Driving position control mechanism, aircraft control system and control method thereof, and aircraft

Abstract

The present invention relates to the field of aircraft control technology, and discloses a driving position control mechanism, an aircraft control system, a control method thereof, and an aircraft. The driving position control mechanism is used for an aircraft control mechanism, and the driving position control mechanism includes a control member connected by a motion transmission mechanism to enable motion transmission, a torque sensor, a plurality of motors arranged in parallel, and a backup force sensing component, and a position sensor group capable of feeding back position signals to a flight control computer, each motor being configured with its own motor position controller, wherein the driving position control mechanism can be in an active mode or a passive mode, and is in a force mode when a jam occurs in the driving position control mechanism. The driving position control mechanism uses a redundant motor solution, and can switch between an active mode, a passive mode, and a force mode, thereby improving the safety and reliability of aircraft control.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft control, and in particular to a cockpit control mechanism, an aircraft control system, an aircraft control system control method and an aircraft. Background Art

[0002] At present, the aircraft's fly-by-wire flight control system uses the control mechanism as the pilot's control input to control the aircraft's pitch, roll or heading attitude, or front wheel turning control. The control mechanism converts the pilot's mechanical control into electrical signals through position sensors and outputs them to the flight control computer to achieve aircraft pitch, roll, heading or front wheel turning control.

[0003] Traditional control mechanisms often use passive side sticks or mechanical linkage pedals, but there are some shortcomings in actual use. For example, the passive side stick cannot achieve linkage control between the pilot and co-pilot sides, and the pilot on one side cannot sense the control of the pilot on the other side. If the pilot and co-pilot do not communicate in time, it will cause double input; in addition, the control mechanism usually uses springs and dampers to provide a fixed force gradient and damping force, and the pilot cannot truly feel the position and load of the control surface. In addition, the mechanical linkage pedal is large in size and weight, the installation and debugging are relatively complicated, and the rigidity is poor.

[0004] In order to make up for the shortcomings of passive side stick or mechanically linked pedal operation, some active control mechanisms or active control methods that can realize electrical coupling linkage have emerged. Such active control mechanisms or active control methods involve a single motor. For example, in one control method, the flight parameters of the aircraft are directly sent to the motor control module, which determines the desired force curve and outputs it through a single motor, thereby facilitating the pilot to control the aircraft.

[0005] However, considering the current industrial level of motors, the safety of a single motor in the current active control method cannot be effectively guaranteed, which will affect flight safety to a certain extent. Summary of the invention

[0006] In response to at least some of the problems existing in the above-mentioned prior art, a first aspect of the present invention provides a cockpit control mechanism for an aircraft control mechanism, which uses a redundant motor solution and is capable of switching between an active mode, a passive mode and a force mode, thereby improving the safety and reliability of aircraft control.

[0007] In order to achieve the above-mentioned purpose, the present invention provides a driving position control mechanism, which is used for an aircraft control mechanism. The driving position control mechanism includes a control member connected by a motion transmission mechanism to enable motion transmission, a torque sensor, multiple motors and backup force sensing components arranged in parallel, and a position sensor group that can feed back position signals to a flight control computer, each of the motors is configured with its own motor position controller, wherein the driving position control mechanism can be in an active mode or a passive mode, and is in a force mode when a jam occurs in the driving position control mechanism.

[0008] In this technical solution, since the cockpit control mechanism includes multiple motors arranged in parallel, each motor is configured with its own motor position controller, and the cockpit control mechanism can be in active mode or passive mode, and is in force mode when a jam occurs in the cockpit control mechanism. In this way, the cockpit control mechanism can be switched between active mode, passive mode and force mode according to actual flight requirements in actual use, and in the active mode, the flight control computer can control the multiple motors of the cockpit control mechanism to always be in the main-standby state, that is, one part of the motors is in the main state and the other part of the motors is in the standby state, and in the active mode, passive mode and force mode, the flight control computer controls the aircraft attitude according to the feedback signal provided by the received position sensor group, thereby improving the safety and reliability of aircraft control.

[0009] Furthermore, the number of the motors is two.

[0010] Furthermore, in the active mode, the motor position controllers of some of the motors can be selected to receive an enable signal from the flight control computer, and only the enabled motors and their motor position controllers can obtain power input from the power supply unit, so that some of the motors are in the active state and other motors are in the standby state.

[0011] Furthermore, in the active mode, the torque sensor is configured to feed back the actual control load state of the control member to the flight control computer, and the actual control load state is used to determine whether to switch the active mode to the passive mode or the force mode.

[0012] Furthermore, the torque sensor is configured to send it to the motor position controllers of other driving position control mechanisms for algebraic superposition after sensing the pilot's actual control force command, so as to ensure that the motor control input commands of multiple driving position control mechanisms are the same to achieve electrical coupling linkage.

