CN111045448A - Man-machine interaction method of multi-mode complex automatic flight control system - Google Patents
Man-machine interaction method of multi-mode complex automatic flight control system Download PDFInfo
- Publication number
- CN111045448A CN111045448A CN201911163416.4A CN201911163416A CN111045448A CN 111045448 A CN111045448 A CN 111045448A CN 201911163416 A CN201911163416 A CN 201911163416A CN 111045448 A CN111045448 A CN 111045448A
- Authority
- CN
- China
- Prior art keywords
- mode
- flag bit
- control system
- flight control
- modal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 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 53
- 238000000034 method Methods 0.000 title claims abstract description 24
- 230000003993 interaction Effects 0.000 title claims abstract description 22
- 238000012544 monitoring process Methods 0.000 claims abstract description 17
- 238000012545 processing Methods 0.000 claims abstract description 17
- 238000012546 transfer Methods 0.000 claims abstract description 5
- 230000010354 integration Effects 0.000 claims abstract description 4
- 230000007704 transition Effects 0.000 claims description 6
- 230000001960 triggered effect Effects 0.000 claims description 6
- 238000012423 maintenance Methods 0.000 claims description 5
- 230000008569 process Effects 0.000 claims description 4
- 230000015572 biosynthetic process Effects 0.000 claims description 3
- 230000008859 change Effects 0.000 claims description 3
- 238000004891 communication Methods 0.000 claims description 3
- 238000001514 detection method Methods 0.000 claims description 3
- 238000003786 synthesis reaction Methods 0.000 claims description 3
- 230000002194 synthesizing effect Effects 0.000 claims 1
- 238000013461 design Methods 0.000 abstract description 4
- 101000699762 Homo sapiens RNA 3'-terminal phosphate cyclase Proteins 0.000 description 2
- 102100029143 RNA 3'-terminal phosphate cyclase Human genes 0.000 description 2
- IWUCXVSUMQZMFG-AFCXAGJDSA-N Ribavirin Chemical compound N1=C(C(=O)N)N=CN1[C@H]1[C@H](O)[C@H](O)[C@@H](CO)O1 IWUCXVSUMQZMFG-AFCXAGJDSA-N 0.000 description 2
- 238000004132 cross linking Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D43/00—Arrangements or adaptations of instruments
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B19/00—Programme-control systems
- G05B19/02—Programme-control systems electric
- G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
- G05B19/048—Monitoring; Safety
Abstract
A man-machine interaction method of a multi-mode complex automatic flight control system belongs to the technical field of automatic flight control system design. In order to solve the problem that a pilot can intuitively judge whether each functional mode can work normally or not through a mode control display interface of the AFCS, the invention provides a man-machine interaction method of a multi-mode complex automatic flight control system, which comprises the following steps: data acquisition and processing; making a determination as to whether modality turn-on is permitted; judging whether to switch on the mode; determination of modality transfer and exit; a control law algorithm calling module; monitoring flight parameters; and (5) information integration and display. The invention improves the actual condition that the man-machine interaction of each functional mode of the current automatic flight control system of the airplane is unfriendly.
Description
Technical Field
The invention belongs to the technical field of automatic flight control system design, and relates to a man-machine interaction method of a multi-mode complex automatic flight control system.
Background
When the automatic flight control system (hereinafter referred to as 'AFCS') of the existing Boeing series, air passenger series and domestic airplanes works, the connection and exit logics of control modes generally adopt the following two modes: in the first mode, after receiving a modal request, the AFCS activates a corresponding mode, and then judges whether a connection condition of the mode is met; and in the second mode, after receiving the modal request, the AFCS judges whether a modal connection condition is met or not, if so, the AFCS is connected, and if not, the AFCS does not respond to the modal request of the pilot.
The disadvantages of the first mode are: when receiving the modal request, if the reasons of signal failure, cross-linking equipment failure and the like do not meet the modal connection condition at the moment, the AFCS still connects the modal and outputs a control instruction, and then exits the connection mode according to the monitored fault information and generates an alarm. This process is very short and can result in an unexpected transient response of the aircraft, with some impact on flight safety.
