CN116198735A - Aircraft control method, aircraft and computer-readable storage medium - Google Patents

Abstract

The invention discloses a control method of an aircraft, the aircraft and a computer readable storage medium, wherein the method comprises the following steps: the first flight control system determines a first service quality of the first flight control system according to the state of the aircraft, the state of health of the airborne equipment and the flight parameter by acquiring the state of the aircraft, the state of health of the airborne equipment and the flight parameter acquired by the sensing unit; and acquiring the second service quality of the second flight control system, and determining a control role born by the first flight control system according to the first service quality and the second service quality, so that the first flight control system can execute a control function corresponding to the control role. Wherein the first quality of service of each flight control system is determined by the own flight control system and the second quality of service is determined by the other flight control systems. And because the control roles of each flight control system can be switched according to the service quality, the flight control system on the normal control path can also control equipment or modules which have faults on other control paths, and the reliability of the aircraft is improved.

Description

Aircraft control method, aircraft and computer-readable storage medium

Technical Field

The present invention relates to the technical field of aircrafts, and in particular, to a control method of an aircraft, and a computer readable storage medium.

Background

The sensor unit, the actuator unit and the computing unit are used as core units of the aircraft, and have high requirements on safety, reliability, stability and fault tolerance. At present, different flight control systems acquire data acquired by a specified certain sensing units and then manage the specified certain actuating units after processing. However, when a device or module on a certain control path fails, the flight control system on the normal control path cannot control the failed device or module on other control paths, resulting in reduced reliability of the aircraft.

Disclosure of Invention

Embodiments of the present application aim to improve reliability of an aircraft by providing a control method of an aircraft, and a computer-readable storage medium.

The embodiment of the application provides a control method of an aircraft, which is applied to a first flight control system and comprises the following steps:

acquiring the state of the aircraft, the health state of airborne equipment and flight parameters acquired by the sensing unit;

Determining a first quality of service of the first flight control system according to the aircraft state, the health state of the on-board equipment and the flight parameter;

acquiring a second service quality of a second flight control system, wherein the second service quality is determined by the second flight control system according to the state of the aircraft, the health state of the airborne equipment and the flight parameter;

determining a control role of the first flight control system according to the first service quality and the second service quality;

and executing the control function corresponding to the control role.

Optionally, the step of determining the control role of the first flight control system according to the first service quality and the second service quality includes:

acquiring a first service quality critical value and a second service quality critical value, wherein the first service quality critical value is larger than the second service quality critical value;

and determining a control role of the first flight control system according to the first service quality critical value, the second service quality critical value, the first service quality and the second service quality.

Optionally, the step of determining the control role of the first flight control system according to the first quality of service threshold, the second quality of service threshold, the first quality of service and the second quality of service includes:

When the first service quality is greater than the second service quality critical value and the first service quality is greater than the second service quality, determining that the first flight control system is a master control role;

or when the second service quality is smaller than the first service quality critical value, determining that the first flight control system is a monitoring role;

or determining that the first flight control system is an auxiliary control role when the first service quality is smaller than or equal to the second service quality critical value, the first service quality is smaller than or equal to the second service quality and the second service quality is larger than or equal to the first service quality critical value.

Optionally, the first flight control system is provided with at least one instruction channel, at least one command channel and a command switch, and the step of executing the control function corresponding to the control role includes:

when the first flight control system is a main control role and the second flight control system is an auxiliary control role, the first flight control system is controlled to send a control instruction to an actuating unit;

or when the first flight control system is a monitoring role and the second flight control system is an auxiliary control role, controlling the first flight control system to send a control instruction to an actuating unit;

Or when the first flight control system and the second flight control system are auxiliary control roles, controlling a system with highest service quality in the first flight control system and the second flight control system to send a control instruction to an actuating unit;

or when the first flight control system is a master control role or a monitoring role and the second flight control system is a master control role or a monitoring role, determining an instruction weighted average value according to the control instruction of the first flight control system, the service quality of the first flight control system, the control instruction of the second flight control system and the service quality of the second flight control system, and controlling the first flight control system to output the instruction weighted average value to an actuating unit.

Optionally, the step of controlling the first flight control system to send a control instruction to the actuation unit includes:

when the first flight control system is a master control role or a monitoring role, the command channel determines a first control instruction according to the sensor data acquired by the sensing unit;

the command channel acquires a second control command of the command channel, wherein the second control command is determined by the command channel according to the sensor data acquired by the sensing unit;

The command channel determining a difference between the first control instruction and the second control instruction;

the command channel determines the state of the command switch according to the difference value;

and when the command channel determines that the command switch is in a closed state, controlling the command channel of the first flight control system to output the second control command to the actuating unit.

Optionally, the step of determining the state of the command switch by the command channel according to the difference value includes:

the command channel determines the instruction types of the first control instruction and the second control instruction, and acquires an error range associated with the instruction types;

when the command channel detects that the difference value is within the error range, determining that the command switch is in a default closed state;

the command channel is configured to provide an off signal to the command switch to cause the command switch to be in an off state when the difference is detected to be outside the error range.