[0013] Furthermore, the motor position controller is configured to receive the optimal force-sensing characteristic signal selected by the flight control computer according to the current flight parameters of the aircraft, and to perform closed-loop control on the respective motors based on the force-sensing characteristic signal so that the output of the motor drives the movement of the control member.

[0014] Furthermore, when all motors fail, the driving position control mechanism is in the passive mode.

[0015] Furthermore, when the motor is stuck or the motion transmission mechanism is stuck, the driving position operating mechanism is in the force mode.

[0016] In a second aspect, the present invention provides an aircraft control system, which includes a flight control computer, a power supply unit and an aircraft control mechanism, wherein the aircraft control mechanism includes a plurality of cockpit control mechanisms as described in any of the first aspect above.

[0017] In this way, as described above, multiple cockpit control mechanisms can be switched among active mode, passive mode and force mode according to actual flight requirements, and in the active mode, the flight control computer can control multiple motors of the cockpit control mechanisms to always be in an active-standby state, that is, one part of the motors is in the main state and the other part of the motors is in the standby state, and in the active mode, passive mode and force mode, the flight control computer controls the aircraft attitude according to the feedback signals provided by the received position sensor group, thereby improving the safety and reliability of aircraft control.

[0018] In a third aspect, the present invention provides a method for controlling an aircraft control system, wherein the aircraft control system includes a flight control computer, a power supply unit and an aircraft control mechanism, wherein the aircraft control mechanism includes a plurality of cockpit control mechanisms, each of the cockpit control mechanisms includes a control member connected by a motion transmission mechanism to enable motion transmission, a torque sensor, a plurality of motors arranged in parallel and a backup force sensing component, and a position sensor group capable of feeding back position signals to the flight control computer, wherein each of the motors is configured with its own motor position controller, wherein the control method includes: a corresponding cockpit control mechanism among the plurality of cockpit control mechanisms can be in an active mode or a passive mode, and a cockpit control mechanism is in a force mode when a jam occurs; in the active mode, the passive mode or the force mode, the flight control computer can control the aircraft attitude according to the position signal received from the position sensor group.

[0019] In this technical solution, since each of the multiple cockpit control mechanisms includes multiple motors arranged in parallel, each motor is configured with its own motor position controller, and the cockpit control mechanism can be in active mode or passive mode, and is in force mode when a jam occurs in the cockpit control mechanism. In this way, each cockpit control mechanism can switch between active mode, passive mode and force mode according to actual flight requirements, and in the active mode, the flight control computer can control the multiple motors of each cockpit control mechanism to always be in the main-standby state, that is, one part of the motors is in the main state and the other part of the motors is in the standby state, and in the active mode, passive mode and force mode, the flight control computer controls the aircraft attitude according to the feedback signal provided by the received position sensor group, thereby improving the safety and reliability of aircraft control.

[0020] Furthermore, in the active mode, the torque sensors of each driving position control mechanism respectively sense their corresponding pilot operation instructions, and each motor position controller can receive all the pilot operation instructions for algebraic superposition, so that the motor control input instructions of each driving position control mechanism are the same to achieve electrical coupling linkage.

[0021] Furthermore, in the active mode, the flight control computer selects the optimal force-feeling characteristic signal according to the current flight parameters of the aircraft, and sends it to the motor position controller of each driving position control mechanism to control the motor.

[0022] Furthermore, in the active mode, the flight control computer can control some of the multiple motors of each driving position control mechanism to be in the main state and other motors to be in the standby state.

[0023] Furthermore, the flight control computer only sends an enable signal to the motor position controller of one motor of each driving position control mechanism to control the one motor of each driving position control mechanism to be in the main state and the other motors to be in the standby state.

[0024] Furthermore, the flight control computer synchronously sends the enabling status of multiple motors of each driving position control mechanism to the power supply unit. Only when one motor of each driving position control mechanism is in the enabled state and the other motors are in the disabled state, the power supply unit provides power input for the enabled motors of each driving position control mechanism and their position controllers.

[0025] Furthermore, when multiple motors of any driving position control mechanism fail, each driving position control mechanism is downgraded to the passive mode;

[0026] or,

[0027] The torque sensors of each driving position control mechanism feed back the actual control load status of the control component to the flight control computer. When the actual measurement values ​​of the torque sensors of each driving position control mechanism are in opposite directions and the difference between the two exceeds the threshold, it is determined that the pilot needs to manually disconnect the electrical coupling linkage between each driving position control mechanism, and each driving position control mechanism is downgraded to the passive mode.