The disadvantages of the second mode are: after receiving the modal request, the AFCS determines whether the modal connection condition is satisfied, and if the modal connection condition is not satisfied due to reasons such as signal failure, cross-linking device failure, and the like, the AFCS rejects execution of the pilot's instruction and does not output any warning information. At the moment, the pilot cannot judge the reason why the AFCS does not accurately execute the instruction in an intuitive mode, and a human-computer interaction interface is not friendly.
In order to overcome the defects of the first mode and the second mode, a man-machine interaction method of a multi-mode complex automatic flight control system based on a finite-state machine principle is provided.
Disclosure of Invention
The purpose of the invention is as follows: the human-computer interaction design method is provided, so that a pilot can intuitively judge whether each functional mode can normally work or not through a mode control display interface of the AFCS.
The technical scheme is as follows:
a man-machine interaction method of a multi-mode complex automatic flight control system is characterized by comprising the following steps:
the first step is as follows: data acquisition and processing
1.1 collecting external data needed by modal work, judging validity of the external data
External data required by the operation of a certain Mode (such as a height maintenance Mode in GJB2191-94 and an Altitude Hold Mode in RTCA DO-325) of the automatic flight control system is collected, and the validity of the external data is judged. The validity of the external data required by the modality is determined to be "valid" if the following conditions (including but not limited to) are all met:
a. the equipment good flag bit of the equipment which needs to be crosslinked for the modal work and is sent to the automatic flight control system is 'good';
b. the detection result of the communication link between the equipment required to be crosslinked for the modal work and the automatic flight control system is good;
c. the state of a refresh flag bit of external data required by the mode work is refresh;
d. the current value of the external data required by the modal work does not exceed the parameter range preset by the interface control file;
if 1 and/or more than 1 of the above conditions are not met and the duration exceeds the time threshold for monitoring the external data, judging that the validity of the external data required by the mode is invalid;
in addition, instructions sent to an automatic flight control system by a pilot and an airborne instruction system are collected;
1.2 collecting information of a previous operating cycle of an internal variable required for modal operation
If the current operation cycle is the first operation cycle after the automatic flight control system is powered on, taking power-on initialization data as a result of the previous operation cycle of the internal variable; if the current operation period is not the first operation period after the automatic flight control system is powered on, acquiring the result of the last operation period (for example, a switch-on/switch-off flag bit of a height keeping mode and the like);
collecting the flag bit of the automatic driving disconnection warning state in the previous operation period;
1.3 finishing data acquisition and processing, and switching to the judgment of whether the modality is allowed to be switched on or not;
the second step is that: making a determination whether to permit modality turn-on
2.1 if the status flag bit of the automatic driving off alarm in the last operation period is alarm, setting the permission on flag bit of the mode to be not permitted;
2.2 if the flag bit of the state of 'automatic driving disconnection warning' in the previous operation period is 'no warning', the following judgment is carried out:
2.2.1. if the status flag bit of the mode is "on" in the last operation cycle, and the validity of the external data required by the mode to work is "invalid", the following processing is performed: setting the status flag bit of the mode to be not switched on; setting the flag bit of 'automatic driving disconnection warning' as 'warning'; the mode "allow-on flag" is set to "not allow";
2.2.2. if the status flag bit of the mode is "on" and the status flag bit with priority higher than that of the mode is "on" in the previous operation cycle, the following processing is performed: setting the status flag bit of the mode to be not switched on; the mode "allow-on flag" is set to "not allow";
2.2.3. if the above conditions are not satisfied, setting the 'permission switch-on flag bit' of the mode to 'permission';
2.3, finishing the judgment on whether the mode is allowed to be switched on or not, and switching to the judgment on whether the mode is switched on or not;
the third step: whether to switch on the mode is judged
3.1 if the state of the mode 'allowing the flag bit to be connected' is 'not allowed', switching to a control law algorithm calling module;
3.2 if the status of the mode "allow to turn on flag bit" is "allow", entering the determination of whether to turn on the mode, as follows:
3.2.1 if the state of the mode is 'on' in the last operation cycle, setting the state flag bit of the mode to 'on' and switching to the judgment of mode transition and exit;
3.2.2 if the state of the mode is not connected in the last operation cycle, judging whether the mode is the default mode (hereinafter referred to as the default mode) which is appointed by the automatic flight control system and can allow automatic connection when no mode exists or not
3.2.2.1 if the mode is the default mode, setting the state flag bit of the mode to be 'on', and then switching to a control law algorithm calling module;
3.2.2.2 if the mode is not the default mode, judging whether the automatic flight control system in the current operation period receives an instruction which is issued by a pilot or an airborne instruction system and requests the mode to be switched on:
3.2.2.2.1 if the current operation cycle "receives" the instruction requesting the mode to be switched on, the status flag bit of the mode is set to be switched on, and the mode is transferred to the control law algorithm calling module;
3.2.2.2.2 if the current operation cycle "does not receive" a command requesting the modality to be turned on, it will directly go to the control law algorithm calling module.