Optionally, after the step of determining the state of the command switch by the command channel according to the difference value, the method further includes:

and the command channel outputs the first control instruction to the actuating unit when determining that the command switch is in an off state according to the difference value.

In addition, to achieve the above object, the present invention also provides an aircraft, including: the system comprises a sensing unit, an actuating unit, at least two groups of flight control systems arranged based on a distributed architecture, and at least one group of buses for communication among the sensing unit, the actuating unit and the flight control systems.

Optionally, each of the flight control systems includes at least one command channel, and a command switch;

the command channel is used for controlling the state of the command switch so as to control the actuating unit through a first control instruction of the command channel when the command switch is in a default closed state, and control the actuating unit through a second control instruction of the command channel when the command switch is in an open state.

In addition, in order to achieve the above object, the present invention also provides a computer-readable storage medium having stored thereon a control program of an aircraft, which when executed by a processor, implements the steps of the above-described control method of an aircraft.

According to the technical scheme of the control method of the aircraft, the aircraft and the computer readable storage medium, each flight control system determines the service quality of the own flight control system according to the aircraft state, the health state of the airborne equipment and the flight parameters acquired by the sensing unit, and obtains the service quality of other flight control systems at the same time, and further determines the control role born by the own flight control system according to the determined service quality of the own flight control system and the determined service quality of other flight control systems, so that each flight control system can execute the control function corresponding to the own control role. Because the control roles of each flight control system can be switched according to the service quality, the flight control system on the normal control path can also control equipment or modules which have faults on other control paths, and the reliability of the aircraft is improved.

Drawings

FIG. 1 is a schematic diagram of a dual row system of the present invention;

FIG. 2 is a schematic diagram of a three-row system according to the present invention;

FIG. 3 is a schematic diagram of a four-row system according to the present invention;

FIG. 4 is a schematic diagram of a five-element system according to the present invention;

FIG. 5 is a schematic diagram of a dual instruction channel system according to the present invention;

FIG. 6 is a schematic diagram of a three-way system of the present invention;

FIG. 7 is a schematic diagram of a dual redundant communication network according to the present invention;

FIG. 8 is a schematic diagram of a triple redundant communication network according to the present invention;

fig. 9 is a flow chart of an embodiment of a control method of an aircraft according to the present invention.

The achievement of the objects, functional features and advantages of the present application will be further described with reference to embodiments, with reference to the accompanying drawings, which are only illustrations of one embodiment, but not all of the inventions.

Detailed Description

The sensing, actuation and calculation units of the aircraft may malfunction during use. Therefore, the sensing unit, the actuating unit and the calculating unit are used as three core units of the aircraft, and a multi-redundancy architecture design is required to ensure high reliability.

Currently, conventional redundant architecture designs employ either federal or master-slave architecture. The federal architecture is that different flight control systems acquire data acquired by a specified certain sensing unit and then handle the specified certain actuating unit. However, the federal architecture suffers from the following drawbacks: first, it does not have extensibility, and for a particular configuration or configuration retrofit, the flight control system is faced with significant redesign and verification effort. Second, functional redundancy and fault isolation cannot be achieved, and once a certain device or module on a certain control path in the federal type control path fails, a flight control system on a normal control path cannot control the failed devices or modules on other control paths.

The main and standby architecture is characterized in that a solidified relay sequence is adopted, all the flight control systems are mutually connected with all the sensing units and the actuating units through buses or other communication links, and one flight control system realizes the control function at the same time. The main and standby architecture has a certain expansibility; however, the active-standby function switching process is dangerous for aircraft control. Meanwhile, the main-standby architecture can only solve hardware faults, and the faults of the software layer cannot be solved or monitored because the running control codes are consistent.

In summary, whether it is a federal architecture or a primary-backup architecture, when a flight control system, or other devices or modules fail, the stability and reliability of the aircraft are seriously affected, which is not beneficial to flight safety.

Therefore, in order to solve the defects of the traditional federal architecture or the active-standby architecture, the present application proposes a control method of an aircraft. According to the flight control system, the service quality of each flight control system is determined according to the aircraft state, the health state of the airborne equipment and the flight parameters, and then the control role born by each flight control system is determined according to the service quality of each flight control system, so that each flight control system can execute the control function corresponding to the control role. Because the control roles of each flight control system can be switched according to the service quality, the flight control system on the normal control path can also control equipment or modules which have faults on other control paths, and the reliability of the aircraft is improved.

Compared with the traditional control mode, the control method has the following characteristics:

firstly, by using a distributed architecture, the flight control computer cluster is grouped by using two computing channels or three computing channels, the interior of each group of computing channels is directly communicated by using a hardware backboard, and the multiple groups of computing channels are interconnected by adopting buses or other communication modes. In the distributed architecture, all the computing channel groups are independent of each other in different periods and different aircraft states, and the tasks executed are different. By utilizing the distributed architecture, the expansibility of the flight control architecture is improved, and the design and verification cost of the flight control architecture is reduced.

