CN116700311A - Combined high-speed aircraft control system based on software definition - Google Patents
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Abstract
The application relates to a combined high-speed aircraft control system based on software definition, which comprises a ground test launch control system, a top-ground non-cabled interface component, an inter-stage non-cabled interface component, a head cabin non-cabled interface component, a task cabin non-cabled interface component, a cabin section n communication component, a head cabin communication component, a cabin section n general motion execution component, a head cabin general motion execution component, a cabin section n servo mechanism, a head cabin servo mechanism, a cabin section n general power transformation and distribution component, a head cabin general power transformation and distribution component, a cabin section n thermal battery, a head cabin thermal battery and an information processing control module adopting software definition. The control architecture of the general control and execution standard is built by utilizing a software definition technology, the reliability and the functional adaptability of the system are improved, and the flight control requirements of multiple ranges, multiple tracks and multiple tasks in a real scene are met.
Description
Technical Field
The application relates to the technical field of aircraft control, in particular to a combined high-speed aircraft control system based on software definition.
Background
At present, a high-speed aircraft is composed of a plurality of cabin sections according to the requirements of flight tasks, and each cabin section is designed with a special information processing single machine aiming at a specific task based on a customized design concept and is used for information processing and task execution of the cabin section; adopting a point-to-point centralized control or distributed control architecture, wherein the functions of each single machine are tightly coupled with hardware, so that the whole single machine of the control system has a plurality of single machines and various types, and the computing resources of each single machine cannot be shared; in addition, the information interaction between the cabin sections is completely dependent on the cable network and various types of connectors, so that the opposite connection cables between the cabin sections are complex, and the combination flow of the cabin sections is complex. The problems become bottlenecks for restricting the performance improvement of the advanced aircraft control system, and cannot meet the requirements of future high-speed high-performance aircraft combination, modularized design deployment and convenient use. There is therefore an urgent need for a new control system that can effectively improve the performance of aircraft control systems.
Disclosure of Invention
In view of the foregoing, it is desirable to provide a software-defined, integrated high-speed aircraft control system.
In order to achieve the above purpose, the present application adopts the following technical scheme:
a software-defined-based control system for a combined high-speed aircraft, the combined high-speed aircraft comprising a carrier system and a secondary platform system; the carrying system comprises an N-level cabin section, wherein N is a positive integer and is used for completing the active section flight of the combined high-speed aircraft; the secondary platform system comprises a head cabin and a task cabin, and is used for continuously delivering task loads to a preset target area after the active section is flown;
the combined high-speed aircraft control system is characterized by comprising a ground test launch control system, a heaven and earth non-cabling interface component, an inter-stage non-cabling interface component, a head cabin non-cabling interface component, a task cabin non-cabling interface component, a cabin n communication component, a head cabin communication component, a cabin n general motion execution component, a head cabin general motion execution component, a cabin n servo mechanism, a head cabin servo mechanism, a cabin n general power transformation and distribution component, a head cabin general power transformation and distribution component, a cabin n thermal battery, a head cabin thermal battery and an information processing control module; n=1, 2, …, N;
the heaven and earth non-cabled interface component is used for providing non-cabled communication connection between the ground test launch control system and the cabin section 1 communication component in the combined carrying system; the inter-stage non-cabled interface component is used for providing non-cabled communication connection between each cabin section N communication component in the combined carrying system, the head cabin non-cabled interface component is used for providing non-cabled communication connection between the cabin section N communication component and the head cabin communication component, and the task cabin non-cabled interface component is used for providing non-cabled communication connection between the head cabin communication component and the task cabin;
the cabin section n general motion execution component is used for executing driving control on the cabin section n servo mechanism according to the servo control instruction output by the information processing control module; the general movement execution component of the head cabin is used for executing the driving control of the servo mechanism of the head cabin according to the servo control instruction output by the information processing control module; the general power transformation and distribution assembly of the cabin n is used for providing input energy for each load single machine of the cabin n after transforming and distributing the output of the cabin n thermal battery according to the energy control instruction output by the information processing control module; the general power transformation and distribution assembly of the head cabin is used for providing input energy for each load single machine of the head cabin after power transformation and distribution control is carried out on the output of the head cabin thermal battery according to the energy control instruction output by the information processing control module.
Further, the information processing control module comprises a plurality of information processing components, and the control tasks run in each information processing component in a time-sharing manner;
one of the information processing components is set as a resource scheduling node, and the rest of the information processing components are set as general computing nodes; and the resource scheduling node adopts a polling mode, queries idle resource conditions of all the general computing nodes at regular time, and online schedules the general computing nodes to execute the control task according to the idle resource conditions of the general computing nodes.