[0028] Furthermore, in the passive mode, the flight control computer disconnects the enable signals of the motor position controllers of all the motors of each driving position control mechanism, and the power supply unit no longer provides power input, so that the disabled motors are converted into dampers to provide a fixed damping rate and friction force, and the backup force sensing component provides a force gradient.

[0029] Furthermore, in the passive mode, the torque sensors of each driving position control mechanism no longer participate in the calculation of the control command, the signals of the position sensor groups of each driving position control mechanism remain valid, and the flight control computer superimposes the position sensor signals of each driving position control mechanism as the command input for controlling the control surface.

[0030] Furthermore, in the active mode, the torque sensors of each driving position control mechanism feed back the actual control load status of the control component to the flight control computer. When the difference between the actual measurement value of the torque sensor and the theoretical output force exceeds the threshold and the actual measurement value of the position sensor no longer changes, it will be determined that there is a jam inside the driving position control mechanism, and the driving position control mechanism with the jam will be converted to the force mode, while the driving position control mechanism without the jam will remain in the active mode.

[0031] Furthermore, the pilot can input control force to the control member of the driving position control mechanism that is stuck, and the driving position control mechanism that is not stuck controls its motor according to the superposition of the control force instructions of each pilot, thereby driving the output of the position sensor group.

[0032] Furthermore, in the passive mode or the force mode, after the jamming is eliminated or the difference between the actual measurement value of the torque sensor and the theoretical output force is within a threshold range, the flight control computer resets the state of the driving position control mechanism to restore to the active mode.

[0033] Furthermore, in the active mode, during automatic flight, the flight control computer directly sends a locking instruction or a motion reversal instruction of the control member to the motor position controller to lock or reversal the control member.

[0034] In a fourth aspect, the present invention provides an aircraft, the aircraft comprising the aircraft control system described in the second aspect above, or the aircraft can implement any of the aircraft control system control methods described in the third aspect above, so that the safety and reliability of the aircraft are significantly improved.

[0035] It will be apparent that elements or features described above in the context of a single embodiment may be used alone or in combination in other embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In the drawings, the sizes and proportions do not represent the sizes and proportions of actual products. The drawings are merely illustrative, and some non-essential elements or features are omitted for clarity.

[0037] Figure 1 FIG. 1 is a schematic diagram exemplarily showing an aircraft control system according to the present invention.

[0038] Figure 2 Schematic diagram showing a control system of an aircraft according to the present invention. DETAILED DESCRIPTION

[0039] The present invention will be described in detail below with reference to the accompanying drawings. What is described here is only a preferred embodiment of the present invention, and those skilled in the art can think of other ways to implement the present invention based on the preferred embodiment, and the other ways also fall within the scope of the present invention.

[0040] refer to Figure 1 and Figure 2 The cockpit control mechanism provided by the present invention is used for an aircraft control mechanism, and the cockpit control mechanism includes a motion transmission mechanism (such as Figure 2 The mechanical mechanism in the driving position is connected with a control member capable of motion transmission, a torque sensor, multiple motors arranged in parallel and a backup force sensing component, and a position sensor group capable of feeding back position signals to the flight control computer. Each motor is equipped with its own motor position controller. The driving position control mechanism can be in active mode or passive mode, and is in force mode when obstruction occurs in the driving position control mechanism.

[0041] In the cockpit control mechanism, since the cockpit control mechanism includes multiple motors arranged in parallel, each motor is configured with its own motor position controller, and the cockpit control mechanism can be in active mode or passive mode, and is in force mode when a jam occurs in the cockpit control mechanism. In this way, the cockpit control mechanism can be switched between active mode, passive mode and force mode according to actual flight requirements in actual use, and in the active mode, the flight control computer can control the multiple motors of the cockpit control mechanism to always be in the main-standby state, that is, one part of the motors is in the main state and the other part of the motors is in the standby state, and in the active mode, passive mode and force mode, the flight control computer controls the aircraft attitude according to the feedback signal provided by the received position sensor group, thereby improving the safety and reliability of aircraft control.

[0042] In addition, the backup force sensing component can be a backup elastic member (such as a spring) or other backup force sensing units (such as a backup force sensing motor). In addition, the driving position control mechanism is suitable for a two-seat aircraft with a double set of pilot control mechanisms. The driving position control mechanism can be a side stick, a pedal, a joystick plate and / or a front wheel steering hand wheel.

[0043] In addition, the driving seat control mechanism can be used in a variety of occasions. For example, the driving seat control mechanism can be used in an aircraft entertainment device that simulates aircraft operation so that the public can experience the driving operation feeling of flying, or it can be used in a flight training device, or it can be used in the aircraft's brake linkage pedal system.

