CN113075492A - Power-on management system and power-on management method of aircraft - Google Patents
Power-on management system and power-on management method of aircraft Download PDFInfo
- Publication number
- CN113075492A CN113075492A CN202110461452.XA CN202110461452A CN113075492A CN 113075492 A CN113075492 A CN 113075492A CN 202110461452 A CN202110461452 A CN 202110461452A CN 113075492 A CN113075492 A CN 113075492A
- Authority
- CN
- China
- Prior art keywords
- functional
- aircraft
- self
- power
- key
- 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
- 238000007726 management method Methods 0.000 title abstract description 34
- 230000001960 triggered effect Effects 0.000 claims abstract description 14
- 230000004044 response Effects 0.000 claims abstract description 11
- 230000003213 activating effect Effects 0.000 claims abstract description 7
- 238000000034 method Methods 0.000 claims description 32
- 238000004891 communication Methods 0.000 claims description 26
- 238000007689 inspection Methods 0.000 claims description 23
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 claims description 22
- 238000012360 testing method Methods 0.000 claims description 21
- 238000004378 air conditioning Methods 0.000 claims description 19
- 230000033228 biological regulation Effects 0.000 claims description 14
- 238000012545 processing Methods 0.000 claims description 11
- 238000011156 evaluation Methods 0.000 claims description 8
- 230000006870 function Effects 0.000 claims description 8
- 238000001514 detection method Methods 0.000 claims description 6
- 230000002159 abnormal effect Effects 0.000 claims description 5
- 230000009471 action Effects 0.000 claims description 5
- 239000003507 refrigerant Substances 0.000 claims description 3
- 230000005856 abnormality Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000036541 health Effects 0.000 description 2
- 206010068065 Burning mouth syndrome Diseases 0.000 description 1
- 206010063385 Intellectualisation Diseases 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 238000013475 authorization Methods 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000007723 transport mechanism Effects 0.000 description 1
- 238000012384 transportation and delivery Methods 0.000 description 1
- 238000013024 troubleshooting Methods 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/005—Testing of electric installations on transport means
- G01R31/008—Testing of electric installations on transport means on air- or spacecraft, railway rolling stock or sea-going vessels
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
- G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
Landscapes
- Business, Economics & Management (AREA)
- Human Resources & Organizations (AREA)
- Engineering & Computer Science (AREA)
- Strategic Management (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Entrepreneurship & Innovation (AREA)
- Economics (AREA)
- Game Theory and Decision Science (AREA)
- Marketing (AREA)
- Operations Research (AREA)
- Quality & Reliability (AREA)
- Tourism & Hospitality (AREA)
- Development Economics (AREA)
- General Business, Economics & Management (AREA)
- Educational Administration (AREA)
- Theoretical Computer Science (AREA)
- Testing And Monitoring For Control Systems (AREA)
- Traffic Control Systems (AREA)
Abstract
The embodiment of the invention provides a power-on management system and a power-on management method of an aircraft, which simplify the power-on operation steps of the aircraft and improve the working efficiency of aircraft operators; the power-on management system comprises a central integrated control unit, wherein the central integrated control unit is respectively connected with the functional system, the first key and the second key; the central integrated control unit is used for detecting a first signal triggered after the first key is pressed; in response to the first signal, sending a first instruction to the functional system; receiving state information returned after the functional system responds to the first instruction to perform self-checking; when the state information returned by the functional system indicates that the functional system is normal in self-checking, activating a second key; detecting a second signal triggered after the second key is pressed; and responding to the second signal, and sending a power-on command of the aircraft.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to a power-on management system and a power-on management method of an aircraft.
Background
At present, the power-on mode of an intelligent aircraft mainly has the following defects:
1) mechanical keys are various, and one toggle key is needed to be electrified;
2) each part works independently and needs professional identification;
3) the fault identification needs each part of a professional to search, and is tedious and easy to miss.
Disclosure of Invention
To this end, the present invention provides a power-on management system and a power-on management method for an aircraft in an attempt to solve or at least alleviate the above-identified problems.
According to one aspect of the present invention, there is provided a power-on management system for an aircraft, comprising: the central integrated control unit is respectively connected with the functional system, the first key and the second key; the central integrated control unit is used for detecting a first signal triggered after the first key is pressed; in response to the first signal, sending a first instruction to the functional system; receiving state information returned after the functional system responds to the first instruction to perform self-checking; when the state information returned by the functional system indicates that the functional system is normal in self-checking, activating a second key; detecting a second signal triggered after the second key is pressed; and responding to the second signal, and sending a power-on command of the aircraft.
Optionally, the functional system comprises:
all functional systems related to the piloting of the aircraft.
Optionally, the functional system comprises:
the system comprises an electric regulation system, a battery management system, a lamp control system, a flight control system, a bus communication system, a camera system, an air conditioning system and a cabin system.