Further, the control tasks comprise flight time sequence control, guidance control, attitude control, detection signal processing, target intelligent identification, compound navigation, energy control, servo drive control, online task planning, terminal guidance intelligent decision and information sharing.
Further, when the resource scheduling node online schedules the general computing node to execute the control task, the resource scheduling node online determines the control task to be executed at the flight time according to the task requirement and by adopting an intelligent algorithm, and judges the relation between the control tasks to be executed; if the control tasks to be executed are in serial relation, the resource scheduling node distributes the general computing nodes with idle resources to the control tasks to be executed according to the FIFO sequence, and online dynamic redefinition is carried out on the general computing nodes with idle resources; if the control tasks to be executed are in parallel relation, the resource scheduling node respectively allocates the general computing nodes with idle resources for each control task to be executed, and dynamically redefines the general computing nodes with idle resources on line;
on-line dynamic redefinition of the generic computing node with idle resources includes: distributing the control task, execution time and input/output interface to the general computing node; and distributing task software for executing the control task to the general-purpose computing node, and controlling the task software to run.
Further, the communication mode of the cabin n communication assembly is wireless communication;
the communication mode of the head cabin communication assembly is wireless communication.
Furthermore, the information processing component is a DSP+FPGA+intelligent chip architecture.
Further, the secondary platform system has an outline structure of a waverider or wing body fusion or a bipyramid or a split-guide type platform.
Further, during the driving control of the cabin section n servo mechanism, the output voltage waveform of the cabin section n general power transformation and distribution assembly is undistorted; during execution of drive control of the head cabin servo mechanism, the head cabin universal power transformation and distribution assembly outputs a voltage waveform without distortion.
One of the above technical solutions has the following advantages and beneficial effects: according to the combined high-speed aircraft control system based on software definition, the main framework of the combined high-speed aircraft control system which is universal and can be defined by software is formed by the heaven-earth non-cabled interface component, the inter-stage non-cabled interface component, the head cabin non-cabled interface component, the task cabin non-cabled interface component, the cabin n communication component, the head cabin communication component, the cabin n general motion execution component, the head cabin general motion execution component, the cabin n servo mechanism, the head cabin servo mechanism, the cabin n general power transformation and distribution component and the information processing control module which is defined by software, and the main framework is in wireless linkage with the ground detection and control system, and meanwhile, the cabin n thermal battery and the head cabin thermal battery are respectively used as primary energy input of each load single machine of each cabin and each head cabin, so that normal power supply of each cabin load is ensured.
Compared with the prior art, the general control and execution standard control architecture constructed based on the software definition technology enables hardware resources to be centralized and controlled and dynamically distributed, and the information processing control module supports information centralized fusion processing of various loads such as flight time sequence control, guidance control, attitude control, detection signal processing, target intelligent identification, compound navigation, energy control, servo drive control, on-line task planning, terminal guidance intelligent decision making, information sharing and the like, so that the general control requirement of each cabin is met. The design mode of hardware special and software binding in the traditional aircraft control system is changed in a software definition mode, so that the aircraft control function can be flexibly configured in the information processing control module, dependence of hardware special and software binding is avoided, and the problems of multiple equipment quantity and types, fixed functions, poor combination capability and the like of the traditional aircraft control system are solved. In addition, the high-reliability cableless interface technology is adopted, system components such as ground drop plugs and interstage cables are omitted, interstage cableless transmission is adopted, and therefore the aircraft can flexibly and rapidly assemble and match cabin sections according to ranges, loads and task types, plug and play is achieved, the development period is shortened, meanwhile, the reliability of the system is improved, and flight control requirements of multiple ranges, multiple tracks and multiple tasks in a real scene are met.
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In order to more clearly illustrate the technical solutions of the embodiments or the conventional techniques of the present application, the drawings required for the descriptions of the embodiments or the conventional techniques will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort for those skilled in the art.
FIG. 1 is a schematic diagram of a software-defined based integrated high-speed aircraft control system in one embodiment;
FIG. 2 is a schematic diagram of a software-defined based integrated high-speed aircraft control system in another embodiment.
Detailed Description
The present application will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present application more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
It is noted that reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
Those skilled in the art will appreciate that the embodiments described herein may be combined with other embodiments. The term "and/or" as used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items and includes such combinations.
Embodiments of the present application will be described in detail below with reference to the attached drawings in the drawings of the embodiments of the present application.