[0044] In addition, the cockpit control mechanism can be used as the pilot control mechanism and the co-pilot control mechanism respectively.

[0045] In the driving position control mechanism, the number of motors can be selected according to actual needs. In some embodiments, the number of motors is two, for example Figure 2 The first motor and the second motor of the pilot control mechanism shown in the figure, the first motor and the second motor of the co-pilot control mechanism. In other embodiments, the number of motors is three. In other embodiments, the number of motors can be four or more.

[0046] In addition, in some embodiments of the driving position control mechanism, the main state and standby state of multiple motors can be controlled by other controllers independent of the flight control computer. Alternatively, in other embodiments of the driving position control mechanism, the motor position controllers of the multiple motors are configured to receive an enable signal, wherein, in the active mode, a part of the motor position controllers can be selected to receive the enable signal of the flight control computer, and only the enabled motors and their motor position controllers can obtain the power input of the power supply unit, so that a part of the motors are in the main state and the other part of the motors are in the standby state, that is, the flight control computer only controls the power supply unit, for example Figure 2 The power module group shown only supplies power to the enabled motor and its motor position controller, but not to the disabled motor and its motor position controller. It should be noted that the part of the motors in the main state can be one motor, or can be multiple motors such as two motors. When the part of the motors in the main state is multiple motors, the force output of the multiple motors is synchronous and consistent, and even if there is an error, this error is within the controllable design error range and can be ignored.

[0047] For example, Figure 2In the illustrated embodiment, the enabling of each motor of the pilot control mechanism is taken as an example for explanation. The pilot control mechanism motor enabling instruction switch is in a first position (e.g., an upward position) to send an enabling instruction to the first motor position controller of the pilot control mechanism, and through an "AND" instruction or module connected to the pilot control mechanism motor enabling instruction, the switch connected to the first motor and the first motor position controller is turned on, and through a "NOT" instruction or module connected to the pilot control mechanism motor enabling instruction, the switch connected to the second motor and the second motor position controller is turned off, so that the power module group only supplies power to the first motor and the first motor position controller of the pilot control mechanism, but not to the second motor and the second motor position controller of the pilot control mechanism. In this way, the first motor of the pilot control mechanism is in a primary state, and the second motor is in a standby state. Similarly, the pilot control mechanism motor enable command switch is in the second position (e.g., the downward position) to send an enable command to the second motor position controller of the pilot control mechanism, and through an "AND" command or module connected to the pilot control mechanism motor enable command, the switch connected to the second motor and the second motor position controller is turned on, and through a "NOT" command or module connected to the pilot control mechanism motor enable command, the switch connected to the first motor and the first motor position controller is disconnected, so that the power module group only supplies power to the second motor and the second motor position controller of the pilot control mechanism, but not to the first motor and the first motor position controller of the pilot control mechanism. In this way, the second motor of the pilot control mechanism is in the main state, and the first motor is in the standby state.

[0048] Similarly, in Figure 2 In the embodiment, the enabling of each motor of the co-pilot pilot's control mechanism is the same as the enabling of each motor of the pilot's control mechanism, and will not be repeated here.

[0049] It should be noted that, in some embodiments, the driver's control mechanism motor enable command switch and the co-pilot's control mechanism motor enable command switch are both in the first position, or both in the second position. In addition, in other optional embodiments, one of the driver's control mechanism motor enable command switch and the co-pilot's control mechanism motor enable command switch can be in the first position, and the other can be in the second position.

[0050] In addition, in active mode, during automatic flight, the flight control computer directly sends a control member (such as a joystick / board) locking instruction or a motion return drive instruction to the motor position controller to achieve locking or return drive of the control member (such as a joystick / board).

[0051] In addition, in the active mode, the torque sensor is configured to feedback the actual control load status of the control parts to the flight control computer. The actual control load status can be used to determine whether to switch the active mode to the passive mode or the force mode. For example, the torque sensors of the two cockpit control mechanisms respectively feedback the actual control load status of their respective control parts to the flight control computer. When the actual measurement values ​​of the torque sensors of the two cockpit control mechanisms are in opposite directions and the difference between the two exceeds the threshold, it can be determined that the pilot and co-pilot need to disconnect the electrical coupling linkage artificially, and the two cockpit control mechanisms are downgraded to the passive mode.

[0052] In addition, in the active mode, the torque sensor in the driving position control mechanism is configured to send it to the motor position controllers of other driving position control mechanisms for algebraic superposition after sensing the pilot's actual control force command, so as to ensure that the motor control input commands of multiple driving position control mechanisms are the same to realize the electrical coupling and linkage of multiple driving position control mechanisms.