Optionally, when the electrical tilt system is used for self-inspection, the electrical tilt system is specifically used for:
the single chip microcomputer of the electric adjusting system checks the operation state of a functional module of the firmware of the single chip microcomputer;
the single chip microcomputer of the electric regulation system checks interface level signals; the interface level signal comprises a MOS level signal and a pin signal of each chip which are connected;
the single chip microcomputer of the electric regulation system sends a test signal to the motor, and whether the motor is normally driven is checked according to the collected state data of the motor;
and the single chip microcomputer of the electric regulation system feeds back the checking result to the central integrated control unit.
Optionally, when the battery management system is used for self-test, the battery management system is specifically configured to:
the method comprises the following steps that a single chip microcomputer of the battery management system obtains state parameters of a battery pack;
the single chip microcomputer of the battery management system checks whether the state parameters of the battery pack meet preset flight conditions or not;
and the single chip microcomputer of the battery management system feeds back the check result to the central integrated control unit.
Optionally, when the lamp control system is used for self-checking, the lamp control system is specifically used for:
the single chip microcomputer of the lamp control system turns on the switch of each lamp;
a singlechip of the lamp control system acquires feedback signals of photosensitive sensors of the lamps;
the single chip microcomputer of the lamp control system checks the state of each lamp according to the feedback signal;
and the single chip microcomputer of the lamp control system feeds back the inspection result to the central integrated control unit.
Optionally, the flight control system is used for self-inspection, and specifically is used for:
the flight control system runs a detection code base and executes self-checking tasks of multiple functions in parallel;
the flight control system performs grading processing and summary evaluation on the problems respectively fed back by the self-checking tasks of the multiple functions according to a preset evaluation standard to generate a checking result;
and the flight control system feeds back the inspection result to the central integrated control unit.
Optionally, when the bus communication system is used for self-checking, the bus communication system is specifically used for:
the controller chip of the bus communication system sequentially sends a test signal to each device in the bus network and checks a feedback signal of each device;
and the bus communication system feeds back the checking result to the central integrated control unit.
Optionally, when the camera system is used for self-inspection, the camera system is specifically configured to:
a control chip of the camera system starts a camera;
a control chip of the camera system checks whether a camera picture is generated;
and the control chip of the camera system feeds back the inspection result to the central integrated control unit.
Optionally, when the air conditioning system is used for self-checking, the air conditioning system is specifically used for:
the control chip of the air conditioning system turns on the air conditioner;
a control chip of the air conditioning system checks motor data of an air conditioner and sensing data of a refrigerant pipeline;
and the control chip of the air conditioning system feeds back the checking result to the central integrated control unit.
Optionally, when the cabin system is used for self-inspection, it is specifically configured to:
the single chip microcomputer of the cabin system checks whether the safety belt is buckled or not and checks whether the cabin door is closed or not;
the cabin system feeds back the inspection result to the central integrated control unit.
Optionally, the central integrated control unit is further configured to:
when the state information returned by the functional system indicates that the functional system has abnormity in self-checking, the locking state of the second key is maintained; when the second key is in a locked state, the second signal cannot trigger a response action.
Optionally, the central integrated control unit is further configured to:
when the state information returned by the functional system indicates that the functional system has abnormity in self-checking, returning abnormal data to the background scheduling center;
and processing according to the indication of the background scheduling center.
Optionally, the central integrated control unit is further configured to:
and displaying the relevant information of the functional system on an airborne display screen.
Optionally, the first button is a device switch of an aircraft, and the second button is a power switch of the aircraft.
Optionally, the power-on instruction of the aircraft is used to instruct a power system of the aircraft to power on, or instruct all non-powered functional systems of the aircraft to complete power on.
According to another aspect of the present invention, there is provided a power-on management method for an aircraft, including:
detecting a first signal triggered after a first key is pressed;
transmitting a first instruction to a functional system of the aircraft in response to the first signal;
receiving state information returned after the functional system responds to the first instruction to perform self-checking;
when the state information returned by the functional system indicates that the functional system is normal in self-checking, activating a second key;
detecting a second signal triggered after the second key is pressed;
and responding to the second signal, and sending a power-on command of the aircraft.
Optionally, the method further comprises:
when the state information returned by the functional system indicates that the functional system has abnormity in self-checking, the locking state of the second key is maintained; when the second key is in a locked state, the second signal cannot trigger a response action.
Optionally, the method further comprises:
when the state information returned by the functional system indicates that the functional system has abnormity in self-checking, returning abnormal data to the background scheduling center;
and processing according to the indication of the background scheduling center.
Optionally, the method further comprises:
and displaying the relevant information of the functional system on an airborne display screen.
Optionally, the functional system comprises:
all functional systems related to the piloting of the aircraft.
Optionally, the functional system includes:
the system comprises an electric regulation system, a battery management system, a lamp control system, a flight control system, a bus communication system, a camera system, an air conditioning system and a cabin system.