Referring to FIG. 1, in one embodiment, a software-defined based control system for a composite high-speed aircraft is provided that includes two body structure components, a composite carrier system 101 and a secondary platform system 102. The combined high-speed aircraft control system comprises: the ground test launch control system 12, the heaven and earth non-cabling interface component 13, the inter-stage non-cabling interface component 14, the head cabin non-cabling interface component 15, the task cabin non-cabling interface component 16, the cabin section n communication component 17, the head cabin communication component 18, the cabin section n general motion execution component 19, the head cabin general motion execution component 20, the cabin section n servo mechanism 21, the head cabin servo mechanism 22, the cabin section n general power transformation and distribution component 23, the head cabin general power transformation and distribution component 24, the cabin section n thermal battery 25, the head cabin thermal battery 26 and the information processing control module 27 which are defined by software; n=1, 2, …, N being a positive integer.
The heaven and earth non-cabled interface component 13 is used for providing non-cabled communication connection between the ground test launch control system 12 and the cabin segment 1 communication component in the combined carrying system 101, the inter-stage non-cabled interface component 14 is used for providing non-cabled communication connection between each cabin segment N communication component 17 in the combined carrying cabin 101, the cabin non-cabled interface component 15 is used for providing non-cabled communication connection between the cabin segment N communication component and the cabin communication component 18 in the secondary platform 102, and the cabin non-cabled interface component 16 is used for providing non-cabled communication connection between the cabin communication component 18 and the cabin in the secondary platform system 102.
The information processing control module 27 is arranged on the secondary platform system 102 and is used for executing the control task set by the combined aircraft; the control tasks comprise flight time sequence control, guidance control, attitude control, detection signal processing, target intelligent identification, compound navigation, energy control, servo drive control, online task planning, terminal guidance intelligent decision-making and information sharing. That is, the function of the information processing control module 27 is to perform communication interconnection with devices in other cabin segments in order to implement centralized processing of information and instructions such as guidance control, attitude control, detection signal processing, target intelligent recognition, composite navigation, energy control, servo driving control, on-line task planning, terminal guidance intelligent decision, information sharing, etc. by combining time sequence control of the whole flight process of the high-speed aircraft, and based on general hardware, the control tasks are executed in the information processing control module 27 by configuring corresponding software by adopting currently popular software definition technology.
The cabin section n general motion execution component 19 is used for executing driving control on the cabin section n servo mechanism 21 according to the servo control instruction output by the information processing control module 27, the head cabin general motion execution component 20 is used for executing driving control on the head cabin servo mechanism 22 according to the servo control instruction output by the information processing control module 27, the cabin section n general power transformation and distribution component 23 is used for providing input energy for each load single machine of the cabin section n after transforming and distributing the output of the cabin section n thermal battery 25 according to the energy control instruction output by the information processing control module 27, and the head cabin general power transformation and distribution component 24 is used for providing input energy for each load single machine of the head cabin after transforming and distributing the output of the head cabin thermal battery 26 according to the energy control instruction output by the information processing control module 27.
It will be appreciated that, as shown in fig. 2, the combined carrying system 101 of the combined high-speed aircraft is composed of multiple stages of cabin segments (i.e. cabin segment n), and is used for completing the active-segment flight of the combined high-speed aircraft, where the active-segment flight refers to carrying the combined high-speed aircraft to a certain distance from a predetermined target area where the mission load is delivered by a certain power device, that is, the active-segment flight refers to sending the combined high-speed aircraft to a certain position area by a rocket or other power system relative to the secondary platform system 102; the secondary platform system 102 refers to that the combined carrying system 101 completes the delivery task and is separated from the secondary platform system 102, and then the task load is continuously delivered to a preset target area as a power flying body. The secondary platform system 102 may include a nacelle and a mission cabin, wherein the nacelle is configured to house a nacelle communication assembly 18, an information processing control module 27, a nacelle general motion execution assembly 20, a nacelle servo 22, a nacelle general power transformation and distribution assembly 24, and a nacelle thermal battery 26; the information processing control module 27 is responsible for time sequence control of the whole flight process of the whole combined high-speed aircraft, and is in communication interconnection with equipment of other cabin sections of each level so as to perform centralized processing of control tasks (information processing and instruction transmission) such as guidance control, attitude control, detection signal processing, target intelligent identification, compound navigation, energy control, servo drive control, on-line task planning, terminal guidance intelligent decision making, information sharing and the like. The information processing control module 27 adopts a software definition mode, and gets rid of the design limitation of hardware special and software binding in the past, so that the communication function and the control function between each stage of the aircraft can be flexibly configured.