[0053] In addition, in the active mode, the motor position controller of the cockpit control mechanism is configured to receive the optimal force-sensing and damping characteristic signal (such as force-sensing gradient and damping characteristic signal) selected by the flight control computer according to the current flight parameters of the aircraft, and to perform closed-loop control of each motor based on the force-sensing characteristic signal so that the output of the motor drives the control member to move, so that the pilot can simulate the actual position and load condition of the rudder surface through the control member.

[0054] In addition, in the driving position control mechanism, the driving position control mechanism is in a passive mode when all motors fail. In the passive mode, the flight control computer disconnects the enable signals of all motors, and the power supply unit, such as a power module or a power module group, no longer provides power input. The motor that can rotate, such as the motor that is not enabled, is converted into a damper, providing a fixed damping rate and friction force, and a fixed force gradient is provided by a backup force sensing component (such as a backup spring). The failure of all motors can be determined in the following ways: Method 1, the flight control computer can control all motors to be powered on but not working, and the non-working state can be regarded as a failure state; Method 2: The flight control computer can control the power supply unit not to supply power to all motors. At this time, all motors are in a failure state, for example, in Figure 2 In the third position, when the pilot control mechanism motor enable command switch is in the third position (such as the middle horizontal position), the power module group does not supply power to all motors and is not enabled; Mode three: When all motors are blocked (the motor is valid but blocked) or have an error (the motor is valid but has an error that can be monitored by the flight control computer and can be switched to passive mode), all motors are considered to be in a failed state.

[0055] In addition, in the driving position control mechanism, when the motor is blocked or the motion transmission mechanism is blocked, the driving position control mechanism is in force mode. For example, in active mode, the torque sensor feeds back the actual control load state of the control member to the flight control computer. When the difference between the actual measurement value of the torque sensor and the theoretical output force exceeds the threshold and the actual measurement value of the position sensor (non-simulated hard stop position) no longer changes, it can be determined that there is a jam inside the driving position control mechanism, and the driving position control mechanism is converted to force mode. In this force mode, the pilot who has a stuck control member can still input control force to the control member.

[0056] In a second aspect, the present invention provides an aircraft control system, referring to Figure 2 The aircraft control system includes a flight control computer, a power supply unit and an aircraft control mechanism, and the aircraft control mechanism includes a plurality of cockpit control mechanisms described in any of the first aspects above.

[0057] In this way, as described above, multiple cockpit control mechanisms can be switched among active mode, passive mode and force mode according to actual flight requirements, and in the active mode, the flight control computer can control multiple motors of the cockpit control mechanisms to always be in an active-standby state, that is, one part of the motors is in the main state and the other part of the motors is in the standby state, and in the active mode, passive mode and force mode, the flight control computer controls the aircraft attitude according to the feedback signals provided by the received position sensor group, thereby improving the safety and reliability of aircraft control.

[0058] In addition, the flight control computer may include a single computer, or may include multiple computers to form a flight control computer group. In addition, the power supply unit may include a single power module, or may include a power module group, the power module group including multiple power modules.

[0059] In a third aspect, the present invention provides a method for controlling an aircraft control system, wherein the aircraft control system includes a flight control computer, a power supply unit and an aircraft control mechanism, wherein the aircraft control mechanism includes a plurality of cockpit control mechanisms, each cockpit control mechanism including a control member connected by a motion transmission mechanism for motion transmission, a torque sensor, a plurality of motors arranged in parallel and a backup force sensing component, and a position sensor group capable of feeding back position signals to the flight control computer, wherein each motor is configured with its own motor position controller, wherein the control method includes: a corresponding cockpit control mechanism among the plurality of cockpit control mechanisms can be in an active mode or a passive mode, and a cockpit control mechanism is in a force mode when a jam occurs; in the active mode, the passive mode or the force mode, the flight control computer can control the aircraft attitude according to the position signal received from the position sensor group.

[0060] In the aircraft control system control method, since each of the multiple cockpit control mechanisms includes multiple motors arranged in parallel, each motor is configured with its own motor position controller, and the cockpit control mechanism can be in active mode or passive mode, and is in force mode when a jam occurs in the cockpit control mechanism, in this way, each cockpit control mechanism can switch between active mode, passive mode and force mode according to actual flight requirements, and in the active mode, the flight control computer can control the multiple motors of each cockpit control mechanism to always be in the main-standby state, that is, one part of the motors is in the main state and the other part of the motors is in the standby state, and in the active mode, the passive mode and the force mode, the flight control computer controls the aircraft attitude according to the feedback signal provided by the received position sensor group, thereby improving the safety and reliability of aircraft control.

[0061] In addition, the backup force sensing component can be a backup elastic member (such as a spring) or other backup force sensing units (such as a backup force sensing motor). In addition, the driving position control mechanism is suitable for a two-seat aircraft with a double set of pilot control mechanisms. The driving position control mechanism can be a side stick, a pedal, a joystick plate and / or a front wheel steering hand wheel.