Optionally, the power-on instruction of the aircraft is used to instruct a power system of the aircraft to power on, or instruct all non-powered functional systems of the aircraft to complete power on.
According to yet another aspect of the present invention, there is provided a readable storage medium having stored thereon computer instructions which, when executed by a processor, implement the power-on management method for an aircraft described above.
According to yet another aspect of the present invention, there is provided an electronic device comprising a memory and a processor, the memory storing computer instructions, the computer instructions being executed by the processor to implement the power-on management method of an aircraft as described above.
According to the technical scheme provided by the invention, the central integrated control unit is connected with the functional system, the central system integrated control unit sends a self-checking instruction to the functional system, and the power of the aircraft is allowed to be powered on only when the self-checking is passed; the method and the device realize full-automatic inspection and automatic power-on before the power-on of the aircraft, simplify the power-on process and improve the troubleshooting efficiency.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the principles of the invention.
Fig. 1 is a flow chart of a power-on management method of an aircraft according to an embodiment of the invention.
Fig. 2 is a schematic structural diagram of a power-on management system of an aircraft according to an embodiment of the invention.
Detailed Description
Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
The embodiment of the invention provides a power-on management system of an aircraft, which comprises a Central integrated Control Unit (CCU), wherein the Central integrated Control Unit is respectively connected with a functional system, a first key and a second key; the central integrated control unit is used for detecting a first signal triggered after the first key is pressed; in response to the first signal, sending a first instruction to the functional system; receiving state information returned after the functional system responds to the first instruction to perform self-checking; when the state information returned by the functional system indicates that the functional system is normal in self-checking, activating a second key; detecting a second signal triggered after the second key is pressed; and responding to the second signal, and sending a power-on command of the aircraft.
The central integrated control unit is connected with the functional system through a CAN link. The functional system connected to the central integrated control unit may be any functional system of the aircraft, preferably all functional systems associated with the piloting of the aircraft, such as: flight Control Unit (FCU), bus communication system, Electronic Speed Control (ESC), etc., thereby ensuring the Flight safety of the aircraft.
In an alternative embodiment, the functional system comprises: an electric power control System, a Battery Management System (BMS), a lamp control System (LED Drivers), a flight control System, a bus communication System, a camera System, an Air Conditioner System, and a cockpit System. The bus communication system includes various serial bus communication system (CAN) components, such as a CAN recorder, and the Camera system includes one or more cameras of any type, preferably a universal Camera (Gimbal Camera).
In an optional embodiment, when the electrical tilt system is used for self-inspection, the electrical tilt system is specifically used for: a singlechip of the electric adjusting system checks the running state of a functional module of a singlechip firmware; a singlechip of the electric regulation system checks interface level signals; the interface level signal comprises a MOS level signal and a pin signal of each chip which are connected; the single chip microcomputer of the electric regulation system sends a test signal to the motor, and whether the motor is normally driven is checked according to the collected state data of the motor; and the single chip microcomputer of the electric regulation system feeds back the inspection result to the central integrated control unit. Wherein, the chip can be an independent power supply chip and a boost chip lamp; the state data of the motor can be voltage and current data of the operation of the motor, collected rotating speed information, generated induction current and the like.
In an optional embodiment, when the battery management system is used for self-test, the battery management system is specifically configured to: a single chip microcomputer of the battery management system acquires state parameters of the battery pack; a single chip microcomputer of the battery management system checks whether the state parameters of the battery pack meet preset flight conditions; and the single chip microcomputer of the battery management system feeds back the check result to the central integrated control unit. The state parameter may be voltage and current data output by the battery, or may be a usage duration, a charge/discharge frequency, a battery temperature, or the like.
In an optional embodiment, when the lamp control system is used for self-checking, the lamp control system is specifically configured to: a singlechip of the lamp control system turns on the switch of each lamp; a singlechip of the lamp control system acquires feedback signals of photosensitive sensors of the lamps; the single chip microcomputer of the lamp control system checks the state of each lamp according to the feedback signal; and the single chip microcomputer of the lamp control system feeds back the inspection result to the central integrated control unit. Preferably, the turn-on time of the self-test phase lamp is a preset short time.
In an optional embodiment, the flight control system is used for self-inspection, and specifically is used for: the flight control system runs a detection code base and executes self-checking tasks of multiple functions in parallel; the flight control system performs grading processing and summary evaluation on the problems respectively fed back by the self-checking tasks of the multiple functions according to a preset evaluation standard to generate a checking result; and the flight control system feeds back the inspection result to the central integrated control unit. Because the self-checking content of the flight control system is more, and the bus communication system, particularly the CAN bus, has higher communication efficiency, the self-checking process of the flight control CAN be set to be executed in parallel; meanwhile, the flight control faults are subjected to hierarchical processing and then comprehensive evaluation, so that the influence of low-risk faults confirmed through pre-evaluation on the takeoff of the aircraft can be avoided.