The task pod is used to deliver a specific task load to a predetermined target location, where a task pod may include one task load type, or may include multiple and multiple types of task loads at the same time, as shown in fig. 2, for example, the task pod may include, but is not limited to, task load 001, task load 002, and task load 003. The mechanical structural connections between ground test initiation system 12, modular carrier system 101 and secondary platform system 102 may be referred to as mechanical assembly of the various cabin segments of the high speed aircraft as is known in the art.
The heaven-earth non-cabled interface component 13, the inter-stage non-cabled interface component 14, the head cabin non-cabled interface component 15 and the task cabin non-cabled interface component 16 can all adopt the existing wireless communication interface components, the interface components are used for realizing the non-cabled communication between the corresponding cabin segments in a mode of the inter-stage wireless communication of the cabin segments, and the specific adopted wireless communication protocol can be selected according to the requirements of specific application scenes. Wherein the number of inter-stage cableless interface assemblies 14 may be determined based on the number of segments n, e.g., segment n includes 3 segments in total, then the number of inter-stage cableless interface assemblies 14 may be correspondingly configured 2 to provide inter-stage cableless communication between segment 1 and segment 2, segment 2 and segment 3, respectively, and similarly for the case of the other segment n numbers. The cable-free interface design is different from the traditional cable interface design between the cabin sections of the aircraft, so that the combination flow between the cabin sections is simplified, the complexity of the combined high-speed aircraft control system is reduced, and the overall reliability of the aircraft control system is improved.
The cabin n communication module 17 and the head cabin communication module 18 may be communication modules or chip products existing in the art, and are used for carrying out communication functions of instruction, data receiving, issuing, uploading and the like between the cabin segments, and transmitting data with the information processing control module 27 through the cableless interface module. The cabin section n general motion execution assembly 19, the head cabin general motion execution assembly 20, the cabin section n servo mechanism 21, the head cabin servo mechanism 22, the cabin section n general power transformation and distribution assembly 23 and the head cabin general power transformation and distribution assembly 24 can adopt the motion execution assembly, the servo mechanism and the power transformation and distribution assembly of the traditional combined high-speed aircraft; the bay n thermal battery 25 is provided as a primary energy input required for execution of the corresponding bay n control function. The specific number of the cabin n communication component 17, the cabin n general motion executing component 19, the cabin n servo mechanism 21, the cabin n general power transformation and distribution component 23 and the cabin n thermal battery 25 can be determined according to the number of the cabin n, for example, the combined carrying system 101 of 3 cabin segments, and each cabin segment can be provided with a set of control subsystem consisting of the communication component, the general motion executing component, the servo mechanism, the general power transformation and distribution component and the thermal battery of the cabin segment.
The combined high-speed aircraft control system based on software definition is formed by a heaven-earth non-cabled interface component 13, an inter-stage non-cabled interface component 14, a head cabin non-cabled interface component 15, a task cabin non-cabled interface component 16, a cabin n communication component 17, a head cabin communication component 18, a cabin n general motion execution component 19, a head cabin general motion execution component 20, a cabin n servo mechanism 21, a head cabin servo mechanism 22, a cabin n general power transformation and distribution component 23, a head cabin general power transformation and distribution component 24 and an information processing control module 27 which adopts software definition, and forms a main framework of the combined high-speed aircraft control system which is universal and software definable, and is in wireless linkage with a ground test and transmission control system 12, and meanwhile, a cabin n thermal battery 25 and a head cabin thermal battery 26 are respectively used as primary energy input of each load single machine of each cabin and each cabin, so that normal power supply of each cabin load is ensured.
Compared with the traditional technology, the scheme builds a control framework of general control and execution standard by utilizing a software definition technology, so that hardware resources can be centralized controlled and dynamically distributed, a software-defined information processing control module 27 is adopted to support control tasks such as flight time sequence control, guidance control, attitude control, detection signal processing, target intelligent recognition, compound navigation, energy control, servo driving control, on-line task planning, terminal guidance intelligent decision, information sharing, on-line reconstruction of computational resources and the like, the control tasks comprise information centralized fusion processing control tasks of multiple types of loads and general control tasks of each cabin section, the design mode of hardware special and software binding in a traditional aircraft control system is changed, the aircraft control function can be flexibly configured, dependence of hardware special and software binding is avoided, and the problems of multiple equipment quantity and types, fixed functions, poor combination capability and the like of the traditional aircraft control system are solved. In addition, the high-reliability cableless interface technology is adopted, system components such as ground drop plugs and interstage cables are omitted, interstage cableless transmission is adopted, and therefore the aircraft can flexibly and rapidly assemble and match cabin sections according to ranges, loads and task types, plug and play is achieved, the development period is shortened, meanwhile, the reliability of the system is improved, and flight control requirements of multiple ranges, multiple tracks and multiple tasks in a real scene are met.