[0062] In addition, in the aircraft control system control method, in the active mode, the torque sensors of each control mechanism of the driving position respectively sense the corresponding pilot operation instructions, and each motor position controller can receive all the pilot operation instructions for algebraic superposition, so that the motor control input instructions of each control mechanism of the driving position are the same to achieve electrical coupling linkage. Figure 2 In the invention, the torque sensor of the pilot's control mechanism can send the received pilot's operation instruction to the corresponding motor position controller of the co-pilot's control mechanism, and the torque sensor of the co-pilot's control mechanism can send the received co-pilot's operation instruction to the corresponding motor position controller of the pilot's control mechanism. Then the corresponding motor position controller algebraically superimposes the received pilot's operation instruction and co-pilot's operation instruction, so that the motor control input instructions of the pilot's position control mechanism and the co-pilot's position control mechanism are the same, so as to improve the consistency of the control instruction input of the pilot and co-pilot.

[0063] In addition, in the aircraft control system control method, in the active mode, the flight control computer selects the optimal force-feeling characteristic signal (such as force-feeling gradient and damping characteristic signal) according to the current flight parameters of the aircraft, and sends it to the motor position controller of each driving position control mechanism to control the corresponding motor, such as performing closed-loop control, thereby improving the accuracy and reliability of the motor movement.

[0064] In addition, in the aircraft control system control method, in the active mode, the flight control computer can control some of the multiple motors of each driving position control mechanism to be in the main state and the other part of the motors to be in the standby state, thereby improving the motor group (such as Figure 1 (shown) operation availability.

[0065] In addition, in the aircraft control system control method, in the active mode, the flight control computer only sends an enable signal to the motor position controller of one motor of each driving position control mechanism to control one motor of each driving position control mechanism to be in the main state and the other motors to be in the standby state. Figure 2 In the process, the flight control computer group controls the power module group to only supply power to the first motor and the first motor position controller of the pilot seat control mechanism and the co-pilot seat control mechanism so that they are in an active state, while the second motor and the second motor position controller are temporarily not supplied with power so that they are in a standby state.

[0066] In addition, in the aircraft control system control method, in the active mode, the flight control computer synchronously sends the enable status of multiple motors of each cockpit control mechanism to a power supply unit such as a power module or a power module group. Only when one motor of each cockpit control mechanism is in an enabled state and the other motors (if powered, the motors can operate normally) are in a disabled state, the power supply unit provides power input for the enabled motors of each cockpit control mechanism and their position controllers.

[0067] In addition, in the aircraft control system control method, in some embodiments, the flight control computer can control the cockpit control mechanism to switch from active mode to passive mode. Or, in other embodiments, when multiple motors of any cockpit control mechanism fail, each cockpit control mechanism is downgraded to passive mode. Or, in other embodiments, the torque sensor of each cockpit control mechanism feeds back the actual control load state of the control member to the flight control computer. When the actual measured values ​​of the torque sensors of each cockpit control mechanism are in opposite directions and the difference between the two exceeds the threshold, it is determined that the pilot needs to manually disconnect the electrical coupling linkage between each cockpit control mechanism, and each cockpit control mechanism is downgraded to passive mode.

[0068] In addition, in the passive mode, the flight control computer disconnects the enable signals of the motor position controllers of all the motors of each driving position control mechanism, and the power supply unit no longer provides power input, so that the disabled motors are transformed into dampers to provide a fixed damping rate and friction, and the backup force-sensing components (such as backup elastic parts) provide a force gradient. At this time, the pilot can control the flight attitude through the fixed damping rate and friction provided by the disabled motors and the force gradient provided by the backup elastic parts such as rubber belts or springs, thereby improving the safety of the flight.

[0069] In addition, in passive mode, the torque sensors of each driving position control mechanism no longer participate in the calculation of control commands, and the signals of the position sensor groups of each driving position control mechanism remain valid. The flight control computer superimposes the position sensor signals of each driving position control mechanism as the command input for controlling the control surfaces, which can further improve the safety and stability of flight control.

[0070] In addition, in the active mode, the torque sensors of each cockpit control mechanism feed back the actual control load status of the control parts to the flight control computer. When the difference between the actual measurement value of the torque sensor and the theoretical output force exceeds the threshold and the actual measurement value of the position sensor no longer changes, it will be determined that there is a jam inside the cockpit control mechanism, and the cockpit control mechanism with the jam will be converted to the force mode, while the cockpit control mechanism without the jam will remain in the active mode. In this way, through the superposition operation of the cockpit control mechanism in the force mode and the cockpit control mechanism in the active mode, the pilot's controllability of the flight attitude can be further improved, thereby improving flight safety.

