CN114488906A - Flight control method, flight control unit and flight control system - Google Patents
Flight control method, flight control unit and flight control system Download PDFInfo
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- 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
- G05B19/042—Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
- G05B19/0423—Input/output
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- 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
- G05B2219/00—Program-control systems
- G05B2219/20—Pc systems
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- G05B2219/25257—Microcontroller
Abstract
The application relates to a flight control method, a flight control unit and a flight control system. The method comprises the following steps: receiving a flight control command of a flight command unit in an automatic flight mode; calculating according to the flight control instruction to obtain a calculation result; and refusing to execute the flight control command when the first preset condition is judged to be met according to the calculation result. The scheme that this application provided can avoid the aircraft to carry out wrong flight control instruction, promotes the flight security of aircraft.
Description
Technical Field
The present application relates to the field of aircraft technologies, and in particular, to a flight control method, a flight control unit, and a flight control system.
Background
The aerocar is an aircraft with both sky flight and land running functions. At present, manned flying cars are available, and a driver can control the flying car to fly in the sky or drive on the land.
With the increasing maturity of autopilot technology, flying cars have been able to achieve autopilot. For the flying automobile, the flying automobile can enter an automatic flying mode when flying in the sky, and automatic flying driving is realized. In the related art, when an aircraft (e.g., a flying car) is in an automatic flight mode, a flight command unit of the aircraft outputs a flight control command, and a flight control unit of the aircraft executes the flight control command, so that automatic flight is realized.
However, when the flight command unit is abnormal or outputs a wrong flight control command, a flight safety risk is generated, and a flight safety accident is easily caused.
Disclosure of Invention
In order to solve or partially solve the problems in the related art, the application provides a flight control method, a flight control unit and a flight control system, which can avoid the aircraft from executing wrong flight control instructions and improve the flight safety of the aircraft.
The present application provides, in a first aspect, a flight control method, including:
receiving a flight control instruction of a flight instruction unit in an automatic flight mode;
calculating according to the flight control instruction to obtain a calculation result;
and refusing to execute the flight control instruction when the first preset condition is judged to be met according to the calculation result.
In one embodiment, the flight control method further comprises:
and when the first preset condition is judged not to be met according to the calculation result, controlling an execution mechanism to execute the flight control instruction.
In one embodiment, the first preset condition includes:
unacceptable non-linear changes to the actuator; and/or the presence of a gas in the gas,
the aircraft is made to exceed the limits of the preset flight envelope.
In one embodiment, after the refusing to execute the flight control command, the method further comprises:
sending an automatic flight mode termination signal to the flight instruction unit or sending a driving takeover request to a driver; and/or the presence of a gas in the gas,
and outputting a hovering control signal to control the aircraft to enter a hovering state.
In one embodiment, before the calculating according to the flight control command, the method further includes:
receiving flight data; the flight data comprise measurement data and equipment state information of preset sensor equipment in the aircraft;
the calculating according to the flight control instruction to obtain a calculation result comprises the following steps:
and when judging that a second preset condition is met according to the flight control instruction and the flight data, calculating the flight control instruction by using the acquired inertia measurement information to obtain a calculation result.
In one embodiment, the flight control method further comprises:
when judging that the second preset condition is not met according to the flight control instruction and the flight data, sending an automatic flight mode termination signal to the flight instruction unit or sending a driving takeover request to a driver; and/or the presence of a gas in the gas,
and outputting a hovering control signal to control the aircraft to enter a hovering state.
In one embodiment, the second preset condition includes:
the flying height is greater than the preset minimum ground clearance; or the like, or, alternatively,
failure information sent by the flight instruction unit is not received; or the like, or, alternatively,
the time interval between the control instruction signal received this time and the control instruction received last time is smaller than the preset maximum allowable time interval; or the like, or, alternatively,
flight control instructions are available and complete; or the like, or, alternatively,
the amount of information available in the flight data exceeds a preset minimum amount; or the like, or, alternatively,
the steering column command signal is not received.