In an optional embodiment, when the bus communication system is used for self-checking, the bus communication system is specifically used for: a controller chip of the bus communication system sequentially sends a test signal to each device located in a bus network and checks a feedback signal of each device; the bus communication system feeds back the checking result to the central integrated control unit.
In an optional embodiment, when the camera system is used for self-inspection, the camera system is specifically used for: a control chip of the camera system starts a camera; a control chip of the camera system checks whether a camera picture is generated; and the control chip of the camera system feeds back the inspection result to the central integrated control unit.
In an optional embodiment, when the air conditioning system is used for self-checking, the air conditioning system is specifically used for: a control chip of the air conditioning system turns on an air conditioner; a control chip of the air conditioning system checks motor data of an air conditioner and sensing data of a refrigerant pipeline; and the control chip of the air conditioning system feeds back the checking result to the central integrated control unit.
In an alternative embodiment, the cabin system is used for self-test, in particular for: the single chip microcomputer of the cabin system checks whether the safety belt is buckled or not and whether the cabin door is closed or not; the cockpit system feeds back the inspection result to the central integrated control unit.
After the power-on instruction of the aircraft is sent out, the power system of the aircraft is powered on, or all systems including the power system of the aircraft are powered on. Preferably, when the power-on instruction of the aircraft is used to instruct all functional systems of the aircraft to complete power-on, the operator does not need to operate a separate functional system to complete power-on, but any functional system can complete power-on at one time, and the powered-on functional system may include a functional system that has been self-checked or may include other functional systems that do not have self-checking, so that the operator does not need to perform an operation of opening a switch once for powering-on of each functional system, thereby greatly optimizing the operation steps of power-on of the operator.
In an optional embodiment, the first button is a Device Switch (Device Switch) of the aircraft, and the second button is a Power Switch (Power Switch) of the aircraft. The equipment switches and the power switches are switches that are already available in the aircraft, and the power switches are used for powering on components such as a power system. Normally, the power switch can be powered up directly, however, there is a certain risk of directly opening the power switch when the self-test fails or the operator does not find an abnormality that has already existed in the aircraft. In the embodiment of the invention, the CCU controls the power-on process, and when the self-check of the functional system fails, the CCU intercepts the instruction generated by the operator for turning on the power switch, so that the operator cannot start the aircraft when the hidden flight trouble exists, and the CCU sends the power-on instruction only after the self-check is completely passed, thereby realizing the intellectualization of the aircraft and having higher safety.
In an embodiment of the invention, when the state information returned by the functional system indicates that the functional system has an abnormality in self-test, the CCU returns the abnormal data to the background scheduling center; and processing according to the indication of the background scheduling center. Obviously, the background dispatching center has the control authority higher than that of an operator for the aircraft, and the aircraft is more intelligent and controllable through the wireless communication network and the remote authority control technology.
Preferably, the aircraft is internally provided with an onboard display screen for displaying various aircraft related data in real time, wherein self-checking information is included, so that an operator can conveniently master the state of the aircraft and immediately deal with problems occurring in the aircraft.
Referring to fig. 1, an embodiment of the present invention provides a power-on management method for an aircraft, including:
s110, detecting a first signal triggered after a first key is pressed;
s120, responding to the first signal, and sending a first instruction to a functional system of the aircraft;
s130, receiving state information returned after the functional system responds to the first instruction to perform self-checking;
s140, when the state information returned by the functional system indicates that the functional system is normal in self-checking, activating a second key;
s150, detecting a second signal triggered after the second key is pressed;
and S160, responding to the second signal, and sending a power-on command of the aircraft.
Optionally, after step S130, the method further includes step S170, when the status information returned by the functional system indicates that there is an abnormality in the self-test of the functional system, maintaining the locked state of the second key; when the second key is in a locked state, the second signal cannot trigger a response action.
Optionally, after step S170, the method further includes step S180, when the status information returned by the functional system indicates that there is an abnormality in the self-test of the functional system, returning abnormal data to the background scheduling center; and processing according to the indication of the background scheduling center.
Optionally, after step S130 or S170, the method further includes step S190 of displaying information related to the functional system on an onboard display screen.
Optionally, the functional system comprises: all functional systems related to the piloting of the aircraft.
Optionally, the functional system includes: the system comprises an electric regulation system, a battery management system, a lamp control system, a flight control system, a bus communication system, a camera system, an air conditioning system and a cabin system.
Optionally, the power-on instruction of the aircraft is used to instruct a power system of the aircraft to power on, or instruct all non-powered functional systems of the aircraft to complete power on.