[0071] In addition, the pilot can input operating force to the operating parts of the driving position control mechanism that is stuck. The driving position control mechanism that is not stuck can control its motor according to the superposition of the control force instructions of each pilot, driving the output of the position sensor group. In this way, through this superposition operation, the pilot's controllability of the flight attitude can be further improved, thereby improving flight safety.

[0072] In addition, in passive mode or force mode, after the jamming is eliminated or the difference between the actual measurement value of the torque sensor and the theoretical output force is within the threshold range, the flight control computer resets the state of the cockpit control mechanism to restore to active mode. In this way, in active mode, the pilot can better control the flight attitude.

[0073] In addition, in active mode, during automatic flight, the flight control computer directly sends a locking command or a motion re-drive command of the control member to the motor position controller to lock or re-drive the control member.

[0074] In a fourth aspect, the present invention provides an aircraft, the aircraft comprising the aircraft control system described in the second aspect above, or the aircraft can implement any of the aircraft control system control methods described in the fourth aspect above, so that the safety and reliability of the aircraft are significantly improved.

[0075] The protection scope of the present invention is limited only by the claims. With the help of the teachings of the present invention, those skilled in the art will easily recognize that alternative structures of the structures disclosed in the present invention can be used as feasible alternative embodiments, and the embodiments disclosed in the present invention can be combined to generate new embodiments, which also fall within the scope of the appended claims.

Claims

1. A driving position control mechanism, characterized in that: The driving position control mechanism is used for the aircraft control mechanism, and the driving position control mechanism includes a control member connected by a motion transmission mechanism to be able to transmit motion, a torque sensor, a plurality of motors and a backup force sensing component arranged in parallel, and a position sensor group capable of feeding back position signals to a flight control computer, each of the motors is configured with its own motor position controller, wherein the driving position control mechanism can be in an active mode or a passive mode, and is in a force mode when a jam occurs in the driving position control mechanism; Wherein, the driving position control mechanism is configured as at least: In the active mode, the torque sensor is configured to be able to feed back the actual control load state of the control member to the flight control computer, so that when the actual measurement values ​​of the torque sensors of the control mechanisms of each driving position are in opposite directions and the difference between the two exceeds the threshold, it is determined that the pilot needs to manually disconnect the electrical coupling linkage between the control mechanisms of each driving position, and each control mechanism of the driving position is downgraded to the passive mode; In the active mode, the torque sensor is configured to be able to feed back the actual control load state of the control member to the flight control computer, so that when the difference between the actual measurement value of the torque sensor and the theoretical output force exceeds a threshold and the actual measurement value of the position sensor no longer changes, it is determined that there is a jam inside the driving position control mechanism, and the driving position control mechanism with the jam is converted into the force mode; In the passive mode or the force mode, after the blocking is eliminated or the difference between the actual measurement value of the torque sensor and the theoretical output force is within a threshold range, the flight control computer can be reset to restore to the active mode.

2. The driving position control mechanism according to claim 1, characterized in that: The number of the motors is two.

3. The driving position control mechanism according to claim 1 or 2, characterized in that: The motor position controllers of each of the multiple motors are configured to be able to receive an enable signal, wherein, in the active mode, a part of the motor position controllers can be selected to receive the enable signal of the flight control computer, and only the enabled motors and their motor position controllers can obtain power input from the power supply unit, so that some motors are in the active state and other motors are in the standby state.

4. The driving position control mechanism according to claim 1 or 2, characterized in that: The torque sensor is configured to send the actual control force command of the pilot to the motor position controllers of other driving position control mechanisms for algebraic superposition after sensing the actual control force command of the pilot, so as to ensure that the motor control input commands of multiple driving position control mechanisms are the same to achieve electrical coupling linkage.

5. The driving position control mechanism according to claim 1 or 2, characterized in that: The motor position controller is configured to receive the optimal force-sensing characteristic signal selected by the flight control computer according to the current flight parameters of the aircraft, and to perform closed-loop control on the respective motors based on the force-sensing characteristic signal so that the output of the motor drives the movement of the control member.

6. The driving position control mechanism according to claim 1 or 2, characterized in that: When all motors fail, the driving position control mechanism is in the passive mode.

7. The driving position control mechanism according to claim 1 or 2, characterized in that: When the motor is stuck or the motion transmission mechanism is stuck, the driving position operating mechanism is in the force mode.

8. An aircraft control system, characterized in that: It comprises a flight control computer, a power supply unit and an aircraft control mechanism, wherein the aircraft control mechanism comprises a plurality of cockpit control mechanisms as described in any one of claims 1-7.