The present application provides in a second aspect a flight control unit comprising:
the receiving module is used for receiving the flight control instruction of the flight instruction unit in the automatic flight mode;
the calculation module is used for calculating according to the flight control instruction received by the receiving module to obtain a calculation result;
the first judgment module is used for judging whether a first preset condition is met or not according to the calculation result obtained by the calculation module;
and the processing module is used for refusing to execute the flight control instruction when the first judgment module judges that the first preset condition is met according to the calculation result.
A third aspect of the present application provides a flight control unit comprising:
a processor; and
a memory having executable code stored thereon, which when executed by the processor, causes the processor to perform the method as described above.
The present application provides in a fourth aspect a flight control system comprising:
the flight control unit is used for receiving a flight control instruction of the flight instruction unit in an automatic flight mode; calculating according to the flight control instruction to obtain a calculation result; refusing to execute the flight control instruction when the first preset condition is judged to be met according to the calculation result;
and the flight command unit is used for sending the flight control command.
A fifth aspect of the present application provides a computer-readable storage medium having stored thereon executable code, which, when executed by a processor of an electronic device, causes the processor to perform the method as described above.
The technical scheme provided by the application can comprise the following beneficial effects:
according to the method, in the automatic flight mode, a flight control command is received; and calculating according to the flight control instruction to obtain a calculation result, and refusing to execute the flight control instruction when the first preset condition is judged to be met according to the calculation result. Therefore, the aircraft can be prevented from executing wrong flight control instructions by judging the correctness of the flight control instructions and then carrying out corresponding processing, and the flight safety of the aircraft is improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
The foregoing and other objects, features and advantages of the application will be apparent from the following more particular descriptions of exemplary embodiments of the application as illustrated in the accompanying drawings wherein like reference numbers generally represent like parts throughout the application.
FIG. 1 is a schematic flow chart diagram illustrating a flight control method according to an embodiment of the present disclosure;
FIG. 2 is another schematic flow chart diagram of a flight control method according to an embodiment of the present disclosure;
FIG. 3 is a schematic structural diagram of a flight control unit according to an embodiment of the present application;
FIG. 4 is another schematic structural diagram of a flight control unit according to an embodiment of the present disclosure;
FIG. 5 is a schematic structural diagram of a flight control system according to an embodiment of the present application;
FIG. 6 is another schematic structural diagram of a flight control system according to an embodiment of the present disclosure;
fig. 7 is another schematic structural diagram of a flight control unit shown in the embodiment of the present application.
Detailed Description
Embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While embodiments of the present application are illustrated in the accompanying drawings, it should be understood that the present application may 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 disclosure to those skilled in the art.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this application and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.
It should be understood that although the terms "first," "second," "third," etc. may be used herein to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present application. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.
In the related art, when the flight command unit is abnormal or outputs a wrong flight control command, a flight safety risk is generated, and a flight safety accident is easily caused.
In view of the above problems, embodiments of the present application provide a flight control method, which can prevent an aircraft from executing a wrong flight control instruction, and improve flight safety of the aircraft.
The technical solutions of the embodiments of the present application are described in detail below with reference to the accompanying drawings.
Fig. 1 is a schematic flow chart of a flight control method according to an embodiment of the present application.
Referring to fig. 1, the method includes:
and step S101, receiving a flight control command of a flight command unit in an automatic flight mode.
In this step, in the automatic flight mode, that is, the aircraft enters the automatic flight mode, the flight control unit of the aircraft receives the flight control command output by the flight command unit. Wherein the aircraft may be a flying automobile. The automatic flight mode is used as an auxiliary driving mode, so that the flying automobile can carry out automatic driving, and a driver does not need to carry out operation intervention any more.
The flight control command may include a flight expected trajectory and device state information of the flight command unit. The expected flight trajectory is an expected flight trajectory, and the expected flight trajectory can be obtained by calculating the flight command unit in real time according to the position and height information of the aircraft sent by the flight control unit.
And S102, calculating according to the flight control command to obtain a calculation result.