Further, the ground test and initiation control system 12 is used for performing common detection and diagnosis on the pre-shooting operation state of the key single machine equipment in the corresponding cabin section of the combined carrying system 101 and the secondary platform system 102, uploading the preset flight task prefabrication data to the relevant information processing and control module 27 of the aircraft control system, and opening a start control signal for the flight task. For each cabin section N, the first-stage cabin section (namely, the cabin section 1) is used for realizing the first-stage speed-increasing flight of the active section, the second-stage cabin section (namely, the cabin section 2) is used for realizing the second-stage speed-increasing flight of the active section, and the N-stage cabin section (namely, the cabin section N) is used for realizing the N-stage speed-increasing flight of the active section.
In one embodiment, further, the communication mode of the cabin n communication component 17 is wireless communication. It will be appreciated that the primary communication component (i.e. the cabin segment 1 communication component), the secondary communication component (i.e. the cabin segment 2 communication component), the … … and the N-stage communication component (i.e. the cabin segment N communication component 17) are respectively responsible for the communication functions of receiving, issuing and uploading instructions and data between the cabin segments, so as to meet the inter-stage communication requirements of the system.
In one embodiment, the communication of the headgear communication assembly 18 is wireless. It will be appreciated that the head module communication assembly 18 is responsible for the communication functions of command, data reception, delivery and uploading between the head module and the front and rear module sections to meet the inter-stage communication requirements of the system.
In one embodiment, further, the information processing control module 27 includes a plurality of information processing components, and each control task runs in each information processing component in a time-sharing manner. One information processing component in each information processing component is set as a resource scheduling node, the other information processing components are set as general computing nodes, the resource scheduling nodes adopt a polling mode, and the available idle resource quantity of the general computing nodes is sequentially inquired from each general computing node at regular time.
It may be appreciated that the corresponding control tasks of each cabin segment may be run in a time-sharing manner in a software-defined manner in each corresponding information processing component in the secondary platform system 102, where the information processing component collects various information returned by the corresponding cabin segment and issues corresponding control instructions or data. When the resource scheduling node polls each general computing node, the time interval of polling can be set according to actual computing and control requirements, for example, the time interval can be set to 100ms, and only the available resource amount on each general computing node can be known on time so as to meet the control task scheduling requirements, so that efficient execution of each control task is ensured.
In order to improve the efficiency of information processing control tasks and the utilization efficiency of computing resources of the information processing components, one of the information processing components can be designated as a resource scheduling node, and the other information processing components are used as general computing node control tasks, so that each control task can be scheduled according to the resource allocation condition and the requirement of improving the processing efficiency. When the resource scheduling node online schedules the universal computing node to run the control task, the control task to be executed at the flight time is determined online according to the task requirement and by adopting an intelligent algorithm, and the relation between the control tasks to be executed is judged; if the control tasks to be executed are in serial relation, the resource scheduling node distributes the general computing nodes with idle resources to the control tasks to be executed according to the FIFO sequence (first in last out), and dynamically redefines the general computing nodes with idle resources on line; if the control tasks to be executed are in parallel relation, the resource scheduling node respectively allocates the general computing nodes with idle resources for each control task to be executed, and dynamically redefines the general computing nodes with idle resources on line.
The resource scheduling node performing online dynamic redefinition on the general computing node with idle resources comprises the following steps: sending a control command to the general purpose computing node; the control command comprises the allocation of the control task, execution time and input-output interface to the general purpose computing node; and distributing task software for executing the control task to the general-purpose computing node, and controlling the task software to run.
In one embodiment, further, the number M of the information processing components used as general-purpose computing nodes of the information processing control module included in the information processing control module 27 is determined by:
wherein, the liquid crystal display device comprises a liquid crystal display device,representing the number of information processing components required for the control task according to item i,representing an upward rounding; provided that there is a certain flight time sequenceThe control tasks need to be executed in parallel,representing execution in parallelThe number of information handling components required for the control task,representing execution in parallelItem of the control taskThe number of information handling components required for the control task,the number of the control tasks to be executed in parallel in the flight time sequence is represented;representing the maximum value of the number of information processing components required for executing the control task in parallel in the whole flight time sequence; m represents the number of the information processing components as general-purpose computing nodes; m represents the total task number of the control task. Thus, the number of information processing components required to be configured can be rapidly and accurately calculated, and the running requirements of each control task can be met with minimum resource cost.