Secondly, an integrated avionics design idea is adopted based on a distributed architecture, and a plurality of groups of computing channels play different roles of master control, monitoring, auxiliary control, standby and the like. The input and output verification between the two channels in each group of computing channels can be realized, so that the computing channels in each group realize preliminary self-verification; in addition, the other groups of computing channels can evaluate faults and effectiveness of the computing channels, and if necessary, the computing channel groups exchange roles, so that redundancy is ensured, and fault isolation is realized. By adopting an integrated avionics design idea based on a distributed architecture, the redundancy effectiveness and fault isolation effectiveness of the flight control architecture are improved.

Third, based on dissimilar flight control computer role design, the main control, monitor, auxiliary control, standby, the calculation tasks to be executed are different, the flight control system allows a non-main control-double auxiliary control process, in this process, the original auxiliary control calculation channel group will gradually increase weight until the original main control is replaced, the main and auxiliary switching is completed, and thus the whole flight control redundancy switching process is smoothed. And the harm caused by the flight control redundancy switching process is reduced by the design based on the dissimilar flight control computer roles.

Fourth, based on the dissimilar flight control computer computing channel design, two roles (or channels) of instructions and commands exist in each group of double computing channels, three roles (or channels) of instructions 1, commands and instructions 2 exist in each group of three computing channels, and the software layer adopts dissimilar design. And in the hardware level, the command channel manages the output switch of the command channel, when the command channel finds that the command channel 1 or 2 is seriously abnormal or completely out of control, the command channel has the right to cut off the output of the command channel, and other groups of computing channels start role conversion according to the third design, so that the detection and isolation of the double faults of the software and the hardware are finally realized. And by calculating channel design based on the dissimilar flight control computer, the dissimilar software and hardware are utilized to effectively detect the double faults of the software and the hardware.

In order that the above-described aspects may be better understood, exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure 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 aircraft of the application comprises a sensing unit, an actuating unit and at least two groups of flight control systems arranged based on a distributed architecture. When the flight control systems are in two groups, as shown in fig. 1, the aircraft of the present application includes the following table components:

1	main control double-channel	2	Auxiliary control double-channel
				3	Sensor and accessory processing unit	4	Actuator and accessory control unit
5	Bus or other communication means	6	Command switch
				7	Backboard communication	8	Instruction channel
9	Command channel

For convenience of description, the main control dual channel or the auxiliary control dual channel is hereinafter referred to as a flight control system; the sensor and the accessory processing unit are called a sensing unit; the actuator and the associated control unit are referred to as an actuation unit.

Wherein the aircraft comprises a flight control computer matrix consisting of 1 and 2. The flight control computer matrix consists of two sub-matrices, the hardware level is isomorphic, but the software level is heterogeneous at the same time, and the flight control computer matrix is divided into a main control system and an auxiliary control (monitoring) system, wherein the three roles of main control, auxiliary control and monitoring are switched through software, and the main control and auxiliary control are also distinguished from the hardware. The main control system and the auxiliary control (monitoring) system are composed of two computing channels, namely an instruction channel and a command channel. Recommended control instructions are sent out by the instruction channel. The command channel controls the command switch in the hardware level, when the command switch is closed, the recommended control command calculated by the command channel can be output, and the command channel of the main control system weights all the recommended control commands through a certain weighting function and then sends the final control command to the actuating unit.

Each component of the aircraft will be described in detail below.

The main control system: and receiving the data acquired by the sensing unit, calculating and outputting a control instruction to the actuating unit, so as to realize the flight control of the aircraft. The monitoring system can be switched with the role of the main control system.

Auxiliary control (monitoring) system: and the data acquired by the sensing unit is received and the control instruction is calculated as the main control system. The auxiliary control (monitoring) system has two states, namely an auxiliary control state and a monitoring state. When the system is an auxiliary control system, the internal command switch is opened, and when the system is a monitoring system, the internal command switch is closed. The monitoring system can be switched with the role of the main control system.

And a sensing unit: the flight state of the aircraft is collected.

An actuating unit: and controlling the actuating unit according to the control instruction to change the motion state of the aircraft.

Bus or other communication means: and providing bus type or bus-like type cross-equipment real-time synchronous communication capability, and realizing communication among the sensing unit, the actuating unit and the flight control system.

Command switch: enabling a system to output its calculated control instructions.

Backboard communication: providing backplane-type high-speed communication capability between parallel computing channels.

Instruction channel: and calculating a recommended control instruction A according to the data acquired by the sensing unit through a control law. The control command includes a throttle command, a rudder deflection command, a motor rotation speed command, a motor torque command and the like. There may be multiple instruction channels.