In this step, the flight control command may be solved by using the collected inertial measurement information (e.g., attitude angle, attitude angular velocity, acceleration, information of velocity and acceleration in each direction, altitude, position, heading, etc. of the aircraft), so as to obtain a calculation result. That is to say, the acquired inertial measurement information can be used as an input for calculating a flight control command, so that calculation is performed to obtain a calculation result.
And step S103, refusing to execute the flight control command when the first preset condition is judged to be met according to the calculation result.
Wherein the first preset condition may include: unacceptable non-linear changes to the actuator; and/or, exceeding the limit of a preset flight envelope. That is, in this step, it is determined whether executing the flight control command causes an unacceptable non-linear change in the actuator and/or causes the aircraft to exceed the limits of the preset flight envelope; and if so, refusing to execute the flight control command.
The actuator may be, among other things, a power-driven motor of an aircraft (e.g., a rotor motor in a rotorcraft). The flight envelope is a closed geometric figure which takes parameters such as flight speed, altitude, overload and ambient temperature as coordinates and represents the flight range and the use limit conditions of the aircraft. In an embodiment of the present application, the limiting of the preset flight envelope may include: pitch attitude limit, roll attitude limit, overload limit, attitude angular rate limit, course angular rate limit.
In the step, judging whether a first preset condition is met or not according to a calculation result; if yes, the flight control command is refused to be executed, namely the first preset condition is met.
Further, in one embodiment, when it is determined that the first preset condition is not satisfied according to the calculation result, the actuator may be controlled to execute the flight control command.
Further, in one embodiment, after the execution of the flight control command is rejected, the method may further include: sending an automatic flight mode termination signal to a flight instruction unit or sending a driving takeover request to a driver; and/or outputting a hover control signal to control the aircraft to enter a hover state.
Further, in one embodiment, before performing the calculation according to the flight control command, the method further includes: receiving flight data; the flight data comprise measurement data and equipment state information of preset sensor equipment in the aircraft;
the calculating according to the flight control command to obtain a calculation result may include: and when the second preset condition is judged to be met according to the flight control instruction and the flight data, calculating the flight control instruction by using the acquired inertia measurement information to obtain a calculation result.
Further, in one embodiment, when it is determined that the second preset condition is not met according to the flight control instruction and the flight data, an automatic flight mode termination signal is sent to the flight instruction unit or a piloting takeover request is sent to the pilot; and/or outputting a hover control signal to control the aircraft to enter a hover state.
It can be seen from this embodiment that, the method provided by the embodiment of the present application receives a flight control command in an automatic flight mode; and calculating according to the flight control instruction to obtain a calculation result, and refusing to execute the flight control instruction when the first preset condition is judged to be met according to the calculation result. Therefore, the aircraft can be prevented from executing wrong flight control instructions by judging the correctness of the flight control instructions and then carrying out corresponding processing, and the flight safety of the aircraft is improved.
FIG. 2 is another schematic flow chart diagram of a flight control method according to an embodiment of the present application. Fig. 2 depicts the solution of the present application in more detail with respect to fig. 1.
Referring to fig. 2, the method includes:
step S201, receiving a flight control instruction and flight data in an automatic flight mode.
This step may be referred to collectively as the description in step S101.
Further, the flight data may include measurement data and device status information of preset sensor devices in the aircraft. For example, the attitude, the heading angle and the angular velocity of the aircraft, the velocity and the acceleration in each direction, and the equipment state information of the inertial measurement device are acquired by the inertial measurement device; aircraft position information and positioning device equipment state information acquired by a positioning device; the aircraft altitude information and the altitude measurement device equipment state information are acquired by the altitude measurement device; and a steering column command signal output by the steering column.
Step S202, determining whether the flight control command and the flight data satisfy a second preset condition, if yes, performing step S203, and if no, performing step S204, step S205, and step S206.
Wherein the second preset condition may include the following conditions (1) to (6).
(1) The flying height is greater than the preset minimum ground clearance. That is, the cruising altitude of the aircraft needs to be greater than the preset minimum ground clearance.
