Control method of aircraft, aircraft and computer-readable storage medium

Abstract

The application discloses a control method of an aircraft, the aircraft and a computer readable storage medium, and the method comprises the following steps: a first flight control system acquires the aircraft state, the health state of an airborne device and flight parameters collected by a sensing unit, and determines the first service quality of the first flight control system according to the aircraft state, the health state of the airborne device and the flight parameters; the second service quality of a second flight control system is acquired, and the control role assumed by the first flight control system is determined according to the first service quality and the second service quality, so that the first flight control system can execute the control function corresponding to the control role of the first flight control system. The first service quality of each flight control system is determined by the flight control system itself, and the second service quality is determined by other flight control systems. Since the control role of each flight control system can be switched according to the service quality, the flight control system on the normal control path can also control the device or module that fails on other control paths, and the reliability of the aircraft is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, in particular to a control method of an aircraft, an aircraft and a computer readable storage medium. BACKGROUND

[0002] The sensing unit, the actuating unit and the computing unit are core units of the aircraft, and are required to be high in safety, reliability, stability and fault tolerance. Currently, different flight control systems acquire data collected by specified sensing units, and after processing, the data is distributed to specified actuating units. However, when a device or module on a control path fails, the flight control system on the normal control path cannot control the device or module that fails on the other control path, resulting in reduced reliability of the aircraft. SUMMARY

[0003] Embodiments of the present application provide a control method of an aircraft, an aircraft and a computer readable storage medium, which aims to improve the reliability of the aircraft.

[0004] The present application provides a control method of an aircraft, applied to a first flight control system, the control method of the aircraft comprising:

[0005] acquiring an aircraft state, a health state of an airborne device and a flight parameter collected by a sensing unit;

[0006] determining a first quality of service of the first flight control system according to the aircraft state, the health state of the airborne device and the flight parameter;

[0007] acquiring a second quality of service of a second flight control system, the second quality of service being determined by the second flight control system according to the aircraft state, the health state of the airborne device and the flight parameter;

[0008] determining a control role of the first flight control system according to the first quality of service and the second quality of service;

[0009] performing a control function corresponding to the control role.

[0010] Optionally, the step of determining the control role of the first flight control system according to the first quality of service and the second quality of service comprises:

[0011] acquiring a first quality of service threshold value and a second quality of service threshold value, the first quality of service threshold value being greater than the second quality of service threshold value;

[0012] determining the control role of the first flight control system according to the first quality of service threshold value, the second quality of service threshold value, the first quality of service and the second quality of service.

[0013] Optionally, the step of determining the control role of the first flight control system according to the first service quality threshold, the second service quality threshold, the first service quality and the second service quality comprises:

[0014] determining the first flight control system as a master control role when the first service quality is greater than the second service quality threshold and the first service quality is greater than the second service quality;

[0015] or, determining the first flight control system as a monitoring control role when the second service quality is less than the first service quality threshold;

[0016] or, determining the first flight control system as an auxiliary control role when the first service quality is less than or equal to the second service quality threshold, the first service quality is less than or equal to the second service quality and the second service quality is greater than or equal to the first service quality threshold.

[0017] Optionally, the first flight control system is provided with at least one instruction channel, at least one command channel and a command switch, and the step of executing the control function corresponding to the control role comprises:

[0018] controlling the first flight control system to send control instructions to the actuating unit when the first flight control system is a master control role and the second flight control system is an auxiliary control role;

[0019] or, controlling the first flight control system to send control instructions to the actuating unit when the first flight control system is a monitoring control role and the second flight control system is an auxiliary control role;

[0020] or, controlling the system with the highest service quality among the first flight control system and the second flight control system to send control instructions to the actuating unit when the first flight control system and the second flight control system are both auxiliary control roles;

[0021] or, determining an instruction weighted average value according to the control instructions of the first flight control system, the service quality of the first flight control system, the control instructions of the second flight control system and the service quality of the second flight control system when the first flight control system is a master control role or a monitoring control role and the second flight control system is a master control role or a monitoring control role, and controlling the first flight control system to output the instruction weighted average value to the actuating unit.

[0022] Optionally, the step of controlling the first flight control system to send control instructions to the actuating unit comprises:

[0023] When the first flight control system is a master or a monitor, the command channel determines a first control command according to sensor data collected by the sensing unit;

[0024] The command channel acquires a second control command of the instruction channel, which is determined by the instruction channel according to sensor data collected by the sensing unit;

[0025] The command channel determines a difference between the first control command and the second control command;

[0026] The command channel determines the state of the command switch according to the difference;

[0027] When the command channel determines that the command switch is in a closed state, the command channel controls the instruction channel of the first flight control system to output the second control command to the actuating unit.