As shown in fig. 2, the invention provides an intelligent power-on management system for a manned aircraft, wherein a CCU (central integrated control unit) is connected with systems such as an aircraft ESC, a BMS, an LED Driver, an FCU, an Air Conditioner and the like through a CAN bus, so as to monitor the health state of each system in real time, and feed back state data on a screen to ensure flight and safety. The specific implementation mode is as follows:
1) when a passenger sits on the airplane, the passenger presses a Device Switch button to send a command to the CCU, and the CCU immediately sends a state detection command to each system.
2) The CCU sends a command to a general link of the ESC system, the ESC system comprises but is not limited to N (N is more than or equal to 1) ESC components, the ESC components are connected in parallel, and each component feeds back the state to the ESC system after self-checking and then feeds back the state to the CCU.
3) The CCU sends a command to a BMS system general link, the BMS system belongs to N (N is more than or equal to 1) Battery (Battery) components, the Battery components are connected in parallel, the state of each component is fed back to the BMS system after self-checking, and then the state of each component is fed back to the CCU; at the moment, the health state of each Battery can be seen on the screen in real time after the authority authentication is passed. For example, an aircraft may have 12 batteries, and correspondingly 12 BMSs, coupled in parallel to communicate information to a ground station via a CAN bus.
4) The CCU sends an instruction to a total link of the LED Drivers system, the LED Drivers system comprises but is not limited to an Arm Lamp (Arm ring), a Front Lamp (Front Lamp), a Reading Lamp (Reading Light), a Flashing Light (Flashing Light) and the like, all the components are connected in parallel, the state of each component is fed back to the LED Drivers system after self-detection, and then the state of each component is fed back to the CCU.
5) The CCU sends an instruction to a total link of the FCU system, the FCU system comprises but is not limited to N (N is more than or equal to 1) FCU components and the like, all the components are connected in parallel, and after self-checking, each component feeds back the state to the FCU system and then feeds back to the CCU.
6) The CCU sends an instruction to a CAN system general link, the CAN system comprises but is not limited to N (N is more than or equal to 1) CAN components and the like, for example, all the components of a recorder (CAN recorder) are connected in parallel, the state of each component is fed back to the CAN system after self-checking, then the component is fed back to the CCU, and meanwhile, the state data and the flight data of each system are recorded in real time.
7) The CCU sends an instruction to the Gimbal Camera, and the Gimbal Camera feeds back information to the CCU after self-checking.
8) The CCU sends a command to the Air Conditioner which feeds back information to the CCU after self-checking.
9) The CCU sends an instruction to the Cabin system, the Cabin system detects whether the safety belt is posted or not and whether the Cabin door is locked or not, and the information is fed back to the CCU.
10) The above 2 nd to 9 th points are synchronously carried out, and when any abnormity occurs, a red alarm is given on the screen. And updating the data to a background dispatching center in real time, and performing intervention processing by a dispatching center worker.
11) When all the parts have no abnormality in self-detection, the CCU sends an activation instruction to the Power Switch, and at the moment, the Power Switch button is pressed down, so that the Power supply is powered on.
12) It should be noted that when Power-on self-test has problem feedback, the Power Switch will handle the locked state, triggering invalidity. A higher level of authorization processing is required.
It should be understood that the various techniques described herein may be implemented in connection with hardware or software or, alternatively, with a combination of both. Thus, the methods and apparatus of the present invention, or certain aspects or portions thereof, may take the form of program code (i.e., instructions) embodied in tangible media, such as floppy diskettes, CD-ROMs, hard drives, or any other machine-readable storage medium, wherein, when the program is loaded into and executed by a machine, such as a computer, the machine becomes an apparatus for practicing the invention.
In the case of program code execution on programmable computers, the computing device will generally include a processor, a storage medium readable by the processor (including volatile and non-volatile memory and/or storage elements), at least one input device, and at least one output device. Wherein the memory is configured to store program code; the processor is configured to perform the various methods of the present invention according to instructions in the program code stored in the memory.
By way of example, and not limitation, computer readable media may comprise computer storage media and communication media. Computer-readable media includes both computer storage media and communication media. Computer storage media store information such as computer readable instructions, data structures, program modules or other data. Communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media. Combinations of any of the above are also included within the scope of computer readable media.
It should be appreciated that in the foregoing description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the invention and aiding in the understanding of one or more of the various inventive aspects. However, the method of the invention should not be construed to reflect the intent: that the invention as claimed requires more features than are expressly recited in each claim. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.
Those skilled in the art will appreciate that the modules or units or components of the apparatus in the examples invented herein may be arranged in an apparatus as described in this embodiment or alternatively may be located in one or more apparatuses different from the apparatus in this example. The modules in the foregoing examples may be combined into one module or may be further divided into multiple sub-modules.