(2) And failure information sent by the flight instruction unit is not received. That is, the flight command unit does not issue a fault message.
(3) And the time interval between the control instruction signal received this time and the control instruction received last time is less than the preset maximum allowable time interval.
(4) Flight control commands are available and complete. That is, the flight control command is complete and can be read and executed by the flight control unit.
(5) The amount of information available in the flight data exceeds a preset minimum amount. That is, the information in the flight data is fully available, or the amount of information available is greater than a preset minimum amount.
(6) The steering column command signal is not received. That is, the steering column does not output the steering column command signal.
In this step, it is determined whether the flight control command and the flight data satisfy the second preset condition, that is, whether both the conditions (1) to (6) are satisfied, if so, step S203 is executed, and if not, step S204, step S205, and step S206 are executed. It should be noted that step S204, step S205, and step S206 have no sequential relationship, and step S204, step S205, and step S206 may be executed simultaneously or sequentially according to a preset sequence.
And step S203, calculating according to the flight control command to obtain a calculation result, and executing step S207.
In this step, the flight control command may be solved by using the collected inertial measurement information (e.g., attitude angle, attitude angular velocity, acceleration, information of velocity and acceleration in each direction, altitude, position, heading, etc. of the aircraft), so as to obtain a calculation result. That is to say, the acquired inertial measurement information can be used as an input for calculating a flight control command, so that calculation is performed to obtain a calculation result.
And step S204, refusing to execute the flight control command, and sending an automatic flight mode termination signal to the flight command unit.
In this step, execution of the flight control command may be denied, with an automatic flight mode termination signal being sent to the flight command unit. That is, the flight control command is turned off, and the flight control command output by the flight command unit is not executed. At this time, the aircraft exits the automatic flight mode, and the flight control unit of the aircraft no longer executes the flight control command output by the flight command unit to perform automatic flight.
And step S205, sending a driving taking-over request to the driver.
In this step, a pilot takeover request may be sent to let the pilot take over control of the aircraft. That is, the aircraft switches from an automatic flight mode to a pilot controlled mode. Further, in one embodiment, a warning may also be issued (e.g., control lights flashing, alert tones, etc.) to prompt the pilot to take over piloting the aircraft.
And S206, outputting a hovering control signal to control the aircraft to enter a hovering state.
The hover control signal may be a rotation speed control signal of a power driving motor in the actuator (e.g., a rotor motor in a rotorcraft), so that each power driving motor in the actuator is output according to the hover control signal to realize hovering of the aircraft.
When the aircraft receives a steering column command signal (which may be a steering column command signal generated by a driver operating a steering column) in a hovering state, the aircraft controls the actuator to output the steering column command signal.
And step S207, judging whether a first preset condition is met according to the calculation result. In this step, it is determined whether or not the first preset condition is satisfied based on the calculation result, and if not, step S208 is executed, and if so, step S204, step S205, and step S206 are executed.
Wherein the first preset condition may include: unacceptable non-linear changes to the actuator; and/or, exceeding the limit of a preset flight envelope. That is, a determination is made in this step as to whether executing the flight control commands would cause unacceptable non-linear changes in the actuators and/or cause the aircraft to exceed the limits of the preset flight envelope.
The actuator may be, among other things, a power-driven motor of an aircraft (e.g., a rotor motor in a rotorcraft). The flight envelope is a closed geometric figure which takes parameters such as flight speed, altitude, overload and ambient temperature as coordinates and represents the flight range and the use limit conditions of the aircraft. In an embodiment of the present application, the limiting of the preset flight envelope may include: pitch attitude limit, roll attitude limit, overload limit, attitude angular rate limit, course angular rate limit.
And step S208, controlling the executing mechanism to execute the flight control command.
In this step, the actuator may be controlled to output in accordance with the flight control command. That is to say, the rotating speed control signals of the power driving motors can be output to the executing mechanism according to the flight control command, so that the power driving motors in the executing mechanism can output corresponding outputs, and the aircraft can complete corresponding flight attitude actions.