In one embodiment, further, the resource scheduling node is configured to allocate computing resources to control tasks when performing online reconstruction of computing resources, establish an execution queue of the control tasks, record a priority of each control task, a start time of the control tasks, and a required completion time of the control tasks, allocate corresponding computing resources to each control task, and calculate an expected running time of each control task in the execution queue for task scheduling.
Specifically, in a certain designated resource scheduling node, computing resources can be allocated to control tasks according to control task demands such as flight time sequence control, guidance control, attitude control, detection signal processing, target intelligent identification, compound navigation, energy control, servo drive control, online task planning, terminal guidance intelligent decision, information sharing and the like in the flight time sequence; establishing a corresponding execution queue according to the control task demands, recording the information of the priority, the completion time, the required completion time and the like of each control task, and distributing corresponding computing resources for each control task; then, the resource scheduling node calculates the expected completion time length (i.e., expected running time) of each control task and uses the estimated completion time length for task scheduling; wherein each control task has a corresponding predicted run time. The resource scheduling node takes the control task as a scheduling object, performs task scheduling by taking the priority of the control task and the expected completion time length as the basis, performs task scheduling by taking the type of the control task and the relation between the control tasks as the basis, and generates a corresponding task scheduling plan so as to be linked with other general computing nodes, thereby efficiently executing the specific control task. And after the calculation is finished, the occupied calculation resources can be released.
The expected running time of each control task in the control task execution queue can be obtained by calculating in the following manner:
wherein S is the calculated amount of the current control task,the historical calculation amount of the control task is the average value of the historical completion time of the calculation resource amount occupied by all the control tasks corresponding to the current control task type in each control task execution queue. T0 is the run time of the history control task.
In one embodiment, further, when the resource scheduling node performs task scheduling, the control tasks are taken as scheduling objects, the priorities of all the control tasks are ordered in the order from high to low, and then whether the control tasks are immediately executed is judged according to the expected running time of each control task. If the control tasks are needed to be executed immediately, the resource scheduling node schedules the control tasks which are needed to be executed immediately to the general computing node reserved with the computing resources for processing, otherwise, the resource scheduling node executes the control tasks according to the priority order.
Specifically, when the resource scheduling node performs task scheduling, taking a control task as a scheduling object (namely taking the control task as a research object), sequencing all control task priorities in the resource scheduling node according to a sequence from high to low, and then judging whether to process immediately according to the predicted completion time (control task required completion time-current time) of each control task for each control task; if the control task requires the completion time-current time > the predicted completion time length of the control task, the control task is not processed and is executed according to the priority order of the control task.
If the control task requires the completion time-the current time is less than or equal to the predicted completion time length of the control task, the resource scheduling node immediately performs task scheduling, and the resource scheduling node distributes the control task to the computing resources reserved in other general computing nodes for computing. The control task calculation cannot be completed according to the expected running time under the current calculation resources, so that the control task is scheduled to the reserved calculation resources on other information processing components in advance for processing, and the calculation and control efficiency is further improved in a task scheduling mode.
In one embodiment, further, the information processing component is a dsp+fpga+smart chip architecture. It can be appreciated that in this embodiment, each information processing component may adopt a popular dsp+fpga+intelligent chip architecture and implement scheduling of control tasks based on a software definition manner, and control tasks such as flight timing control, guidance control, attitude control, detection signal processing, target intelligent recognition, composite navigation, energy control, servo drive control, on-line task planning, terminal guidance intelligent decision, information sharing, etc. are efficiently and highly reliably completed by utilizing advantages brought by the dsp+fpga+intelligent chip architecture.
It should be noted that, the design of the stage number of the combined carrying system 101 may be combined with the thrust, working time and weight of the first-stage cabin, the second-stage cabin, … … and the N-stage cabin according to the given flight task requirement, taking the minimum take-off quality and the maximum limit value of the effective load ratio as optimization targets, taking the range, the speed of the shutdown point and the like as constraint conditions, performing simulation optimization calculation by using the existing optimization solution model in the art, and finally obtaining the optimal stage number and the loading quality of each stage of the engine so as to meet the current flight task requirement and facilitate determining the specific configuration quantity of the combined high-speed aircraft control system.
The information processing component based on software definition is an open type high-reliability reconfigurable electric system information processor, and can be respectively configured into a resource scheduling node and a general computing node in a software definition mode, wherein the nodes mutually cooperate to complete the information centralized fusion processing functions of various loads such as flight time sequence control, guidance control, attitude control, detection signal processing, target intelligent identification, compound navigation, energy control, servo drive control, on-line task planning, terminal guidance intelligent decision, information sharing and the like in the whole flight process.