Those skilled in the art will appreciate that the modules in the device in an embodiment may be adaptively changed and disposed in one or more devices different from the embodiment. The modules or units or components of the embodiments may be combined into one module or unit or component, and furthermore they may be divided into a plurality of sub-modules or sub-units or sub-components. All of the features of the invention in this specification (including any accompanying claims, abstract and drawings), and all of the processes or elements of any method or apparatus so invented, may be combined in any combination, except combinations where at least some of such features and/or processes or elements are mutually exclusive. Each feature of the invention in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.
Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features included in other embodiments, rather than other features, combinations of features of different embodiments are meant to be within the scope of the invention and form different embodiments. For example, in the following claims, any of the claimed embodiments may be used in any combination.
Furthermore, some of the described embodiments are described herein as a method or combination of method elements that can be performed by a processor of a computer system or by other means of performing the described functions. A processor having the necessary instructions for carrying out the method or method elements thus forms a means for carrying out the method or method elements. Further, the elements of the apparatus embodiments described herein are examples of the following apparatus: the apparatus is used to implement the functions performed by the elements for the purpose of carrying out the invention.
As used herein, unless otherwise specified the use of the ordinal adjectives "first", "second", "third", etc., to describe a common object, merely indicate that different instances of like objects are being referred to, and are not intended to imply that the objects so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.
While the invention has been described with respect to a limited number of embodiments, those skilled in the art, having benefit of this description, will appreciate that other embodiments can be devised which do not depart from the scope of the invention as described herein. Furthermore, it should be noted that the language used in the specification has been principally selected for readability and instructional purposes, and may not have been selected to delineate or circumscribe the inventive subject matter. Accordingly, many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the appended claims. The present invention is to be considered as illustrative and not restrictive in character, with the scope of the invention being indicated by the appended claims.
Claims (22)
1. The power-on management system of the aircraft is characterized by comprising a central integrated control unit, wherein the central integrated control unit is respectively connected with a functional system, a first key and a second key;
the central integrated control unit is used for detecting a first signal triggered after the first key is pressed; in response to the first signal, sending a first instruction to the functional system; receiving state information returned after the functional system responds to the first instruction to perform self-checking; when the state information returned by the functional system indicates that the functional system is normal in self-checking, activating a second key; detecting a second signal triggered after the second key is pressed; and responding to the second signal, and sending a power-on command of the aircraft.
2. The system of claim 1, wherein the functional system comprises:
all functional systems related to the piloting of the aircraft.
3. The system of claim 1, wherein the central integrated control unit is further to:
when the state information returned by the functional system indicates that the functional system has abnormity in self-checking, the locking state of the second key is maintained; when the second key is in a locked state, the second signal cannot trigger a response action.
4. The system of claim 3, wherein the central integrated control unit is further to:
when the state information returned by the functional system indicates that the functional system has abnormity in self-checking, returning abnormal data to the background scheduling center;
and processing according to the indication of the background scheduling center.
5. The method of claim 3, wherein the central integrated control unit is further to:
and displaying the relevant information of the functional system on an airborne display screen.
6. The system of claim 1, wherein the first key is a device switch of an aircraft and the second key is a power switch of the aircraft.
7. The system of claim 1, wherein the power-on command for the aircraft is used to instruct a power system of the aircraft to power on or to instruct all non-powered functional systems of the aircraft to complete power on.
8. The system of claim 1, wherein the functional system comprises:
the system comprises an electric regulation system, a battery management system, a lamp control system, a flight control system, a bus communication system, a camera system, an air conditioning system and a cabin system.
9. The system of claim 8, wherein the electrical tilt system, when used for self-inspection, is specifically configured to:
the single chip microcomputer of the electric adjusting system checks the operation state of a functional module of the firmware of the single chip microcomputer;
the single chip microcomputer of the electric regulation system checks interface level signals; the interface level signal comprises a MOS level signal and a pin signal of each chip which are connected;
the single chip microcomputer of the electric regulation system sends a test signal to the motor, and whether the motor is normally driven is checked according to the collected state data of the motor;
and the single chip microcomputer of the electric regulation system feeds back the checking result to the central integrated control unit.
10. The system of claim 8, wherein the battery management system, when used for self-test, is specifically configured to:
the method comprises the following steps that a single chip microcomputer of the battery management system obtains state parameters of a battery pack;
the single chip microcomputer of the battery management system checks whether the state parameters of the battery pack meet preset flight conditions or not;
and the single chip microcomputer of the battery management system feeds back the check result to the central integrated control unit.
11. The system of claim 8, wherein the lamp control system, when used for self-testing, is specifically configured to:
the single chip microcomputer of the lamp control system turns on the switch of each lamp;
a singlechip of the lamp control system acquires feedback signals of photosensitive sensors of the lamps;
the single chip microcomputer of the lamp control system checks the state of each lamp according to the feedback signal;
and the single chip microcomputer of the lamp control system feeds back the inspection result to the central integrated control unit.
