle of the aircraft, using a first estimator;
    - calculating a second estimated value of the angle of incidence of the aircraft, using a second dissimilar estimator from the first estimator;
    - determine if an angle of attack value supplied by the single functional angle of attack probe is consistent with at least one of the first estimated angle of incidence value and the second estimated value of angle of incidence ; and
    - keep the angle of attack protection mode activated as long as the angle of attack value supplied by the single functional angle of attack sensor is consistent with at least one of the first estimated angle of attack value and the second estimated angle of incidence value.
    Thus, the incidence protection mode can be kept activated even if only one incidence sensor is functional, provided that the incidence value provided by this incidence sensor is consistent with the estimated angle value incidence calculated using one of the two estimators. The fact of using two dissimilar estimators makes it possible to dispense with a failure mode common to the two estimators.
    In a preferred embodiment, the first estimator is likely to be disturbed by a first type of disturbance and the second estimator is likely to be disturbed by a second type of disturbance independent of the first type of disturbance. In particular, the first type of disturbance corresponds to an aircraft mass error and the second type of disturbance corresponds to the wind.
    Advantageously, the first estimator is based on the resolution of the lift equation of the aircraft:
    0.7 Ps M 2 S re f C z + T sin (a + e) = mg n Za in which:
    Ps is the static pressure of the air surrounding the aircraft M is the Mach number of the aircraft S ref is the reference surface of the wings of the aircraft C z is the lift coefficient of the aircraft T is the total thrust of the engines a is the angle of incidence of the aircraft e is the angle of inclination of the engines of the aircraft m is the mass of the aircraft g is the acceleration of gravity n Za is the load factor component along the aerodynamic vertical axis of the aircraft
    Even more advantageously, the second estimator is based on the resolution of the following angular equation:
    θ - β sin (<p) - Y air a = cos (<p) in which:
    a is the angle of incidence of the aircraft Θ is the attitude angle of the aircraft β is the skid angle of the aircraft φ is the roll angle of the aircraft y air is the aircraft air slope
    In particular, γ αΐΓ is determined using the following equation:
    y air = atan
    Vz VTAs) in which:
    Vz is the vertical speed of the aircraft VTAS is the speed of the aircraft relative to the air mass surrounding the aircraft ("True Air Speed")
    In a particular embodiment, the flight control computer is further configured to carry out the following steps when only two incidence probes are functional among the incidence probes of the set of incidence probes of l aircraft and these two angle of attack sensors provide inconsistent values of aircraft angle of attack:
    - determining if an angle of attack value supplied by one of the two angle of attack probes is inconsistent with at least one of the first estimated angle of incidence value and the second estimated value of angle d 'incidence; and
    - define as non-functional that of the two incidence probes whose angle of incidence value is inconsistent with at least one of the first estimated value of angle of incidence and the second estimated value of angle of impact.
    In another particular embodiment, the flight control computer is further configured to implement the following steps when at least three incidence probes are functional among the incidence probes of the set of flight probes. incidence of the aircraft:
    - determining, for each of the at least three incidence probes, whether an incidence angle value supplied by this incidence probe is consistent with at least one of the first estimated incidence angle value and the second estimated angle of incidence value; and
    - If there is at least one incidence probe whose incidence angle value is consistent with at least one of the first estimated angle of incidence value and the second estimated value of angle of incidence, define as non-functional each incidence probe whose incidence angle value is not consistent with the first estimated incidence angle value and is not consistent with the second estimated angle value of incidence.
    Advantageously, when each of the angle of incidence values supplied by the angle of attack sensors is not consistent with the first estimated value of angle of incidence and is not consistent with the second estimated value of angle of incidence, the flight control computer controls the activation of an alert in the aircraft cockpit and maintains these incidence probes defined as functional.
    The invention also relates to an aircraft comprising a flight control computer as mentioned above.
    DETAILED DESCRIPTION :
    The invention will be better understood on reading the description which follows and on examining the appended figures.
    Figure 1 illustrates in a simplified manner an aircraft comprising a cockpit.