Command channel: and calculating a control instruction B according to the data acquired by the sensing unit through a control law. Wherein, control instruction B is isomorphic with control instruction A. Under normal conditions, control instruction a is identical to control instruction B. The control instruction A and the control instruction B calculated by the instruction channel can be compared to calculate errors, and when the difference exceeds the error range, the control instruction B is inconsistent with the control instruction A, namely, a certain device or a certain module has faults. Therefore, when the difference exceeds the error range, the command switch is required to be turned off, so that the system formed by the two channels is completely turned off to output and does not participate in the control of the aircraft. For example, assuming that the difference between the control command a of the command channel of the master system and the control command B of the command channel exceeds the error range, the control command channel turns off the command switch of the master system so that the master system completely turns off the output. Similarly, the auxiliary control (monitoring) system also adopts the same judging mode to determine whether the command switch is opened or closed, so that the auxiliary control (monitoring) system is in different states.

The error range can be determined according to the type of the control instruction. For example: regarding discrete control commands, such as throttle commands: 10% of the value range; regarding continuous control instructions, such as rudder deflection instructions: 5% of the value range per se; regarding boolean control instructions, such as take-off instructions: 0 (i.e., zero margin). Wherein any command errors need to be validated after a certain time.

Optionally, the number of the sensing units, the actuating units, the flight control system and the buses can be expanded according to actual use conditions and different application scenes.

For the expansion of flight control systems. The flight control system can be extended to: the system comprises a main control system, an auxiliary control system and a monitoring system. Specifically, the expansion modes of the flight control system include, but are not limited to, the following modes:

1) Three-row system extension

In the combination of the two-line system in fig. 1, the monitoring system and the auxiliary control system are alternately arranged, the monitoring system is in a transition state before the auxiliary control system becomes the main control system, and if the system is expanded to a three-line system, the monitoring system can always exist. The extended flight control system is referred to in fig. 2. Wherein, compared to fig. 1, a three-row system is added with a monitoring dual channel 11.

2) Four-line system extension

When the safety of the whole system is not enough, a group of double-row systems can be directly added to directly form a four-row system, the switching of the control roles of the four-row system is still judged according to the service quality, and the party with the largest service quality performs control. The extended flight control system is shown in fig. 3. Compared with fig. 1, the four-row system is added with a main control 2 double channel 12 and an auxiliary control 2 double channel 13.

3) Five element system expansion

For a passenger plane civil aviation system, the fault probability is extremely low, two different control laws (an advanced control law and a basic control law) are considered, the fault assurance level and the development difficulty of the two control laws are different, and for fault isolation, a five-element system architecture of a three-element and double-element system can be adopted. The double-row system is generally used for calculating a basic control law, so that the basic flight function of the aircraft is guaranteed, and hardware and software with extremely high safety coefficients are adopted for main control or auxiliary control in the double-row system. While the three-line system uses cheaper hardware and software, i.e. adopts a strategy of changing quality by number. The extended flight control system is shown in fig. 4. Wherein, compared to fig. 1, the five-element system replaces the main control dual channel 1 and the auxiliary control dual channel 2 with the advanced main control dual channel 14, the advanced auxiliary control dual channel 15, the advanced monitoring dual channel 16, the basic main control dual channel 17 and the basic auxiliary control dual channel 18.

For expansion of channels. The instruction channel may be expanded to include, but is not limited to: the double instruction channels and the flight control system are three-channel calculation. For example, the extended dual instruction channel is referred to in FIG. 5. Wherein the dual instruction channel is augmented with instruction channel 10 as compared to fig. 1. The expanded three-way system is shown in fig. 6. In contrast to fig. 2, the three-channel system replaces the main control channel 1, the auxiliary control channel 2 and the monitoring channel 11 with a main control channel 19, an auxiliary control channel 20 and a monitoring channel 21.

For extension of communication networks. The communication network may be expanded to include, but is not limited to: dual redundant communication network, triple redundant communication network. In which each computer chip requires a dual in and dual out bus interface architecture, an extended dual redundancy communication network is used, see fig. 7. Since the general computing hardware has only dual-in and dual-out communication interfaces, the triple-redundancy communication network is only adapted to the triple-channel system, and the expanded triple-redundancy communication network is referred to in fig. 8.

As shown in fig. 9, the control method of the aircraft in the present application is applied to the first flight control system, and is simultaneously applied to other flight control systems except for the first flight control system, such as the second flight control system, and the control method and control principle of the aircraft adopted on the other flight control systems are the same as those of the first flight control system, and are not described herein again. The present application takes a first flight control system as an example. The control method of the aircraft comprises the following steps:

step S110, acquiring the state of the aircraft, the health state of the airborne equipment and the flight parameters acquired by the sensing unit.

In this embodiment, in the flight process, the service quality of each flight control system needs to be determined in real time, and then the control roles of each flight control system are determined according to the service quality of each flight control system, so that different flight control systems can execute the control functions corresponding to the control roles, and the reliability of the aircraft is improved.