12. The system according to claim 8, wherein the flight control system, when used for self-inspection, is specifically configured to:
the flight control system runs a detection code base and executes self-checking tasks of multiple functions in parallel;
the flight control system performs grading processing and summary evaluation on the problems respectively fed back by the self-checking tasks of the multiple functions according to a preset evaluation standard to generate a checking result;
and the flight control system feeds back the inspection result to the central integrated control unit.
13. The system according to claim 8, wherein the bus communication system, when used for self-test, is specifically configured to:
the controller chip of the bus communication system sequentially sends a test signal to each device in the bus network and checks a feedback signal of each device;
and the bus communication system feeds back the checking result to the central integrated control unit.
14. The system of claim 8, wherein the camera system, when used for self-testing, is specifically configured to:
a control chip of the camera system starts a camera;
a control chip of the camera system checks whether a camera picture is generated;
and the control chip of the camera system feeds back the inspection result to the central integrated control unit.
15. The system of claim 8, wherein the air conditioning system, when used for self-testing, is specifically configured to:
the control chip of the air conditioning system turns on the air conditioner;
a control chip of the air conditioning system checks motor data of an air conditioner and sensing data of a refrigerant pipeline;
and the control chip of the air conditioning system feeds back the checking result to the central integrated control unit.
16. The system according to claim 8, wherein the cabin system, when used for self-test, is specifically configured to:
the single chip microcomputer of the cabin system checks whether the safety belt is buckled or not and checks whether the cabin door is closed or not;
the cabin system feeds back the inspection result to the central integrated control unit.
17. A method for power-on management of an aircraft, comprising:
detecting a first signal triggered after the first jiko key is pressed;
transmitting a first instruction to a functional system of the aircraft in response to the first signal;
receiving state information returned after the functional system responds to the first instruction to perform self-checking;
when the state information returned by the functional system indicates that the functional system is normal in self-checking, activating a second key;
detecting a second signal triggered after the second key is pressed;
and responding to the second signal, and sending a power-on command of the aircraft.
18. The method of claim 17, further comprising:
when the state information returned by the functional system indicates that the functional system has abnormity in self-checking, the locking state of the second key is maintained; when the second key is in a locked state, the second signal cannot trigger a response action.
19. The method of claim 17, wherein the functional system comprises:
the system comprises an electric regulation system, a battery management system, a lamp control system, a flight control system, a bus communication system, a camera system, an air conditioning system and a cabin system.
20. The method of claim 17, wherein the power-on command for the aircraft is used to instruct a power system of the aircraft to power on or to instruct all non-powered functional systems of the aircraft to complete power on.
21. An electronic device comprising a memory and a processor, the memory for storing computer instructions, wherein the computer instructions are executable by the processor to implement the method of any one of claims 17-20.
22. A readable storage medium having stored thereon computer instructions, which when executed by a processor, implement the method of any one of claims 17-20.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110461452.XA CN113075492B (en) | 2021-04-27 | 2021-04-27 | Power-on management system and power-on management method for aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110461452.XA CN113075492B (en) | 2021-04-27 | 2021-04-27 | Power-on management system and power-on management method for aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113075492A true CN113075492A (en) | 2021-07-06 |
| CN113075492B CN113075492B (en) | 2024-07-02 |
Family
ID=76618932
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110461452.XA Active CN113075492B (en) | 2021-04-27 | 2021-04-27 | Power-on management system and power-on management method for aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113075492B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113759873A (en) * | 2021-09-01 | 2021-12-07 | 中国航空工业集团公司西安飞行自动控制研究所 | Method for handling self-detection fault in power-on machine of flight control system |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040189341A1 (en) * | 2003-03-25 | 2004-09-30 | Liu Kevin | Power-on self test for a computer system |
| CN103558838A (en) * | 2013-11-01 | 2014-02-05 | 北京航空航天大学 | Solid-liquid power air vehicle ground test and launch control system of 422 bus |
| CN104071153A (en) * | 2013-03-25 | 2014-10-01 | 北汽福田汽车股份有限公司 | Starting control method for hybrid electric vehicle |