In one embodiment, further, the bay section n battery 25 and the head bay battery 26 are batteries of uniform output voltage levels.
It will be understood that in this embodiment, the primary cabin section, the secondary cabin section, the N-stage cabin section and the head cabin section adopt thermal batteries (i.e. the primary thermal battery (cabin section 1 thermal battery), the secondary thermal battery (cabin section 2 thermal battery), the N-stage thermal battery (cabin section N thermal battery 25) and the head cabin thermal battery 26) with unified output voltage levels as primary input energy sources of the load single machines of each stage, and after the power transformation and distribution control of the general power transformation and distribution assembly of the cabin section, the load single machines in each cabin section are respectively powered.
In one embodiment, during execution of drive control of the bay level n servo mechanism 21, the bay level n general purpose power conversion and distribution component 23 outputs no distortion in voltage waveform; during execution of drive control of the cabin servo 22, the cabin universal power transformation and distribution assembly 24 outputs no distortion in voltage waveform.
It will be appreciated that the functions of the universal motion performing module (primary) 23, the universal motion performing module (secondary) 24, the universal motion performing module (N-stage) 25, and the universal motion performing module (head pod) 26: and realizing the driving control of the servo mechanism according to the servo control instruction issued by each information processing component, wherein the driving control comprises the output of driving pulse and the monitoring of servo running state.
The primary functions of the primary servo mechanism (cabin 1 servo mechanism), the secondary servo mechanism (cabin 2 servo mechanism), the … … N-level servo mechanism (cabin N servo mechanism 21) and the head cabin servo mechanism 22 may be to output torque to drive the servo actuator to rotate in place according to a driving waveform output by a general motion executing component of the cabin.
The primary functions of the primary general power transformation and distribution assembly (cabin 1 general power transformation and distribution assembly), the secondary general power transformation and distribution assembly (cabin 2 general power transformation and distribution assembly), the N-stage general power transformation and distribution assembly (cabin N general power transformation and distribution assembly 23) and the head cabin general power transformation and distribution assembly 24 can be to transform and distribute the output voltage of the thermal battery of the cabin according to the energy management and control instruction output by the corresponding information processing assembly so as to provide stable and reliable energy for the back-end load equipment. Wherein, when the servo mechanism is driven, the output voltage waveform of the general power transformation and distribution assembly is ensured not to be distorted so as to ensure the accuracy and the reliability of the driving control.
In one embodiment, further, the secondary stage system 102 is contoured as a waverider. It will be appreciated that the nose cabin and the mission cabin may be combined to form the secondary platform system 102, and the configuration of the secondary platform system 102 may be designed according to different flight path patterns and mission loads. In this embodiment, the secondary platform system 102 is required to have the characteristics of strong burst protection capability and high reentry speed, and the external structure of the secondary platform system 102 can be selected as the existing waverider structure, so that the task requirement can be met more reliably.
In one embodiment, further, the secondary platform system 102 is contoured as a wing-body fusion. It will be appreciated that in this embodiment, when the task requires that the secondary platform system 102 have a lightweight, large internal volume and high stealth capability, the external configuration of the secondary platform system 102 may be selected to be an existing wing-body fusion configuration, thereby more reliably meeting the task requirement.
In one embodiment, the secondary platform system 102 is configured in a bi-cone configuration. It will be appreciated that in this embodiment, when a task requires a high lift-to-drag ratio for the secondary platform system 102, then the profile configuration of the secondary platform system 102 may be selected to be an existing bi-pyramidal configuration, thereby more reliably meeting the task requirement.
In one embodiment, the secondary stage system 102 is configured as a split-guide stage. In this embodiment, when the mission requires that the secondary platform system 102 be separated from the mother cabin and a plurality of sub-aircrafts are loaded, the external configuration of the secondary platform system 102 may be selected as the existing split-guide platform structure, so as to more reliably meet the mission requirement.
For the task cabin, the task load type can be set according to the requirement of executing the task target, and when the task target is required to have the detection capability, the task load can comprise an unmanned aerial vehicle and a buoy; when the mission objective requires communication capability, the mission payload may include a repeater and a satellite; when a task goal requires attack capability, the task load may include damaging components.
The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The foregoing examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the application. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.