The fourth step: determination of modality transitions and exits
4.1 if the current operation cycle and the state of the mode are 'on', the following processes are sequentially completed:
4.1.1, if a received mode connection instruction with the priority equal to the mode is received, setting the state flag bit of the mode to be not connected, and then setting the state flag bit of the mode with the same priority to be connected;
4.1.2 if a modal connection instruction with a higher priority than the modal is received, firstly setting the state flag bit of the modal to be not connected, and then setting the state flag bit of the modal with a higher priority to be connected;
4.1.3 if the condition that the mode is automatically transferred to other modes is met (for example, if the height layer change mode reaches the target height, the mode can be automatically transferred to the height maintenance mode), firstly setting the state flag bit of the mode to be not switched on, and then setting the state flag bit of the mode of the target to be switched on;
4.2 if the three transfer conditions of 4.1.1-4.1.3 do not occur, keeping the state of the mode as 'on' and transferring to a control law algorithm calling module;
the fifth step: control law algorithm calling module
Calling a corresponding control law algorithm according to the modal state flag bit information of the automatic flight control system, and changing the flight state by applying work through an execution unit to realize the function of the automatic flight control system;
and a sixth step: flight parameter monitoring
6.1 in the current operation cycle, if the status flag bit of the mode is "on", the following processing is performed:
6.1.1 if the monitoring threshold of the mode is triggered (including but not limited to the following conditions that the monitoring threshold exceeds the envelope allowed to be used and the capability range of the algorithm corresponding to the mode), firstly setting the status flag bit of the mode to be not connected, then setting the automatic driving disconnection warning flag bit to be warning, and then switching to status synthesis and display;
6.1.2 if the monitoring threshold of the mode is not triggered, the state is integrated and displayed;
6.2 in the current operation period, if the status flag bit of the mode is 'off', the state is integrated and displayed.
The seventh step: information integration and display
7.1 in the current running period, if the status flag bit of the mode is 'on', the display control system prompts the pilot that the mode is 'on'; shown in the example as highlight green in fig. 1.
7.2 in the current running period, if the status flag bit of the mode is 'off', the display and control system prompts the pilot that the mode is 'enabled but not enabled'; shown in the example as background green in fig. 1.
7.3, in the current running period, if the on-allowed flag bit of the mode is 'not allowed to be on', the display control system prompts the pilot that the mode is 'not allowed to be on'; shown in the example as grey scale in figure 1.
Has the advantages that: the invention provides a man-machine interaction design method of a multi-mode complex automatic flight control system based on a finite-state machine principle, which makes up the actual situation that the man-machine interaction of each functional mode of the current automatic flight control system of an airplane is unfriendly, and enables a pilot to directly judge that the modes have conditions for allowing connection and those have no conditions for disallowing connection, and if the pilot wants to further know the conditions for causing the modes to be disallowed for connection, the conditions for causing the modes to be disallowed for connection can be checked through a PFL (pulse frequency laser) list.
Drawings
FIG. 1 is a diagram of state display effect and definition;
fig. 2 is a flowchart.