| CN106334322A (en) * | 2015-07-16 | 2017-01-18 | 深圳曼塔智能科技有限公司 | Aircraft and power supply management system |
| CN106855835A (en) * | 2015-12-08 | 2017-06-16 | 中国航空工业第六八研究所 | A kind of flight control system electrifying startup self-sensing method based on XML technology |
| CN107719700A (en) * | 2017-09-29 | 2018-02-23 | 深圳市大疆创新科技有限公司 | Unmanned vehicle method of testing and device |
| US20180056985A1 (en) * | 2016-02-23 | 2018-03-01 | Deka Products Limited Partnership | Mobility Device |
| CN108803654A (en) * | 2018-06-04 | 2018-11-13 | 成都天麒科技有限公司 | A kind of unmanned plane safe starting method |
| CN209870751U (en) * | 2018-12-03 | 2019-12-31 | 中国航空工业集团公司沈阳飞机设计研究所 | External airborne control system for airplane |
| CN111361419A (en) * | 2020-03-10 | 2020-07-03 | 深圳市德塔防爆电动汽车有限公司 | Power-on and power-off control method and system for explosion-proof automobile |
| CN111613095A (en) * | 2020-05-19 | 2020-09-01 | 上海交通大学 | Operation control method of scene before takeoff for commercial aircraft remote piloting system |
-
2021
- 2021-04-27 CN CN202110461452.XA patent/CN113075492B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040189341A1 (en) * | 2003-03-25 | 2004-09-30 | Liu Kevin | Power-on self test for a computer system |
| CN104071153A (en) * | 2013-03-25 | 2014-10-01 | 北汽福田汽车股份有限公司 | Starting control method for hybrid electric vehicle |
| CN103558838A (en) * | 2013-11-01 | 2014-02-05 | 北京航空航天大学 | Solid-liquid power air vehicle ground test and launch control system of 422 bus |
| CN106334322A (en) * | 2015-07-16 | 2017-01-18 | 深圳曼塔智能科技有限公司 | Aircraft and power supply management system |
| CN106855835A (en) * | 2015-12-08 | 2017-06-16 | 中国航空工业第六八研究所 | A kind of flight control system electrifying startup self-sensing method based on XML technology |
| US20180056985A1 (en) * | 2016-02-23 | 2018-03-01 | Deka Products Limited Partnership | Mobility Device |
| CN107719700A (en) * | 2017-09-29 | 2018-02-23 | 深圳市大疆创新科技有限公司 | Unmanned vehicle method of testing and device |
| CN108803654A (en) * | 2018-06-04 | 2018-11-13 | 成都天麒科技有限公司 | A kind of unmanned plane safe starting method |
| CN209870751U (en) * | 2018-12-03 | 2019-12-31 | 中国航空工业集团公司沈阳飞机设计研究所 | External airborne control system for airplane |
| CN111361419A (en) * | 2020-03-10 | 2020-07-03 | 深圳市德塔防爆电动汽车有限公司 | Power-on and power-off control method and system for explosion-proof automobile |
| CN111613095A (en) * | 2020-05-19 | 2020-09-01 | 上海交通大学 | Operation control method of scene before takeoff for commercial aircraft remote piloting system |
Non-Patent Citations (1)
| Title |
|---|
| 魏增辉 等: "某机载数据传输设备自动检测系统设计", 电子测量与仪器学报, no. 2, 15 December 2008 (2008-12-15), pages 224 - 228 * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113759873A (en) * | 2021-09-01 | 2021-12-07 | 中国航空工业集团公司西安飞行自动控制研究所 | Method for handling self-detection fault in power-on machine of flight control system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113075492B (en) | 2024-07-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US11059386B2 (en) | Construction and operation of electric or hybrid aircraft | |
| US9206782B2 (en) | Alternator and starter tester with active load control | |
| US8903595B2 (en) | Alternator and starter tester with increased load and cable identification | |
| US9128156B2 (en) | Alternator and starter tester with other failures determination functionality and method | |
| US9321542B2 (en) | Diagnostics for aircraft | |
| WO2019194474A1 (en) | Electronic device and method for diagnosing vehicle | |
| US7656637B2 (en) | Power control system pseudo power-up, aircraft including the power control system and method of controlling power in an aircraft | |
| CN113075492B (en) | Power-on management system and power-on management method for aircraft | |
| CN105589453A (en) | Test method and system for testing vehicle-mounted controller by means of vehicle simulation device | |
| CN208789940U (en) | Onboard auxiliary power unit control device | |
| CN106288222A (en) | Air conditioning equipment, and air conditioning control method, device and system based on mobile equipment | |
| CN102723709B (en) | Power source control device and method, and power management system | |
| CN112559003A (en) | Domain controller software upgrading method and device and domain controller | |
| CN114378862B (en) | Cloud platform-based automatic robot abnormality repairing method and device and robot | |
| CN107719700B (en) | Unmanned vehicle test method and device | |
| EP2972432B1 (en) | Alternator and starter tester with capacitive element, active load control and belt slip detection | |
| CN110232881A (en) | Front board measuring method | |
| EP1734396A1 (en) | Multiple head laser projector and method | |
| CN116587865A (en) | Method and device for processing faults and system for processing faults | |
| CN114013240A (en) | Electric vehicle air conditioner fault detection method and device, storage medium and controller | |
| CN114771295A (en) | Method and device for diagnosing failure of charge-discharge system | |
| KR20220030609A (en) | Error controllable junction box control device | |
| KR102411196B1 (en) | Self-diagnostic Ambulance System | |
| KR102348925B1 (en) | Apparatus and method for guiding inspection and analysising reason for outage of train door fault | |
| CN218918260U (en) | Unmanned aerial 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 | ||
| GR01 | Patent grant |