9. A method for controlling an aircraft control system, characterized in that: The aircraft control system includes a flight control computer, a power supply unit and an aircraft control mechanism, wherein the aircraft control mechanism includes a plurality of cockpit control mechanisms, each of which includes a control member connected by a motion transmission mechanism to enable motion transmission, a torque sensor, a plurality of motors arranged in parallel and a backup force sensing component, and a position sensor group capable of feeding back position signals to the flight control computer, each of which is equipped with a respective motor position controller, wherein the control method includes: A corresponding driving position control mechanism among the plurality of driving position control mechanisms can be in an active mode or a passive mode, and when the driving position control mechanism is stuck, it is in a force mode; In the active mode, the passive mode or the force mode, the flight control computer can control the aircraft attitude according to the position signal received from the position sensor group; Wherein, the control method at least includes: The torque sensors of the control mechanisms of each driving position feed back the actual control load state of the control member to the flight control computer. When the actual measurement values ​​of the torque sensors of the control mechanisms of each driving position are in opposite directions and the difference between the two exceeds the threshold, it is determined that the pilot needs to manually disconnect the electrical coupling linkage between the control mechanisms of each driving position, and each control mechanism of the driving position is downgraded to the passive mode. In the active mode, the torque sensor of each driving position control mechanism feeds back the actual control load state of the control member to the flight control computer. When the difference between the actual measurement value of the torque sensor and the theoretical output force exceeds the threshold and the actual measurement value of the position sensor no longer changes, it is determined that there is a jam inside the driving position control mechanism, and the driving position control mechanism with the jam is converted to the force mode, and the driving position control mechanism without the jam remains in the active mode; In the passive mode or the force mode, after the blocking is eliminated or the difference between the actual measurement value of the torque sensor and the theoretical output force is within a threshold range, the flight control computer resets the state of the driving position control mechanism to restore to the active mode.

10. The aircraft control system control method according to claim 9, characterized in that: In the active mode, the torque sensors of each driving position control mechanism respectively sense the corresponding pilot operation instructions, and each motor position controller can receive all the pilot operation instructions for algebraic superposition, so that the motor control input instructions of each driving position control mechanism are the same to achieve electrical coupling linkage.

11. The aircraft control system control method according to claim 9, characterized in that: In the active mode, the flight control computer selects the optimal force-feeling characteristic signal according to the current flight parameters of the aircraft, and sends it to the motor position controller of each driving position control mechanism to control the motor.

12. The aircraft control system control method according to claim 9, characterized in that: In the active mode, the flight control computer can control a portion of the multiple motors of each driving position control mechanism to be in the active state and another portion of the motors to be in the standby state.

13. The aircraft control system control method according to claim 12, characterized in that: The flight control computer only sends an enable signal to the motor position controller of one motor of each driving position control mechanism to control one motor of each driving position control mechanism to be in the main state and the other motors to be in the standby state.

14. The aircraft control system control method according to claim 13, characterized in that: The flight control computer synchronously sends the enabling status of multiple motors of each driving position control mechanism to the power supply unit. Only when one motor of each driving position control mechanism is in the enabled state and the other motors are in the disabled state, the power supply unit provides power input for the enabled motors of each driving position control mechanism and their position controllers.

15. The aircraft control system control method according to claim 9, characterized in that: When multiple motors of any driving position control mechanism fail, each driving position control mechanism is downgraded to the passive mode.

16. The aircraft control system control method according to claim 9, characterized in that: In the passive mode, the flight control computer disconnects the enable signals of the motor position controllers of all motors of each driving position control mechanism, and the power supply unit no longer provides power input, so that the disabled motors are converted into dampers to provide a fixed damping rate and friction force, and the backup force sensing component provides a force gradient.

17. The aircraft control system control method according to claim 9, characterized in that: In the passive mode, the torque sensors of each driving position control mechanism no longer participate in the calculation of the control command, and the signals of the position sensor groups of each driving position control mechanism remain valid. The flight control computer superimposes the position sensor signals of each driving position control mechanism as the command input for controlling the control surface.

18. The aircraft control system control method according to claim 9, characterized in that: The pilot can input control force to the control member of the driving position control mechanism that is stuck. The driving position control mechanism that is not stuck controls its motor according to the superposition of the control force instructions of each pilot, driving the output of the position sensor group.

19. The aircraft control system control method according to claim 9, characterized in that: In the active mode, during automatic flight, the flight control computer directly sends a locking instruction or a motion reversal instruction of the control member to the motor position controller to lock or reversal the control member.

20. An aircraft, characterized in that: The aircraft includes the aircraft control system according to claim 8, or the aircraft can implement the aircraft control system control method according to any one of claims 9-19.

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