It can be seen from this embodiment that, in the method provided in the embodiment of the present application, the correctness of the flight control instruction is determined by setting the first preset condition and the second preset condition, so that the aircraft can be prevented from executing an abnormal or wrong flight control instruction. In addition, the method provided by the embodiment of the application can timely quit from the automatic flight mode and enable the aircraft to enter the hovering state, so that a driver can take over the aircraft conveniently, the safety isolation from the automatic flight mode to the driver control mode of the aircraft is realized, and the flight safety of the aircraft is effectively guaranteed.
Corresponding to the embodiment of the application function implementation method, the application also provides a flight control unit.
Fig. 3 is a schematic structural diagram of a flight control unit according to an embodiment of the present application.
Referring to fig. 3, a flight control unit 30 includes: the device comprises a receiving module 301, a calculating module 302, a first judging module 303 and a processing module 304.
The receiving module 301 is configured to receive a flight control instruction in an automatic flight mode.
And the calculating module 302 is configured to perform calculation according to the flight control instruction received by the receiving module 301 to obtain a calculation result.
The first determining module 303 is configured to determine whether a first preset condition is met according to the calculation result obtained by the calculating module 302.
And the processing module 304 is configured to refuse to execute the flight control instruction when the first determining module 303 determines that the first preset condition is met according to the calculation result.
It can be seen from this embodiment that, the flight control unit 30 provided in the present application can avoid the aircraft from executing a wrong flight control instruction, and improve the flight safety of the aircraft.
Fig. 4 is another schematic structural diagram of a flight control unit according to an embodiment of the present application.
Referring to fig. 4, a flight control unit 30 includes: the device comprises a receiving module 301, a calculating module 302, a first judging module 303, a processing module 304, a second judging module 305, a sending module 306 and an output module 307.
The receiving module 301 is further configured to receive a flight control instruction and flight data in an automatic flight mode.
The second determining module 305 is configured to determine whether the flight control instruction and the flight data received by the receiving module 301 satisfy a second preset condition.
The calculating module 302 is configured to perform calculation according to the flight control instruction after the second determining module 305 determines that the flight control instruction and the flight data satisfy the second preset condition, so as to obtain a calculation result.
The first determining module 303 is configured to determine whether a first preset condition is met according to the calculation result obtained by the calculating module 302.
And the processing module 304 is configured to refuse to execute the flight control instruction when the first determining module 303 determines that the first preset condition is met according to the calculation result.
The processing module 304 is further configured to control the execution mechanism to execute the flight control instruction when the first determining module 303 determines that the first preset condition is not met according to the calculation result.
A sending module 306, configured to send an automatic flight mode termination signal to the flight instruction unit or send a piloting takeover request to the driver after the second determining module 305 determines that the flight control instruction and the flight data do not satisfy the second preset condition, or after the first determining module 303 determines that the first preset condition is satisfied.
An output module 307, configured to output a hover control signal to control the aircraft to enter a hover state after the second determining module 305 determines that the flight control command and the flight data do not satisfy the second preset condition, or after the first determining module 303 determines that the first preset condition is satisfied.
With regard to the flight control unit in the above-described embodiment, the specific manner in which the respective modules perform the operations has been described in detail in the embodiment relating to the method, and will not be elaborated upon here.
Fig. 5 is a schematic structural diagram of a flight control system according to an embodiment of the present application.
Referring to fig. 5, a flight control system 50 includes: a flight control unit 501 and a flight command unit 502.
The flight command unit 502 may be an autopilot unit, and the flight command unit 502 is connected to the flight control unit 501 in communication.
A flight control unit 501, configured to receive a flight control instruction of the flight instruction unit 502 in an automatic flight mode; calculating according to the flight control instruction to obtain a calculation result; and refusing to execute the flight control command when the first preset condition is judged to be met according to the calculation result.