    FIG. 2 schematically illustrates a flight control system of an aircraft comprising a flight control computer in accordance with an embodiment of the invention.
    The aircraft 1 shown in FIG. 1 comprises a flight control system 20 as shown in FIG. 2. This flight control system comprises a set of flight control computers such as the flight control computer 10, labeled FCC ("Flight Control Computer" in English) in the figure. This flight control computer is for example a primary flight control computer of the aircraft. It is for example located in an avionics bay 2 of the aircraft. The aircraft comprises a set 12 of incidence probes, comprising for example three incidence probes 12a, 12b, 12c each installed, in the usual way, in an ADR module ("Air Data Reference" in English) of a unit ADIRU ("Air Data Inertial Reference Unit" in English). These incidence probes and the corresponding ADIRU units are labeled AoA1, AoA2 and AoA3 in the figure. The flight control system 20 also comprises a controller 18 (labeled “CTRL” in the figure) of actuators of at least one elevator 22 of the aircraft. The flight control computer 10 is connected at the input to the outputs of the ADIRU units corresponding to the three incidence probes 12a, 12b, 12c. It is connected at the output to the controller 18 of actuators of the elevator 22.
    In operation, the flight control computer 10 receives piloting instructions coming from piloting bodies (not shown in the figure) actuated by a pilot in a cockpit 3 of the aircraft or from an automatic piloting system of the 'aircraft. It calculates commands to be sent to the controller 18 of the actuators of the elevator 22 from information received from the piloting bodies (or from the automatic piloting system) and from current flight parameters. These commands correspond to steering directions for the elevator. The flight control computer 10 is designed to operate in a so-called incidence protection mode in which it calculates the steering control orders of the elevator so as to maintain the angle of incidence of the aircraft within a range allowable angle of attack values. In particular, this range of admissible angle of attack values is determined so as to avoid an aircraft stall. In the incidence protection mode, the flight control computer 10 acquires angle of attack values from the aircraft supplied by the incidence probes of the incidence probe assembly 12 and it calculates the turning orders of the elevator 22 as a function of said angle of attack values, so as to maintain the angle of incidence of the aircraft within the range of admissible values of angle of incidence.
    The flight control computer checks the consistency, between them, of the angle of attack values supplied by the different angle of attack sensors. If one of the incidence probes provides angle of attack values that are not consistent with the values provided by the other incidence probes, the flight control computer considers this incidence probe as non-functional. The flight control computer calculates the deflection orders of the elevator 22 as a function of said angle of attack values on the basis of the angle of attack values supplied only by the angle of attack sensors considered to be functional, excluding the angle of attack values supplied by the angle of attack sensors considered to be non-functional. According to the invention, when the flight control computer 10 determines that a single angle of attack sensor is functional among the angle of attack sensors of the set 12 of aircraft angle of attack sensors, the control computer flight 10 performs the following operations:
    - It calculates a first estimated value of the angle of incidence of the aircraft, by means of a first estimator, using a first software module 14a labeled EST1 in the figure;
    - It calculates a second estimated value of the angle of incidence of the aircraft, by means of a second dissimilar estimator of the first estimator, thanks to a second software module 14b labeled EST2 in the figure;
    - it determines, thanks to a third software module 16 labeled CALC in the figure, whether an angle of attack value supplied by the single functional angle probe is consistent with at least one of the first estimated value of angle of incidence and the second estimated value of angle of incidence; and
    - it maintains the incidence protection mode activated as long as the angle of attack value supplied by the single functional angle of attack sensor is consistent with at least one of the first estimated angle of attack value and the second estimated angle of incidence value. When the angle of attack value supplied by the single functional angle of attack sensor is not consistent with the first estimated angle of incidence value or with the second estimated value of angle of incidence, the computer flight control system 10 considers this angle of attack sensor as non-functional, it deactivates the incidence protection mode and it issues an alert in the cockpit so as to inform an aircraft pilot of the deactivation of the protection mode d 'impact.