Detailed Description
1. A man-machine interaction method of a multi-mode complex automatic flight control system is characterized by comprising the following steps:
the first step is as follows: data acquisition and processing
1.1 collecting external data needed by modal work, judging validity of the external data
External data required by the operation of a certain Mode (such as a height maintenance Mode in GJB2191-94 and an Altitude Hold Mode in RTCA DO-325) of the automatic flight control system is collected, and the validity of the external data is judged. The validity of the external data required by the modality is determined to be "valid" if the following conditions (including but not limited to) are all met:
a. the equipment good flag bit of the equipment which needs to be crosslinked for the modal work and is sent to the automatic flight control system is 'good';
b. the detection result of the communication link between the equipment required to be crosslinked for the modal work and the automatic flight control system is good;
c. the state of a refresh flag bit of external data required by the mode work is refresh;
d. the current value of the external data required by the modal work does not exceed the parameter range preset by the interface control file;
if 1 and/or more than 1 of the above conditions are not met and the duration exceeds the time threshold for monitoring the external data, judging that the validity of the external data required by the mode is invalid;
in addition, instructions sent to an automatic flight control system by a pilot and an airborne instruction system are collected;
1.2 collecting information of a previous operating cycle of an internal variable required for modal operation
If the current operation cycle is the first operation cycle after the automatic flight control system is powered on, taking power-on initialization data as a result of the previous operation cycle of the internal variable; if the current operation period is not the first operation period after the automatic flight control system is powered on, acquiring the result of the last operation period (for example, a switch-on/switch-off flag bit of a height keeping mode and the like);
collecting the flag bit of the automatic driving disconnection warning state in the previous operation period;
1.3 finishing data acquisition and processing, and switching to the judgment of whether the modality is allowed to be switched on or not;
the second step is that: making a determination whether to permit modality turn-on
2.1 if the status flag bit of the automatic driving off alarm in the last operation period is alarm, setting the permission on flag bit of the mode to be not permitted;
2.2 if the flag bit of the state of 'automatic driving disconnection warning' in the previous operation period is 'no warning', the following judgment is carried out:
2.2.1. if the status flag bit of the mode is "on" in the last operation cycle, and the validity of the external data required by the mode to work is "invalid", the following processing is performed: setting the status flag bit of the mode to be not switched on; setting the flag bit of 'automatic driving disconnection warning' as 'warning'; the mode "allow-on flag" is set to "not allow";
2.2.2. if the status flag bit of the mode is "on" and the status flag bit with priority higher than that of the mode is "on" in the previous operation cycle, the following processing is performed: setting the status flag bit of the mode to be not switched on; the mode "allow-on flag" is set to "not allow";
2.2.3. if the above conditions are not satisfied, setting the 'permission switch-on flag bit' of the mode to 'permission';
2.3, finishing the judgment on whether the mode is allowed to be switched on or not, and switching to the judgment on whether the mode is switched on or not;
the third step: whether to switch on the mode is judged
3.1 if the state of the mode 'allowing the flag bit to be connected' is 'not allowed', switching to a control law algorithm calling module;
3.2 if the status of the mode "allow to turn on flag bit" is "allow", entering the determination of whether to turn on the mode, as follows:
3.2.1 if the state of the mode is 'on' in the last operation cycle, setting the state flag bit of the mode to 'on' and switching to the judgment of mode transition and exit;
3.2.2 if the state of the mode is not connected in the last operation cycle, judging whether the mode is the default mode (hereinafter referred to as the default mode) which is appointed by the automatic flight control system and can allow automatic connection when no mode exists or not
3.2.2.1 if the mode is the default mode, setting the state flag bit of the mode to be 'on', and then switching to a control law algorithm calling module;
3.2.2.2 if the mode is not the default mode, judging whether the automatic flight control system in the current operation period receives an instruction which is issued by a pilot or an airborne instruction system and requests the mode to be switched on:
3.2.2.2.1 if the current operation cycle "receives" the instruction requesting the mode to be switched on, the status flag bit of the mode is set to be switched on, and the mode is transferred to the control law algorithm calling module;
3.2.2.2.2 if the current operation cycle "does not receive" a command requesting the modality to be turned on, it will directly go to the control law algorithm calling module.