Wherein the first preset condition may include: unacceptable non-linear changes to the actuator; and/or, exceeding the limit of a preset flight envelope. The preset flight envelope limits may include: pitch attitude limit, roll attitude limit, overload limit, attitude angular rate limit, course angular rate limit.
And a flight command unit 502, configured to send a flight control command.
In this embodiment of the application, the flight instruction unit 502 may perform real-time calculation according to the received position and altitude information of the aircraft from the flight control unit 501, so as to obtain the expected flight trajectory. Flight control commands include flight desired trajectories and equipment state information for flight command unit 502.
It can be seen from this embodiment that the system that this application provided can avoid the aircraft to carry out wrong flight control instruction, promotes the flight safety of aircraft.
FIG. 6 is another schematic structural diagram of a flight control system according to an embodiment of the present application.
Referring to fig. 6, a flight control system 50 includes: flight control unit 501, flight command unit 502, inertial measurement unit 503, positioning device 504, height measurement device 505, steering column 506, and actuator 507.
The inertial measurement device 503, the positioning device 504, the height measurement device 505, the steering column 506 and the actuator 507 are respectively connected with the flight control unit 501 through buses in a communication manner; the flight control unit 501 is in communication connection with a flight command unit 502, and the flight command unit 502 is in communication connection with an autopilot unit.
The bus may be any suitable type of data transfer bus, such as a CAN (Controller Area Network) bus, an RS-series bus, an ARINC429 bus, an ARINC629 bus, and the like.
The inertial measurement unit 503 is configured to collect attitude, heading angle and angular velocity of the aircraft, velocity and acceleration in each direction, and device state information of the inertial measurement unit 503, and send the information to the flight control unit 501.
The positioning device 504 is configured to collect aircraft position information and device state information of the positioning device 504, and send the information to the flight control unit 501. The aircraft location information may include latitude and longitude information of the aircraft.
The altitude measurement device 505 is configured to collect aircraft altitude information and equipment state information of the altitude measurement device 505, and send the information to the flight control unit 501. The aircraft altitude information may include an altitude of the aircraft relative to a ground surface.
The steering column 506 is used for outputting a command signal of the steering column 506. It is understood that the driver may manipulate the steering column 506 to generate steering column 506 command signals. The steering column 506 command signal may include different manipulated variables such as a lateral manipulated variable, a longitudinal manipulated variable, a heading manipulated variable, and an altitude manipulated variable.
The actuator 507 may include each power-driven motor of the aircraft, and the actuator 507 controls each power-driven motor to output according to the rotation speed control signal output by the flight control unit 501, so that the aircraft completes a corresponding flight attitude motion.
The flight control unit 501 may be configured to perform the flight control method in any of the above embodiments, and will not be described in detail here.
Fig. 7 is another schematic structural diagram of a flight control unit according to an embodiment of the present application.
Referring to fig. 7, flight control unit 700 includes memory 710 and processor 720.
Processor 720 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 710 may include various types of storage units such as system memory, Read Only Memory (ROM), and permanent storage. The ROM may store, among other things, static data or instructions for processor 720 or other modules of the computer. The persistent storage device may be a read-write storage device. The persistent storage may be a non-volatile storage device that does not lose stored instructions and data even after the computer is powered off. In some embodiments, the persistent storage device employs a mass storage device (e.g., magnetic or optical disk, flash memory) as the persistent storage device. In other embodiments, the permanent storage may be a removable storage device (e.g., floppy disk, optical drive). The system memory may be a read-write memory device or a volatile read-write memory device, such as a dynamic random access memory. The system memory may store instructions and data that some or all of the processors require at run-time. In addition, the memory 710 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (e.g., DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), magnetic and/or optical disks, as well. In some embodiments, memory 710 may include a removable storage device that is readable and/or writable, such as a Compact Disc (CD), a digital versatile disc read only (e.g., DVD-ROM, dual layer DVD-ROM), a Blu-ray disc read only, an ultra-dense disc, a flash memory card (e.g., SD card, min SD card, Micro-SD card, etc.), a magnetic floppy disk, or the like. Computer-readable storage media do not contain carrier waves or transitory electronic signals transmitted by wireless or wired means.