The sensing unit comprises a sensor on the aircraft and an accessory processing unit. The sensor may be a position sensor, a gesture detection sensor, or the like. The sensing unit is used for acquiring the state of the aircraft in real time. Among other things, aircraft conditions include, but are not limited to, aircraft current airspeed, attitude, position, etc. The on-board equipment comprises an actuating unit, a sensor and the like. The health status of the on-board equipment includes, but is not limited to, sensor monitoring status, communication status, actuation unit quality of service, flight control accuracy, flight quality, energy consumption, and actuation fluctuation frequency. The flight parameters include remaining flight path, remaining flight time, etc.

Each flight control system can acquire the state of the aircraft, the health state of the airborne equipment and the flight parameters acquired by the sensing unit, and further calculate the service quality of the main control system.

Step S120, determining a first quality of service of the first flight control system according to the state of the aircraft, the health state of the on-board device and the flight parameter.

In this embodiment, the first quality of service of the first flight control system may be determined jointly according to the aircraft state acquired by the sensing unit, the health state of the on-board device, and the flight parameter. Wherein, the corresponding specific design can be carried out for each flight control system according to different system architectures. For example, for the main control system, corresponding weights can be set for the state of the aircraft, the health state of the airborne equipment and the flight parameters according to the characteristics of the main control system, the service quality corresponding to each part is calculated, then the weight calculation is performed by combining the weights corresponding to each part, and the service quality corresponding to the main control system is obtained through the weight calculation. For the auxiliary control system, corresponding weights can be respectively set for the state of the aircraft, the health state of the airborne equipment and the flight parameters according to the characteristics of the auxiliary control system, the service quality corresponding to each part is calculated, the weights corresponding to each part are combined for weighted calculation, and the service quality corresponding to the auxiliary control system is obtained through weighted calculation.

In a specific calculation process, the calculation of quality of service for the aircraft state may be performed in conjunction with a target aircraft state, such as a target airspeed, a target attitude, a target position, etc. The state of the target aircraft is the state to be achieved by the aircraft, namely the airspeed to be achieved by the aircraft, the attitude to be achieved by the aircraft, the position to be achieved by the aircraft and the like. The quality of service for the aircraft state may be determined based on the current aircraft state and the target aircraft state.

Optionally, input and output verification exists between the two channels in each group of computing channels, and each group of computing channels realizes preliminary self-verification and can calculate the service quality of own system, so that voting in the channels is realized to determine a better channel. In addition, the other groups of computing channels can evaluate faults and effectiveness of the computing channels, if necessary, all command channels can exchange service quality, and according to the designed service quality critical value, the software roles of master control, auxiliary control, monitoring and the like of the system are determined. I.e. each flight control system may calculate the quality of service of other systems in addition to its own quality of service. And after the calculation is completed, the calculated service quality is sent to other systems, so that the monitoring of the other systems is realized.

Step S130, obtaining a second service quality of a second flight control system, wherein the second service quality is determined by the second flight control system according to the state of the aircraft, the health state of the airborne equipment and the flight parameter;

in this embodiment, the flight control systems may be multiple groups. And the flight control system can be a main control system, an auxiliary control system or a monitoring system. When the flight control systems are in multiple groups, each flight control system can determine the service quality of the flight control system, namely the first service quality, according to the state of the aircraft, the health state of the airborne equipment and the flight parameters. The second quality of service, which is the quality of service of the aircraft, can also be determined by other flight control systems as a function of the state of the aircraft, the state of health of the on-board equipment and the flight parameters. For example, where the flight control system includes a first flight control system and a second flight control system, the first flight control system may determine a first quality of service for itself while the second flight control system determines a second quality of service for the first flight control system. Optionally, the first flight control system may determine a first service quality of the first flight control system according to the state of the aircraft, the health state of the on-board device and the flight parameter, and the first flight control system may further determine a second service quality of the first flight control system according to the state of the aircraft, the health state of the on-board device and the flight parameter by means of the second flight control system, and after determining the second service quality, send the second service quality to the first flight control system.

Similarly, the second flight control system may determine its own first quality of service, or may determine a second quality of service for the second flight control system by the first flight control system, which may send the second quality of service to the second flight control system after determining the second quality of service. Specifically, the second flight control system determines the first quality of service based on the aircraft status, the health status of the on-board device, and the flight parameters. And then the service quality is sent to the first flight control system, so that the first flight control system can take the service quality as the second service quality of the first flight control system. Similarly, the first flight control system determines a second quality of service based on the aircraft status, the health of the on-board device, and the flight parameters. And then the second service quality is sent to the second flight control system, so that the second flight control system can take the second service quality as the second service quality of the second flight control system.

Step S140, determining a control role of the first flight control system according to the first quality of service and the second quality of service.

In this embodiment, the control roles of the flight control systems may be fixed, or may be determined according to the service quality calculated by each flight control system in the actual flight process. The control roles can be master control, monitoring, auxiliary control, standby and other control roles. When the control role is a master control role and a monitor role, the command channel controls the command switch to be closed, and the command channel can output the calculated control command to the actuating unit so as to control the actuating unit. When the control role is the auxiliary control role, the command channel controls the command switch to be turned off.