The fourth step: determination of modality transitions and exits
4.1 if the current operation cycle and the state of the mode are 'on', the following processes are sequentially completed:
4.1.1, if a received mode connection instruction with the priority equal to the mode is received, setting the state flag bit of the mode to be not connected, and then setting the state flag bit of the mode with the same priority to be connected;
4.1.2 if a modal connection instruction with a higher priority than the modal is received, firstly setting the state flag bit of the modal to be not connected, and then setting the state flag bit of the modal with a higher priority to be connected;
4.1.3 if the condition that the mode is automatically transferred to other modes is met (for example, if the height layer change mode reaches the target height, the mode can be automatically transferred to the height maintenance mode), firstly setting the state flag bit of the mode to be not switched on, and then setting the state flag bit of the mode of the target to be switched on;
4.2 if the three transfer conditions of 4.1.1-4.1.3 do not occur, keeping the state of the mode as 'on' and transferring to a control law algorithm calling module;
the fifth step: control law algorithm calling module
Calling a corresponding control law algorithm according to the modal state flag bit information of the automatic flight control system, and changing the flight state by applying work through an execution unit to realize the function of the automatic flight control system;
and a sixth step: flight parameter monitoring
6.1 in the current operation cycle, if the status flag bit of the mode is "on", the following processing is performed:
6.1.1 if the monitoring threshold of the mode is triggered (including but not limited to the following conditions that the monitoring threshold exceeds the envelope allowed to be used and the capability range of the algorithm corresponding to the mode), firstly setting the status flag bit of the mode to be not connected, then setting the automatic driving disconnection warning flag bit to be warning, and then switching to status synthesis and display;
6.1.2 if the monitoring threshold of the mode is not triggered, the state is integrated and displayed;
6.2 in the current operation period, if the status flag bit of the mode is 'off', the state is integrated and displayed.
The seventh step: information integration and display
7.1 in the current running period, if the status flag bit of the mode is 'on', the display control system prompts the pilot that the mode is 'on'; shown in the example as highlight green in fig. 1.
7.2 in the current running period, if the status flag bit of the mode is 'off', the display and control system prompts the pilot that the mode is 'enabled but not enabled'; shown in the example as background green in fig. 1.
7.3, in the current running period, if the on-allowed flag bit of the mode is 'not allowed to be on', the display control system prompts the pilot that the mode is 'not allowed to be on'; shown in the example as grey scale in figure 1.
Claims (9)
1. A man-machine interaction method of a multi-mode complex automatic flight control system is characterized by comprising the following steps: the method comprises the steps of firstly collecting and processing data, secondly judging whether the mode is allowed to be switched on, thirdly judging whether the mode is switched on, fourthly judging mode transfer and quit, fifthly calling a module by a control law algorithm, sixthly monitoring flight parameters and seventhly synthesizing and displaying information.
2. The human-computer interaction method of the multi-modal complex automatic flight control system according to claim 1, characterized in that:
the first step is as follows: data acquisition and processing
1.1 collecting external data needed by modal work, judging validity of the external data
Acquiring external data required by the work of a certain mode of the automatic flight control system, and judging the validity of the external data;
in addition, instructions sent to an automatic flight control system by a pilot and an airborne instruction system are collected;
1.2 collecting information of a previous operating cycle of an internal variable required for modal operation
If the current operation cycle is the first operation cycle after the automatic flight control system is powered on, taking power-on initialization data as a result of the previous operation cycle of the internal variable; if the current operation cycle is not the first operation cycle after the automatic flight control system is powered on, acquiring the result of the previous operation cycle;
collecting the flag bit of the automatic driving disconnection warning state in the previous operation period;
1.3 end data acquisition and processing, go to the decision whether to allow modality turn on.