The memory 710 has stored thereon executable code that, when processed by the processor 720, may cause the processor 720 to perform some or all of the methods described above.
Furthermore, the method according to the present application may also be implemented as a computer program or computer program product comprising computer program code instructions for performing some or all of the steps of the above-described method of the present application.
Alternatively, the present application may also be embodied as a computer-readable storage medium (or non-transitory machine-readable storage medium or machine-readable storage medium) having executable code (or a computer program or computer instruction code) stored thereon, which, when executed by a processor of an electronic device (or server, etc.), causes the processor to perform part or all of the various steps of the above-described method according to the present application.
Having described embodiments of the present application, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (11)
1. A flight control method, comprising:
receiving a flight control instruction of a flight instruction unit in an automatic flight mode;
calculating according to the flight control instruction to obtain a calculation result;
and refusing to execute the flight control instruction when the first preset condition is judged to be met according to the calculation result.
2. The method of claim 1, further comprising:
and when the first preset condition is judged not to be met according to the calculation result, controlling an execution mechanism to execute the flight control instruction.
3. The method according to claim 1, wherein the first preset condition comprises:
unacceptable non-linear changes to the actuator; and/or the presence of a gas in the gas,
the aircraft is made to exceed the limits of the preset flight envelope.
4. The method of claim 1, wherein after said denying execution of said flight control command, further comprising:
sending an automatic flight mode termination signal to the flight instruction unit or sending a driving takeover request to a driver; and/or the presence of a gas in the gas,
and outputting a hovering control signal to control the aircraft to enter a hovering state.
5. The method of claim 1, wherein:
before the calculation according to the flight control instruction, the method further includes:
receiving flight data; the flight data comprise measurement data and equipment state information of preset sensor equipment in the aircraft;
the calculating according to the flight control instruction to obtain a calculation result comprises the following steps:
and when judging that a second preset condition is met according to the flight control instruction and the flight data, calculating the flight control instruction by using the acquired inertia measurement information to obtain a calculation result.
6. The method of claim 5, further comprising:
when judging that the second preset condition is not met according to the flight control instruction and the flight data, sending an automatic flight mode termination signal to the flight instruction unit or sending a driving takeover request to a driver; and/or the presence of a gas in the gas,
and outputting a hovering control signal to control the aircraft to enter a hovering state.
7. The method according to claim 5, wherein the second preset condition comprises:
the flying height is greater than the preset minimum ground clearance; or the like, or, alternatively,
failure information sent by the flight instruction unit is not received; or the like, or, alternatively,
the time interval between the control instruction signal received this time and the control instruction received last time is smaller than the preset maximum allowable time interval; or the like, or, alternatively,
flight control instructions are available and complete; or the like, or, alternatively,
the amount of information available in the flight data exceeds a preset minimum amount; or the like, or, alternatively,
the steering column command signal is not received.
8. A flight control unit, comprising:
the receiving module is used for receiving the flight control instruction of the flight instruction unit in the automatic flight mode;
the calculation module is used for calculating according to the flight control instruction received by the receiving module to obtain a calculation result;
the first judgment module is used for judging whether a first preset condition is met or not according to the calculation result obtained by the calculation module;
and the processing module is used for refusing to execute the flight control instruction when the first judgment module judges that the first preset condition is met according to the calculation result.
9. A flight control unit, comprising:
a processor; and
a memory having executable code stored thereon, which when executed by the processor, causes the processor to perform the method of any one of claims 1-7.
10. A flight control system, comprising:
the flight control unit is used for receiving a flight control instruction of the flight instruction unit in an automatic flight mode; calculating according to the flight control instruction to obtain a calculation result; refusing to execute the flight control instruction when the first preset condition is judged to be met according to the calculation result;
and the flight command unit is used for sending the flight control command.
11. A computer-readable storage medium having stored thereon executable code, which when executed by a processor of an electronic device, causes the processor to perform the method of any one of claims 1-7.
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