Optionally, determining the control role of the first flight control system according to the first quality of service and the second quality of service includes the steps of:

step S141, a first service quality critical value and a second service quality critical value are obtained, wherein the first service quality critical value is larger than the second service quality critical value;

step S142, determining a control role of the first flight control system according to the first quality of service threshold, the second quality of service threshold, the first quality of service and the second quality of service.

A first quality of service threshold and a second quality of service threshold may be obtained; and determining the control role of the first flight control system according to the first service quality critical value, the second service quality critical value, the first service quality and the second service quality.

The first service quality critical value is mainly used for judging the undertaking party of the monitoring role; the second qos threshold is mainly used for determining the undertaking party of the master role. And the first quality of service threshold is greater than the second quality of service threshold. The first qos threshold and the second qos threshold need to be specifically designed according to the system. The first service quality refers to the self system service quality calculated by a system composed of a certain two channels. The second quality of service refers to the calculated system quality of service of the other party of the system composed of the other two channels.

Alternatively, the following rules may be used to determine the control roles of the first flight control system:

when the first service quality is larger than the second service quality critical value and the first service quality is larger than the second service quality, determining that the first flight control system is a master control role; or when the second service quality is smaller than the first service quality critical value, determining that the first flight control system is a monitoring role; or determining that the first flight control system is an auxiliary control role when the first service quality is smaller than or equal to a second service quality critical value, the first service quality is smaller than or equal to the second service quality, and the second service quality is larger than or equal to the first service quality critical value.

The rule is applicable to each flight control system, that is, the control role of the flight control system can be determined by adopting the rule in each flight control system. And determining which of the master control role, the monitoring role and the auxiliary control role each flight control system belongs to through the rules.

And step S150, executing the control function corresponding to the control role.

Optionally, after determining the control role of the first flight control system, the control function corresponding to the control role of the first flight control system can be executed, so that the service quality of the aircraft is kept optimal, and the reliability of the aircraft is improved.

Optionally, when the flight control system includes the first flight control system and the second flight control system, in order to ensure that at least one flight control system works at the same time, a target flight control system needs to be determined, so that the target flight control system controls the actuation unit, and the aircraft can fly normally.

Optionally, step S150 specifically includes the following implementation manners:

and the first flight control system is determined to be a target flight control system when the first flight control system is a main control role and the second flight control system is an auxiliary control role, and the first flight control system is controlled to send a control instruction to the actuating unit. It can be understood that the command channel of the first flight control system is controlled to close the command switch, so that the command channel of the first flight control system outputs a control command, and further the control action unit of the first flight control system is realized.

Similarly, when the first flight control system is an auxiliary control role and the second flight control system is a main control role, the second flight control system is determined to be a target flight control system, and the second flight control system is controlled to send a control instruction to the actuating unit. It can be understood that the command channel of the second flight control system is controlled to close the command switch, so that the command channel of the second flight control system outputs a control command, and further the control action unit of the second flight control system is realized.

And secondly, when the first flight control system is a monitoring role and the second flight control system is an auxiliary control role, determining the first flight control system as a target flight control system, and controlling the first flight control system to send a control instruction to the actuating unit. It can be understood that the command channel of the first flight control system is controlled to close the command switch, so that the command channel of the first flight control system outputs a control command, and further the control action unit of the first flight control system is realized.

Similarly, when the second flight control system is a monitoring role and the first flight control system is an auxiliary control role, the second flight control system is determined to be a target flight control system, and the second flight control system is controlled to send a control instruction to the actuating unit. It can be understood that the command channel of the second flight control system is controlled to close the command switch, so that the command channel of the second flight control system outputs a control command, and further the control action unit of the second flight control system is realized.

And thirdly, when the first flight control system and the second flight control system are not in the main control role or the monitoring role, for example, when the first flight control system and the second flight control system are in the auxiliary control role, determining the system with the highest service quality in the first flight control system and the second flight control system as the target control system, and controlling the system with the highest service quality to send a control instruction to the actuating unit. And assuming that the service quality of the first flight control system is highest, taking the first flight control system as a target flight control system, and controlling a command channel of the first flight control system to directly output a control command recommended by a corresponding command channel of the first flight control system, thereby realizing a system control and actuation unit with highest service quality.