[0028] Optionally, the step of determining the state of the command switch according to the difference by the command channel comprises:

[0029] The command channel determines the instruction type of the first control command and the second control command, and acquires an error range associated with the instruction type;

[0030] When the command channel detects that the difference is within the error range, it determines that the command switch is in a default closed state;

[0031] When the command channel detects that the difference is not within the error range, it sends an open signal to the command switch so that the command switch is in an open state.

[0032] Optionally, after the step of determining the state of the command switch according to the difference by the command channel, the method further comprises:

[0033] When the command channel determines that the command switch is in an open state according to the difference, it outputs the first control command to the actuating unit.

[0034] In addition, in order to achieve the above-mentioned purpose, the application also provides a flight vehicle, comprising a sensing unit, an actuating unit, at least two groups of flight control systems arranged based on a distributed architecture, and at least one group of buses for communication between the sensing unit, the actuating unit and the flight control systems.

[0035] Optionally, each flight control system comprises at least one instruction channel, at least one command channel and a command switch;

[0036] The command channel is used to control the state of the command switch, so that when the command switch is in a default closed state, the first control instruction of the command channel controls the actuating unit, and when the command switch is in an open state, the second control instruction of the command channel controls the actuating unit.

[0037] In addition, to achieve the above object, the application further provides a computer readable storage medium, which stores a control program of an aircraft, and the control program of the aircraft, when executed by a processor, implements the steps of the control method of the aircraft.

[0038] The technical scheme of the aircraft control method, the aircraft and the computer readable storage medium provided in the embodiments of the application is as follows: each flight control system acquires the aircraft state, the health state of the airborne equipment and the flight parameter collected by the sensing unit, and then determines the service quality of the self flight control system according to the aircraft state, the health state of the airborne equipment and the flight parameter, simultaneously acquires the service quality of other flight control systems, and then determines the control role assumed by the self flight control system according to the self-determined service quality and the service quality determined by other flight control systems, so that each flight control system can execute the control function corresponding to the self control role. Since the control role of each flight control system can be switched according to the service quality, the flight control system on the normal control path can also control the equipment or module that fails on other control paths, and the reliability of the aircraft is improved. BRIEF DESCRIPTION OF DRAWINGS

[0039] Figure 1 Fig. 1 is a structural schematic diagram of a two-line system of the application;

[0040] Figure 2 Fig. 2 is a structural schematic diagram of a three-line system of the application;

[0041] Figure 3 Fig. 3 is a structural schematic diagram of a four-line system of the application;

[0042] Figure 4 Fig. 4 is a structural schematic diagram of a five-line system of the application;

[0043] Figure 5 Fig. 5 is a structural schematic diagram of a double-instruction channel system of the application;

[0044] Figure 6 Fig. 6 is a structural schematic diagram of a three-line three-channel system of the application;

[0045] Figure 7 Fig. 7 is a structural schematic diagram of a double-redundant communication network of the application;

[0046] Figure 8 Fig. 8 is a structural schematic diagram of a three-redundant communication network of the application;

[0047] Figure 9 Flowchart of an embodiment of the control method of the aircraft of the application.

[0048] The implementation, functional features and advantages of the application will be further described with reference to the embodiments and the accompanying drawings, which are only an embodiment diagram and not the whole application. DETAILED DESCRIPTION

[0049] The sensing unit, actuating unit and computing unit of the aircraft may fail during use. Therefore, the sensing unit, actuating unit and computing unit as the three core units of the aircraft need to be designed with a multi-redundancy architecture to ensure high reliability.

[0050] At present, the traditional redundancy architecture design adopts a federated architecture or a master-slave architecture. The federated architecture refers to different flight control systems obtaining data collected by a specified number of sensing units and handling the data to control a specified number of actuating units. However, the federated architecture has the following defects: first, it has no scalability, and for a specific configuration or configuration modification, the flight control system faces a great deal of redesign and verification work. Second, it cannot achieve functional redundancy and fault isolation. Once a device or module on a control path in the federated architecture fails, the flight control system on the normal control path cannot control the device or module that fails on the other control path.

[0051] The master-slave architecture refers to using a fixed succession order, and all flight control systems and all sensing units and actuating units are connected to each other through a bus or other communication links, and only one flight control system realizes the control function at the same time. The master-slave architecture has a certain scalability; however, the master-slave function switching process is highly dangerous for aircraft control. At the same time, the master-slave architecture can only solve hardware faults. Since the control codes run are consistent, it cannot solve or monitor software-level faults.