3. The human-computer interaction method of the multi-modal complex automatic flight control system according to claim 1, characterized in that: the second step is that: making a determination whether to permit modality turn-on
2.1 if the status flag bit of the automatic driving off alarm in the last operation period is alarm, setting the permission on flag bit of the mode to be not permitted;
2.2 if the flag bit of the state of 'automatic driving disconnection warning' in the previous operation period is 'no warning', the following judgment is carried out:
2.2.1. if the status flag bit of the mode is "on" in the last operation cycle, and the validity of the external data required by the mode to work is "invalid", the following processing is performed: setting the status flag bit of the mode to be not switched on; setting the flag bit of 'automatic driving disconnection warning' as 'warning'; the mode "allow-on flag" is set to "not allow";
2.2.2. if the status flag bit of the mode is "on" and the status flag bit with priority higher than that of the mode is "on" in the previous operation cycle, the following processing is performed: setting the status flag bit of the mode to be not switched on; the mode "allow-on flag" is set to "not allow";
2.2.3. if the above conditions are not satisfied, setting the 'permission switch-on flag bit' of the mode to 'permission';
2.3, the judgment of whether the mode is allowed to be switched on is finished, and the judgment of whether the mode is switched on is carried out.
4. The human-computer interaction method of the multi-modal complex automatic flight control system according to claim 1, characterized in that: the third step: whether to switch on the mode is judged
3.1 if the state of the mode 'allowing the flag bit to be connected' is 'not allowed', switching to a control law algorithm calling module;
3.2 if the status of the mode "allow to turn on flag bit" is "allow", entering the determination of whether to turn on the mode, as follows:
3.2.1 if the state of the mode is 'on' in the last operation cycle, setting the state flag bit of the mode to 'on' and switching to the judgment of mode transition and exit;
3.2.2 if the state of the mode is not connected in the last operation cycle, judging whether the mode is the default mode (hereinafter referred to as the default mode) which is appointed by the automatic flight control system and can allow automatic connection when no mode exists or not
3.2.2.1 if the mode is the default mode, setting the state flag bit of the mode to be 'on', and then switching to a control law algorithm calling module;
3.2.2.2 if the mode is not the default mode, judging whether the automatic flight control system in the current operation period receives an instruction which is issued by a pilot or an airborne instruction system and requests the mode to be switched on:
3.2.2.2.1 if the current operation cycle "receives" the instruction requesting the mode to be switched on, the status flag bit of the mode is set to be switched on, and the mode is transferred to the control law algorithm calling module;
3.2.2.2.2 if the current operation cycle "does not receive" a command requesting the modality to be turned on, it will directly go to the control law algorithm calling module.
5. The human-computer interaction method of the multi-modal complex automatic flight control system according to claim 1, characterized in that: the fourth step: determination of modality transitions and exits
4.1 if the current operation cycle and the state of the mode are 'on', the following processes are sequentially completed:
4.1.1, if a received mode connection instruction with the priority equal to the mode is received, setting the state flag bit of the mode to be not connected, and then setting the state flag bit of the mode with the same priority to be connected;
4.1.2 if a modal connection instruction with a higher priority than the modal is received, firstly setting the state flag bit of the modal to be not connected, and then setting the state flag bit of the modal with a higher priority to be connected;
4.1.3 if the condition that the mode is automatically transferred to other modes is met (for example, if the height layer change mode reaches the target height, the mode can be automatically transferred to the height maintenance mode), firstly setting the state flag bit of the mode to be not switched on, and then setting the state flag bit of the mode of the target to be switched on;
4.2 if the three transfer conditions of 4.1.1-4.1.3 are not generated, the state of the mode is kept to be 'on', and the mode is transferred to a control law algorithm calling module.
6. The human-computer interaction method of the multi-modal complex automatic flight control system according to claim 1, characterized in that: the fifth step: control law algorithm calling module
And calling a corresponding control law algorithm according to the modal state flag bit information of the automatic flight control system, and changing the flight state by applying work through an execution unit to realize the function of the automatic flight control system.
7. The human-computer interaction method of the multi-modal complex automatic flight control system according to claim 1, characterized in that: and a sixth step: flight parameter monitoring
6.1 in the current operation cycle, if the status flag bit of the mode is "on", the following processing is performed:
6.1.1 if the monitoring threshold of the mode is triggered (including but not limited to the following conditions that the monitoring threshold exceeds the envelope allowed to be used and the capability range of the algorithm corresponding to the mode), firstly setting the status flag bit of the mode to be not connected, then setting the automatic driving disconnection warning flag bit to be warning, and then switching to status synthesis and display;
6.1.2 if the monitoring threshold of the mode is not triggered, the state is integrated and displayed;
6.2 in the current operation period, if the status flag bit of the mode is 'off', the state is integrated and displayed.