Fourth, when the first flight control system is a master control role and the second flight control system is a master control role, or the first flight control system is a master control role and the second flight control system is a monitoring role, or the first flight control system is a monitoring role and the second flight control system is a master control role, or the first flight control system is a monitoring role and the second flight control system is a monitoring role, determining an instruction weighted average value according to a control instruction of the first flight control system, the service quality of the first flight control system, the control instruction of the second flight control system and the service quality of the second flight control system, and controlling the first flight control system to output the instruction weighted average value to an actuating unit. The control instruction of the first flight control system is a control instruction recommended by an instruction channel of the first flight control system. The control instruction of the second flight control system is a control instruction recommended by an instruction channel of the second flight control system. The quality of service of the first flight control system may be the quality of service calculated by the own flight control system, i.e. the first quality of service. The service quality of the second flight control system can also be the service quality calculated by the own flight control system. For example, in the computer matrix of master control, monitoring or monitoring, a weighted average of the commands formed by the quality of service calculated by the command channel of each flight control system is output, and the weighted average of the commands is sent to the actuation unit by the master flight control system. Assuming that the service quality of the first flight control system is 80, the control instruction of the first flight control system is 5, the service quality of the second flight control system is 60, and the control instruction of the second flight control system is 4, the weighted average of the instructions is: 5 (80/140) +4 (60/140) ≡1.8.

Optionally, besides performing role switching in a software manner, the two channels can be monitored and stand by to manage the output switch of the command channel in a hardware level, when the monitoring or stand-by channel finds that the command channel is seriously abnormal or completely out of control, the monitoring or stand-by channel has the right to cut off the output of the command channel, and other groups of computing channels start role switching, so that the dual fault detection and isolation of the software and the hardware are finally realized.

Each flight control system is provided with a corresponding computer unit, and the computer unit comprises at least one instruction channel, at least one command channel and a command switch, wherein the command channel is used for controlling the state of the command switch.

Optionally, controlling the first flight control system to send a control instruction to the actuation unit includes: the command channel determines a first control instruction according to the sensor data acquired by the sensing unit; the command channel acquires a second control command of the command channel, wherein the second control command is determined by the command channel according to the sensor data acquired by the sensing unit; the command channel determining a difference between the first control instruction and the second control instruction; the command channel determines the state of the command switch according to the difference value; and when the command channel determines that the command switch is in a closed state, controlling the command channel of the first flight control system to output the second control command to the actuating unit.

Optionally, before the first flight control system outputs the control instruction to the actuating unit, the instruction channel of the first flight control system determines the first control instruction according to the sensor data collected by the sensing unit, and the command channel of the first flight control system determines the second control instruction according to the sensor data; the command channel determines the instruction types of the first control instruction and the second control instruction, and acquires an error range associated with the instruction types; when the command channel detects that the difference value is within the error range, determining that the command switch is in a default closed state; the command channel is configured to provide an off signal to the command switch to cause the command switch to be in an off state when the difference is detected to be outside the error range.

Specifically, the first control command and the second control command each include a command such as a throttle command, a rudder deflection command, a motor rotation speed command, a motor torque command, and the like. Under normal conditions, the first control instruction is identical to the second control instruction. The first control instruction and the second control instruction calculated by the instruction channel can be compared to calculate errors, and when the difference exceeds the error range, the first control instruction and the second control instruction are inconsistent, namely, a certain device or a certain module has faults. Therefore, when the difference exceeds the error range, the command switch is required to be turned off, so that the system formed by the two channels is completely turned off to output and does not participate in the control of the aircraft. For example, assuming that the difference between the first control command of the command channel of the target flight control system and the second control command of the command channel exceeds the error range, the control command channel turns off the command switch of the first flight control system so that the first flight control system completely turns off the output. Similarly, the auxiliary control (monitoring) system also adopts the same judging mode to determine whether the command switch is opened or closed, so that the auxiliary control (monitoring) system is in different states.

The error range can be determined according to the instruction type of the control instruction. For example: regarding discrete control commands, such as throttle commands: 10% of the error range itself; regarding continuous control instructions, such as rudder deflection instructions: 5% of the error range itself; regarding boolean control instructions, such as take-off instructions: 0 (i.e., zero margin). Wherein any command errors need to be validated after a certain time.

Optionally, the command channel outputs the first control instruction to the actuation unit when determining that the command switch is in an off state according to the difference value.

According to the technical scheme, the first flight control system determines the service quality of the first flight control system according to the state of the aircraft, the health state of the airborne equipment and the flight parameter by acquiring the state of the aircraft, the health state of the airborne equipment and the flight parameter acquired by the sensing unit, and simultaneously acquires the second service quality determined by the second flight control system according to the state of the aircraft, the health state of the airborne equipment and the flight parameter, and further determines the control role born by the first flight control system according to the first service quality and the second service quality, so that the first flight control system can execute the control function corresponding to the control role. Because the control roles of each flight control system can be switched according to the service quality, the flight control system on the normal control path can also control equipment or modules which have faults on other control paths, and the reliability of the aircraft is improved.

Embodiments of the present invention provide embodiments of a method of controlling an aircraft, it being noted that although a logic sequence is shown in the flow chart, in some cases the steps shown or described may be performed in a different order than that shown or described herein.

Based on the same inventive concept, the embodiments of the present application further provide a computer readable storage medium, where the computer readable storage medium stores a control program of an aircraft, where each step of the control method of the aircraft as described above is implemented when the control program of the aircraft is executed by a processor, and the steps can achieve the same technical effects, and for avoiding repetition, a detailed description is omitted herein.