Claims (8)
1. A software-defined-based control system for a combined high-speed aircraft, the combined high-speed aircraft comprising a carrier system and a secondary platform system; the carrying system comprises an N-level cabin section, wherein N is a positive integer and is used for completing the active section flight of the combined high-speed aircraft; the secondary platform system comprises a head cabin and a task cabin, and is used for continuously delivering task loads to a preset target area after the active section is flown;
the combined high-speed aircraft control system is characterized by comprising a ground test launch control system, a heaven-earth non-cabling interface component, an inter-stage non-cabling interface component, a head cabin non-cabling interface component, a task cabin non-cabling interface component, a cabin n communication component, a head cabin communication component, a cabin n general motion execution component, a head cabin general motion execution component, a cabin n servo mechanism, a head cabin servo mechanism, a cabin n general power transformation and distribution component, a head cabin general power transformation and distribution component, a cabin n thermal battery, a head cabin thermal battery and an information processing control module; n=1, 2, …, N;
the heaven and earth non-cabled interface component is used for providing non-cabled communication connection between the ground test launch control system and the cabin section 1 communication component in the combined carrying system; the inter-stage non-cabled interface component is used for providing non-cabled communication connection between each cabin section N communication component in the combined carrying system, the head cabin non-cabled interface component is used for providing non-cabled communication connection between the cabin section N communication component and the head cabin communication component, and the task cabin non-cabled interface component is used for providing non-cabled communication connection between the head cabin communication component and the task cabin;
the cabin section n general motion execution component is used for executing driving control on the cabin section n servo mechanism according to the servo control instruction output by the information processing control module; the general movement execution component of the head cabin is used for executing the driving control of the servo mechanism of the head cabin according to the servo control instruction output by the information processing control module; the general power transformation and distribution assembly of the cabin n is used for providing input energy for each load single machine of the cabin n after transforming and distributing the output of the cabin n thermal battery according to the energy control instruction output by the information processing control module; the general power transformation and distribution assembly of the head cabin is used for providing input energy for each load single machine of the head cabin after power transformation and distribution control is carried out on the output of the head cabin thermal battery according to the energy control instruction output by the information processing control module.
2. The software-defined based integrated high-speed aircraft control system of claim 1, wherein the information processing control module comprises a plurality of information processing components, and wherein control tasks are time-division run in each of the information processing components;
one of the information processing components is set as a resource scheduling node, and the rest of the information processing components are set as general computing nodes; and the resource scheduling node adopts a polling mode, queries idle resource conditions of all the general computing nodes at regular time, and online schedules the general computing nodes to execute the control task according to the idle resource conditions of the general computing nodes.
3. The software-defined based integrated high-speed aircraft control system of claim 2, wherein the control tasks include flight timing control, guidance control, attitude control, detection signal processing, target intelligent recognition, compound navigation, energy control, servo-driven control, on-line mission planning, terminal guidance intelligent decision-making, information sharing.
4. The combined high-speed aircraft control system based on software definition according to claim 2, wherein when the resource scheduling node online schedules the general computing node to execute the control tasks, the control tasks to be executed at the time of flight are determined online according to task requirements and by adopting an intelligent algorithm, and the relation between the control tasks to be executed is judged; if the control tasks to be executed are in serial relation, the resource scheduling node distributes the general computing nodes with idle resources to the control tasks to be executed according to the FIFO sequence, and online dynamic redefinition is carried out on the general computing nodes with idle resources; if the control tasks to be executed are in parallel relation, the resource scheduling node respectively allocates the general computing nodes with idle resources for each control task to be executed, and dynamically redefines the general computing nodes with idle resources on line;
on-line dynamic redefinition of the generic computing node with idle resources includes: distributing the control task, execution time and input/output interface to the general computing node; and distributing task software for executing the control task to the general-purpose computing node, and controlling the task software to run.
5. The software-defined based combined high-speed aircraft control system according to claim 1, wherein the communication mode of the cabin n communication component is wireless communication;
the communication mode of the head cabin communication assembly is wireless communication.
6. The software-defined based integrated high-speed aircraft control system of claim 2, wherein the information processing component is a dsp+fpga+smart chip architecture.
7. The software-defined based integrated high-speed aircraft control system of claim 1, wherein the secondary platform system has a contoured configuration of a waverider or wing-body fusion or bipyramid or pilot platform.
8. The software-defined based integrated high-speed aircraft control system of claim 1, wherein the segment n universal power conversion and distribution component output voltage waveform is undistorted during execution of drive control of the segment n servomechanism; during execution of drive control of the head cabin servo mechanism, the head cabin universal power transformation and distribution assembly outputs a voltage waveform without distortion.
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