8. The human-computer interaction method of the multi-modal complex automatic flight control system according to claim 1, characterized in that: the seventh step: information integration and display
7.1 in the current running period, if the status flag bit of the mode is 'on', the display control system prompts the pilot that the mode is 'on';
7.2 in the current running period, if the status flag bit of the mode is 'off', the display and control system prompts the pilot that the mode is 'enabled but not enabled';
7.3 in the current operation period, if the on-allowed flag bit of the mode is 'not allowed to be on', the display control system prompts the pilot that the mode is 'not allowed to be on'.
9. The human-computer interaction method of the multi-modal complex automatic flight control system according to claim 2, characterized in that:
first step 1.1 the validity of the external data required by the modality is determined to be "valid" if the following conditions are met:
a. the equipment good flag bit of the equipment which needs to be crosslinked for the modal work and is sent to the automatic flight control system is 'good';
b. the detection result of the communication link between the equipment required to be crosslinked for the modal work and the automatic flight control system is good;
c. the state of a refresh flag bit of external data required by the mode work is refresh;
d. the current value of the external data required by the modal work does not exceed the parameter range preset by the interface control file;
and if 1 and/or more than 1 of the above conditions are not met and the duration exceeds the time threshold for monitoring the external data, judging the validity of the external data required by the modality to be invalid.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911163416.4A CN111045448B (en) | 2019-11-22 | 2019-11-22 | Man-machine interaction method of multi-mode complex automatic flight control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911163416.4A CN111045448B (en) | 2019-11-22 | 2019-11-22 | Man-machine interaction method of multi-mode complex automatic flight control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111045448A true CN111045448A (en) | 2020-04-21 |
| CN111045448B CN111045448B (en) | 2023-11-14 |
Family
ID=70233880
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911163416.4A Active CN111045448B (en) | 2019-11-22 | 2019-11-22 | Man-machine interaction method of multi-mode complex automatic flight control system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111045448B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114488906A (en) * | 2022-02-15 | 2022-05-13 | 广东汇天航空航天科技有限公司 | Flight control method, flight control unit and flight control system |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20060164260A1 (en) * | 2002-10-25 | 2006-07-27 | Nicolas Berthou | Aircraft instrument panel |
| KR20150029067A (en) * | 2013-09-09 | 2015-03-18 | 한국항공우주연구원 | Using the touch panel rotorcraft autopilot and automatic control method |
| CN104865969A (en) * | 2015-04-30 | 2015-08-26 | 中国科学院长春光学精密机械与物理研究所 | Control system designing and flight testing method based on unmanned aerial vehicle flight mode |
| CN105292503A (en) * | 2015-11-10 | 2016-02-03 | 中国人民解放军空军工程大学 | Safe and efficient control and display mechanism of automatic flight control system |
| DE102016106044A1 (en) * | 2015-04-01 | 2016-10-06 | Cornelius Bobbert | Safety system for the operation of an aircraft |
| JP2017222308A (en) * | 2016-06-17 | 2017-12-21 | 日産自動車株式会社 | Meter display control method of vehicle and meter display control device |
| DE102017130714A1 (en) * | 2017-12-20 | 2019-06-27 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Pilot support via augmented reality |
| US20190265731A1 (en) * | 2018-02-28 | 2019-08-29 | Honeywell International Inc. | Apparatus and method for providing enhanced autopilot mode awareness for a pilot of an aircraft |
-
2019
- 2019-11-22 CN CN201911163416.4A patent/CN111045448B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20060164260A1 (en) * | 2002-10-25 | 2006-07-27 | Nicolas Berthou | Aircraft instrument panel |