Because the storage medium provided in the embodiments of the present application is a storage medium used for implementing the method in the embodiments of the present application, based on the method described in the embodiments of the present application, a person skilled in the art can understand the specific structure and the modification of the storage medium, and therefore, the description thereof is omitted herein. All storage media used in the methods of the embodiments of the present application are within the scope of protection intended in the present application.

It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

It should be noted that in the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order. These words may be interpreted as names.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the invention.

It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit or scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.

Claims (10)

1. A method of controlling an aircraft, for application to a first flight control system, the method comprising:

acquiring the state of the aircraft, the health state of airborne equipment and flight parameters acquired by the sensing unit;

determining a first quality of service of the first flight control system according to the aircraft state, the health state of the on-board equipment and the flight parameter;

acquiring a second service quality of a second flight control system, wherein the second service quality is determined by the second flight control system according to the state of the aircraft, the health state of the airborne equipment and the flight parameter;

Determining a control role of the first flight control system according to the first service quality and the second service quality;

and executing the control function corresponding to the control role.

2. The method of claim 1, wherein determining the control role of the first flight control system based on the first quality of service and the second quality of service comprises:

acquiring a first service quality critical value and a second service quality critical value, wherein the first service quality critical value is larger than the second service quality critical value;

and determining a control role of the first flight control system according to the first service quality critical value, the second service quality critical value, the first service quality and the second service quality.

3. The method of claim 2, wherein the step of determining the control role of the first flight control system based on the first quality of service threshold, the second quality of service threshold, the first quality of service, and the second quality of service comprises:

when the first service quality is greater than the second service quality critical value and the first service quality is greater than the second service quality, determining that the first flight control system is a master control role;

Or when the second service quality is smaller than the first service quality critical value, determining that the first flight control system is a monitoring role;

or determining that the first flight control system is an auxiliary control role when the first service quality is smaller than or equal to the second service quality critical value, the first service quality is smaller than or equal to the second service quality and the second service quality is larger than or equal to the first service quality critical value.

4. A method according to claim 1 or 3, wherein the first flight control system is provided with at least one command channel, at least one command channel and a command switch, and wherein the step of executing the control function corresponding to the control role comprises:

when the first flight control system is a main control role and the second flight control system is an auxiliary control role, the first flight control system is controlled to send a control instruction to an actuating unit;

or when the first flight control system is a monitoring role and the second flight control system is an auxiliary control role, controlling the first flight control system to send a control instruction to an actuating unit;

or when the first flight control system and the second flight control system are auxiliary control roles, controlling a system with highest service quality in the first flight control system and the second flight control system to send a control instruction to an actuating unit;

Or when the first flight control system is a master control role or a monitoring role and the second flight control system is a master control role or a monitoring role, determining an instruction weighted average value according to the control instruction of the first flight control system, the service quality of the first flight control system, the control instruction of the second flight control system and the service quality of the second flight control system, and controlling the first flight control system to output the instruction weighted average value to an actuating unit.

5. The method of claim 4, wherein the step of controlling the first flight control system to send control instructions to an actuation unit comprises:

the command channel determines a first control instruction according to the sensor data acquired by the sensing unit;

the command channel acquires a second control command of the command channel, wherein the second control command is determined by the command channel according to the sensor data acquired by the sensing unit;

the command channel determining a difference between the first control instruction and the second control instruction;

the command channel determines the state of the command switch according to the difference value;

and when the command channel determines that the command switch is in a closed state, controlling the command channel of the first flight control system to output the second control command to the actuating unit.

6. The method of claim 5, wherein the step of the command channel determining the status of the command switch based on the difference value comprises:

the command channel determines the instruction types of the first control instruction and the second control instruction, and acquires an error range associated with the instruction types;

when the command channel detects that the difference value is within the error range, determining that the command switch is in a default closed state;

the command channel is configured to provide an off signal to the command switch to cause the command switch to be in an off state when the difference is detected to be outside the error range.

7. The method of claim 6, wherein after the step of the command channel determining the status of the command switch based on the difference value, the method further comprises:

and the command channel outputs the first control instruction to the actuating unit when determining that the command switch is in an off state according to the difference value.

8. An aircraft, the aircraft comprising: the system comprises a sensing unit, an actuating unit, at least two groups of flight control systems arranged based on a distributed architecture, and at least one group of buses for communication among the sensing unit, the actuating unit and the flight control systems.

9. The aircraft of claim 8, wherein each of the flight control systems includes at least one command channel, and a command switch;

the command channel is used for controlling the state of the command switch so as to control the actuating unit through a first control instruction of the command channel when the command switch is in a default closed state, and control the actuating unit through a second control instruction of the command channel when the command switch is in an open state.

10. A computer-readable storage medium, characterized in that it stores a control program of an aircraft, which when executed by a processor implements the steps of the control method of an aircraft according to any one of claims 1-7.

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