ну я как обычно с непонятностями
ранее была ссылка, в которой direct law у 330 был с перестройкой Кш по скорости, тут же написано про direct law с постоянным Кш?
Та не, в этот режим ЭДСУ переходит в случае потери данных о скорости... Это значит, что все алгоритмы, потребляющие эти данные работать не могут.
Вот что пишет упомянутая книга о функционале ЭДСУ А320/330/340 в целом:
The general objective of the flight control laws integrated in a fly-by-wire system is to improve the natural flying qualities of the aircraft, in particular in the fields of stability, control, and flight domain protections. In a fly-by-wire system, the computers can easily process the anemometric and inertial information as well as any information describing the aircraft state. Consequently, control laws corresponding to simple control objectives could be designed. The stick inputs are transformed by the computers into pilot control objectives which are compared to the aircraft actual state measured by the inertial and anemometric sensors. Thus, as far as longitudinal control is concerned, the sidestick position is translated into vertical load factor demands, while lateral control is achieved through roll rate, sideslip, and bank angle objectives.
The stability augmentation provided by the flight control laws improves the aircraft flying qualities and contributes to aircraft safety. As a matter of fact, the aircraft remains stable in case of perturbations such as gusts or engine failure due to a very strong spin stability, unlike conventional aircraft. Aircraft control through objectives significantly reduces the crew workload; the fly-by-wire system acts as the inner loop of an autopilot system, while the pilot represents the outer loop in charge of objective management.
Finally, protections forbidding potentially dangerous excursions out of the normal flight domain can be integrated in the system (Figure 12.6). The main advantage of such protections is to allow the pilot to react rapidly without hesitation, since he knows that this action will not result in a critical situation.
У а330/340 есть свои особенности по сравнению с А320:
The general concept of the A320 flight control laws was maintained, adapted to the aircraft characteristics, and used to optimize the aircraft performance, as follows:
• The angle of attack protection was reinforced to better cope with the aerodynamic characteristics of the aircraft.
• The dutch roll damping system was designed to survive against rudder command blocking, thanks to an additional damping term through the ailerons, and to survive against an extremely improbable complete electrical failure thanks to an additional autonomous damper. The outcome of this was that the existing A300 fin could be used on the A330 and A340 aircraft with the associated industrial benefits.
• The take-off performance could be optimized by designing a specific law that controls the aircraft pitch attitude during the rotation.
• The flexibility of fly-by-wire was used to optimize the minimum control speed on the ground (VMCG). In fact, the rudder efficiency was increased on the ground by fully and asymmetrically deploying the inner and outer ailerons on the side of the pedal action as a function of the rudder travel: the inner aileron is commanded downwards, and the outer aileron (complemented by one spoiler) is commanded upwards.
• A first step in the direction of structural mode control through fly-by-wire was made on the A340 program through the so-called “turbulence damping function” destined to improve passenger comfort by damping the structural modes excited by turbulence.