    Thus, thanks to the invention, the flight control computer maintains the angle of attack protection mode activated even when a single angle of attack sensor is considered functional, provided that the angle of attack value provided by this only one functional incidence probe is consistent with the first estimated angle of incidence value and / or the second estimated value of angle of incidence. This is advantageous for piloting the aircraft since the aircraft thus remains protected against a risk of stalling.
    In a first particular embodiment, the first estimator is based on the resolution of the lift equation of the aircraft:
    0.7 Ps M 2 S re f C z + T sin (a + e) = mg n Za in which:
    Ps is the static pressure of the air surrounding the aircraft M is the Mach number of the aircraft S ref is the reference surface of the wings of the aircraft C z is the lift coefficient of the aircraft T is the total thrust of the engines a is the angle of incidence of the aircraft e is the angle of inclination of the engines of the aircraft m is the mass of the aircraft g is the acceleration of gravity n Za is the load factor component along the aerodynamic vertical axis of the aircraft
    In a second particular embodiment, which can be combined with the first particular embodiment, the second estimator is based on the resolution of the following angular equation:
    θ ~ β · sin (<p) - y air a = cos (<p) in which:
    a is the angle of incidence of the aircraft Θ is the attitude angle of the aircraft β is the skid angle of the aircraft φ is the roll angle of the aircraft y air is the aircraft air slope
    In particular, y air is determined using the following equation:
    y air = atan
    Vz VTAs) in which:
    Vz is the vertical speed of the aircraft VTAS is the speed of the aircraft relative to the air mass surrounding the aircraft ("True Air Speed")
    The first estimator in accordance with the first particular embodiment is above all liable to be disturbed by a first type of disturbance corresponding to an error in the evaluation of the weight of the aircraft. The second estimator in accordance with the second particular embodiment is above all liable to be disturbed by a second type of disturbance corresponding to the wind, in particular the vertical component of the wind. This second type of disturbance is independent of the first type of disturbance. Consequently, the two estimators are dissimilar and are only likely to be disturbed by two types of disturbances independent of each other. These two estimators therefore do not risk experiencing a common failure having a single origin, which considerably reduces the risk of simultaneous failure of the two estimators. The association of the two aforementioned estimators to verify the consistency of the angle of attack values supplied by the single functional angle of attack sensor therefore enables the flight control computer 10 to keep the mode of incidence protection activated by guaranteeing a high level of reliability.
    In a particular embodiment, to determine whether the angle of incidence value provided by the single functional angle probe is consistent with an estimated value of angle of incidence, the third software module 16 calculates a difference between the incidence angle value provided by the only functional incidence probe and said estimated incidence angle value. If this difference is less in absolute value than a predetermined angle of incidence threshold, the third calculation module 16 determines that the value of angle of incidence provided by the only functional angle of attack probe is consistent with the estimated value angle of incidence. Otherwise, it determines that the angle of attack value provided by the single functional angle of attack probe is not consistent with the estimated value of angle of incidence.
    Advantageously, the flight control computer 10 is further configured to carry out the following operations when only two incidence probes are functional among the incidence probes of the set 12 of aircraft incidence probes and these two incidence probes provide incoherent aircraft angle of attack values:
    - determining if an angle of attack value supplied by one of the two angle of attack probes is inconsistent with at least one of the first estimated angle of incidence value and the second estimated value of angle d 'incidence; and
    - define as non-functional that of the two incidence probes whose angle of incidence value is inconsistent with at least one of the first estimated value of angle of incidence and the second estimated value of angle of impact.
    The use of the estimated incidence angle values thus makes it possible to arbitrate between the two incidence probes hitherto considered functional.
    In a particular embodiment, the two incidence probes are considered to provide incoherent values of angle of incidence of the aircraft when the absolute value of the difference between the values of angle of incidence provided by these two incidence probes is above a predetermined threshold. As previously indicated, in such a case, the flight control computer 10 determines whether an angle of attack value supplied by one of the two angle of attack sensors is inconsistent with at least one of the first estimated value d angle of incidence and the second estimated value of angle of incidence. For this, an incidence angle value provided by one of the two incidence probes is considered to be inconsistent with an estimated incidence angle value if the absolute value of the difference between on the one hand this value angle of incidence provided by the angle of attack probe and on the other hand said estimated value of angle of incidence is greater than half of said predetermined threshold. This ensures that at least one of the two angle of attack sensors is considered non-functional when the two angle of attack sensors provide inconsistent angle of attack values for the aircraft.