| KR20150029067A (en) * | 2013-09-09 | 2015-03-18 | 한국항공우주연구원 | Using the touch panel rotorcraft autopilot and automatic control method |
| DE102016106044A1 (en) * | 2015-04-01 | 2016-10-06 | Cornelius Bobbert | Safety system for the operation of an aircraft |
| CN104865969A (en) * | 2015-04-30 | 2015-08-26 | 中国科学院长春光学精密机械与物理研究所 | Control system designing and flight testing method based on unmanned aerial vehicle flight mode |
| CN105292503A (en) * | 2015-11-10 | 2016-02-03 | 中国人民解放军空军工程大学 | Safe and efficient control and display mechanism of automatic flight control system |
| JP2017222308A (en) * | 2016-06-17 | 2017-12-21 | 日産自動車株式会社 | Meter display control method of vehicle and meter display control device |
| DE102017130714A1 (en) * | 2017-12-20 | 2019-06-27 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Pilot support via augmented reality |
| US20190265731A1 (en) * | 2018-02-28 | 2019-08-29 | Honeywell International Inc. | Apparatus and method for providing enhanced autopilot mode awareness for a pilot of an aircraft |
Non-Patent Citations (2)
| Title |
|---|
| 徐彧 等: "民机自动飞控系统模态分析及适航性研究" * |
| 高振兴 等: "民机垂直飞行模式设计与仿真验证研究" * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114488906A (en) * | 2022-02-15 | 2022-05-13 | 广东汇天航空航天科技有限公司 | Flight control method, flight control unit and flight control system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111045448B (en) | 2023-11-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN207908981U (en) | A kind of system for flight control computer | |
| CN102915038B (en) | Dual-redundancy autonomous flight control system for micro-miniature unmanned helicopters | |
| RU2018130606A (en) | SYSTEM AND METHOD FOR AUTOMATION OF WORK OF FLIGHT CREW | |
| US9114887B2 (en) | Methods and systems for displaying aircraft information | |
| US8340842B2 (en) | Aircraft emergency handling | |
| US20100070112A1 (en) | Progressive takeoff thrust ramp for an aircraft | |
| CN101807051A (en) | Automatic control and remote control switching system of unmanned aerial vehicle | |
| US20230280763A1 (en) | Method for protection unmanned aerial vehicle and unmanned aerial vehicle | |
| CN113050605B (en) | Safety control redundancy system and method for automatic driving test platform | |
| CN111045448A (en) | Man-machine interaction method of multi-mode complex automatic flight control system | |
| US8443368B2 (en) | User controlled reconfiguring and saving of a task context comprising a configuration of a set of tools used by the user | |
| CN103473207A (en) | USB (universal serial bus) concentrator device | |
| CN111698139A (en) | RS485 bus multi-host competition switching method | |
| CN103268691B (en) | A kind of foreign-going ship pre-warning system for monitoring and method of work thereof | |
| JP7079345B2 (en) | Information processing equipment | |
| CN112947482B (en) | Automatic driving and remote driving hot switching method and system | |
| CN105152012A (en) | Method and system for automatically identifying crane conditions | |
| WO2014052964A2 (en) | Systems and methods for providing a vehicle checklist | |
| CN112960128A (en) | Auxiliary landing method and device for airplane | |
| CN116224761A (en) | Flight control method, unmanned aerial vehicle, terminal equipment and medium | |
| CN109901455B (en) | ARM & FPGA technology-based OLED key display method | |
| WO2023029006A1 (en) | Hovering control method for aircraft, and aircraft and storage medium | |
| CN108205303B (en) | Vehicle electronic component updating method and device | |
| CN114326866B (en) | Heating control method of airborne atmospheric data sensor | |
| CN115782906A (en) | Driving function safety framework and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| CB02 | Change of applicant information | ||
| CB02 | Change of applicant information |
Address after: No.5 courtyard, Shijun street, Renhe Town, Shunyi District, Beijing Applicant after: AVIC BEIJING KEEVEN AVIATION INSTRUMENT Co.,Ltd. Address before: 100086, No. 43 West Third Ring Road, Beijing, Haidian District Applicant before: AVIC BEIJING KEEVEN AVIATION INSTRUMENT Co.,Ltd. |
|
| GR01 | Patent grant | ||
| GR01 | Patent grant |