    Advantageously, the flight control computer 10 is further configured to carry out the following operations when at least three incidence probes are functional among the incidence probes of the set of aircraft incidence probes :
    - determining, for each of the at least three incidence probes, whether an incidence angle value supplied by this incidence probe is consistent with at least one of the first estimated incidence angle value and the second estimated angle of incidence value; and
    - If there is at least one incidence probe whose incidence angle value is consistent with at least one of the first estimated angle of incidence value and the second estimated value of angle of incidence, define as non-functional each incidence probe whose incidence angle value is not consistent with the first estimated incidence angle value and is not consistent with the second estimated angle value of incidence.
    Thus, assuming that two angle of attack probes provide incorrect angle of attack values and the third angle of attack sensor providing a correct angle of attack value, the use of estimated angle values angle of attack to check the consistency of the angle of attack angle values supplied by the angle of attack probes thus makes it possible to consider as non-functional said two angle of attack probes providing erroneous angle of attack values. On the contrary, a conventional method based on a majority choice of incidence angle values would have the effect of considering as non-functional the only incidence probe providing a correct incidence angle value.
    In a particular embodiment, the flight control computer 10 determines that an angle of attack value supplied by one of the three angle of attack sensors is consistent with an estimated value of angle of attack if the absolute value of the difference between on the one hand this angle of incidence value supplied by the angle of attack sensor and on the other hand the estimated value of angle of incidence is less than a predetermined threshold of angle d 'impact. When the absolute value of said deviation is greater than this predetermined threshold, the flight control computer 10 verifies that the absolute value of said deviation remains greater than this predetermined threshold for a confirmation time before determining that the angle of incidence value provided by the angle of attack sensor is inconsistent with the estimated value of angle of attack. This confirmation time is preferably between 2 minutes and 5 minutes.
    In addition, in the particular case where each of the angle of attack values supplied by the angle of attack sensors is not consistent with the first estimated value of angle of attack and is not consistent with the second value estimated angle of incidence, the flight control computer controls the activation of an alert in the cockpit and maintains these incidence probes defined as functional. This avoids considering the different incidence probes as non-functional if the problem of consistency of the incidence angle values with the estimated incidence angle values stems from simultaneous failures of the two estimators. Activating the alert in the cockpit informs the pilot of the situation so that he implements the appropriate procedures to check whether the incidence sensors are faulty or are functional.
    权利要求:
    Claims (9)
    [1" id="c-fr-0001]
    1- Flight control computer (10) of an aircraft (1) configured to calculate steering orders of at least one elevator (22) of the aircraft, the flight control computer being capable of operating in a so-called incidence protection mode in which it is configured to:
    - acquire angle of attack values of the aircraft provided by a set (12) of incidence probes (12a, 12b, 12c) of the aircraft; and
    - calculating the steering orders of the at least one elevator (22) as a function of said angle of incidence values, so as to maintain the angle of incidence of the aircraft within a range of admissible values d angle of attack, characterized in that the flight control computer is further configured to determine whether a single angle of attack sensor is functional among the angle of attack sensors of the set of angle sensors of the aircraft and, if only one incidence sensor is functional:
    - calculating a first estimated angle of incidence angle of the aircraft, using a first estimator (14a);
    - calculating a second estimated value of the angle of incidence of the aircraft, by means of a second estimator (14b) dissimilar from the first estimator;
    - determine if an angle of attack value supplied by the single functional angle of attack probe is consistent with at least one of the first estimated angle of incidence value and the second estimated value of angle of incidence ; and
    - keep the angle of attack protection mode activated as long as the angle of attack value supplied by the single functional angle of attack sensor is consistent with at least one of the first estimated angle of attack value and the second estimated angle of incidence value.
    [2" id="c-fr-0002]
    2- flight control computer according to claim 1, characterized in that the first estimator (14a) is likely to be disturbed by a first type of disturbance and the second estimator (14b) is likely
    5 to be disturbed by a second type of disturbance independent of the first type of disturbance.
    [3" id="c-fr-0003]
    3- flight control computer according to one of claims 1 or 2, characterized in that the first estimator is based on the resolution of
    10 the lift equation of the aircraft:
    0.7 Ps M 2 S re f C z + T sin (a + e) = mg n Za in which:
    Ps is the static pressure of the air surrounding the aircraft M is the Mach number of the aircraft S ref is the reference surface of the wings of the aircraft C z is the lift coefficient of the aircraft T is the total thrust of the engines a is the angle of incidence of the aircraft e is the angle of inclination of the engines of the aircraft m is the mass of the aircraft g is the acceleration of gravity n Za is the load factor component along the aerodynamic vertical axis of the aircraft
    [4" id="c-fr-0004]
    4- Flight control computer according to any one of the preceding claims, characterized in that the second estimator
    15 is based on the resolution of the following angular equation:
    θ - β sin (<p) - y air a = cos (<p) in which:
    a is the angle of incidence of the aircraft Θ is the attitude angle of the aircraft β is the skid angle of the aircraft φ is the roll angle of the aircraft y air is the aircraft air slope
    [5" id="c-fr-0005]
    5- flight control computer according to claim 4, characterized in that y air is determined by means of the following equation:
    y air = atan
    Vz VTAs) in which:
    Vz is the vertical speed of the aircraft VTAS is the speed of the aircraft with respect to the air mass surrounding the aircraft
    [6" id="c-fr-0006]
    6- flight control computer according to any one of the preceding claims, characterized in that it is further configured to implement the following steps when only two incidence probes are functional among the incidence probes of the set of aircraft angle of attack sensors and these two angle of attack sensors provide inconsistent aircraft angle of attack values:
    - determining if an angle of attack value supplied by one of the two angle of attack probes is inconsistent with at least one of the first estimated angle of incidence value and the second estimated value of angle d 'incidence; and
    - define as non-functional that of the two incidence probes whose angle of incidence value is inconsistent with at least one of the first estimated value of angle of incidence and the second estimated value of angle of impact.
    [7" id="c-fr-0007]
    7- flight control computer according to any one of the preceding claims, characterized in that it is further configured to implement the following steps when at least three incidence probes are functional among the incidence probes the set of aircraft incidence probes:
    - determining, for each of the at least three incidence probes, whether an incidence angle value supplied by this incidence probe is consistent with at least one of the first estimated incidence angle value and the second estimated angle of incidence value; and
    - if there is at least one incidence probe whose incidence angle value is consistent with at least one of the first value
    5 estimated angle of incidence and the second estimated value of angle of incidence, define as non-functional each angle of attack probe whose value of angle of incidence is not consistent with the first estimated value of angle of incidence and is not consistent with the second estimated value of angle of incidence.
    [8" id="c-fr-0008]
    8- Flight control computer according to claim 7, characterized in that when each of the angle of incidence values supplied by the angle of attack sensors is not consistent with the first estimated value of angle of incidence and is not consistent with the second estimated value
    15 angle of incidence, the flight control computer controls the activation of an alert in the cockpit (3) of the aircraft and maintains these incidence probes defined as functional.
    [9" id="c-fr-0009]
    9- Aircraft (1) comprising a flight control computer (10) according to
    20 any one of claims 1 to 8.
    1/2
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1753366A|FR3065543B1|2017-04-19|2017-04-19|FLIGHT CONTROL CALCULATOR OF AN AIRCRAFT|
    FR1753366|2017-04-19|FR1753366A| FR3065543B1|2017-04-19|2017-04-19|FLIGHT CONTROL CALCULATOR OF AN AIRCRAFT|
    CN201810296679.1A| CN108732919A|2017-04-19|2018-04-03|The flight-control computer of aircraft|
    US15/952,666| US10906633B2|2017-04-19|2018-04-13|Flight control computer of an aircraft|
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