[0052] In summary, whether it is the federated architecture or the master-slave architecture, when the flight control system or other devices or modules fail, it seriously affects the stability and reliability of the aircraft, which is not conducive to flight safety.

[0053] Therefore, in order to solve the defects of the traditional federal architecture or active-standby architecture, the application provides a control method of an aircraft. Each flight control system of the application acquires the aircraft state, the health state of the airborne equipment and the flight parameter collected by the sensing unit, and then determines the service quality of each flight control system according to the aircraft state, the health state of the airborne equipment and the flight parameter, and then determines the control role assumed by each flight control system according to the service quality of each flight control system, so that each flight control system can perform the control function corresponding to the control role of itself. Since the control role of each flight control system can be switched according to the service quality, the flight control system on the normal control path can also control the equipment or module that fails on the other control path, thereby improving the reliability of the aircraft.

[0054] Compared with the traditional control method, the application has the following characteristics:

[0055] First, by using a distributed architecture, the flight control computer cluster is first grouped into two or three computing channels, the internal computing channels of each group are directly communicated by using a hardware backplane, and the multiple groups of computing channels are interconnected by using a bus or other communication mode. In the distributed architecture, all computing channel groups are independent of each other and perform different tasks at different times and in different aircraft states. By using the distributed architecture, the scalability of the flight control architecture is improved, and the design and verification cost of the flight control architecture is reduced.

[0056] Second, based on the distributed architecture, the integrated avionics design idea is adopted, and the multiple groups of computing channels assume different roles such as master control, monitoring, auxiliary control and standby. Not only can input-output verification be performed between the two computing channels in each group to enable each group of computing channels to perform preliminary self-verification, but also the remaining groups of computing channels can evaluate the failure and effectiveness of each group of computing channels, and if necessary, the groups of computing channels can exchange roles to ensure redundancy and isolate faults. By using the integrated avionics design idea based on the distributed architecture, the redundancy effectiveness and fault isolation effectiveness of the flight control architecture are improved.

[0057] Third, based on the design of non-similar flight control computer roles, the master control, monitoring, auxiliary control and standby perform different computing tasks, the flight control system allows a master control-free dual auxiliary control process, in which the originally auxiliary computing channel group gradually increases the weight until it replaces the original master control to complete the master auxiliary switching, thereby smoothing the entire flight control redundancy switching process. By using the design of non-similar flight control computer roles, the damage caused by the flight control redundancy switching process is reduced.

[0058] Fourth, the non-similar flight control computer computing channel design exists in each group of double computing channel instruction, command two roles (or called channel), each group of three computing channel exists instruction 1, command, instruction 2 three roles (or called channel), and the software level adopts non-similar design. While in the hardware level, the command channel manages the output switch of the instruction channel, when the command channel finds that the instruction 1 or 2 channel is seriously abnormal or completely out of control, they have the right to cut off the output, and other groups of computing channels start role conversion according to the third design, and finally realize the software and hardware double fault detection and isolation. Through the non-similar flight control computer computing channel design, the non-similar software and hardware effectively detect the software and hardware double faults.

[0059] In order to better understand the above technical solutions, the exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be fully conveyed to those skilled in the art.

[0060] The aircraft of the present application includes a sensing unit, an actuating unit, and at least two groups of flight control systems arranged based on a distributed architecture. When the flight control system is two groups, as shown in Figure 1 The aircraft of the present application includes the following components of the table:

[0061] 1 Master dual channel 2 Slave dual channel 3 Sensors and associated processing units 4 Actuators and associated control units 5 Bus or other communication means 6 Command switch 7 Backplane communication 8 Instruction channel 9 Command channel

[0062] For convenience of description, the main control double channel or auxiliary control double channel will be referred to as the flight control system hereinafter, the sensor and the attached processing unit will be referred to as the sensing unit, and the actuator and the attached control unit will be referred to as the actuating unit.

[0063] The aircraft includes a flight control computer matrix composed of 1 and 2. The flight control computer matrix is composed of two sub-matrices, which are isomorphic in the hardware level, but are heterogeneous in the software level at the same time, and are divided into a main control system and an auxiliary control (monitoring) system. The three roles of main control, auxiliary control, and monitoring are switched by software, and the main control and the auxiliary control are also distinguished in hardware. The main control system and the auxiliary control (monitoring) system are each composed of two computing channels, namely the instruction channel and the command channel. The recommended control instructions are sent out by the instruction channel. The command channel controls the command switch in the hardware level, and when the command switch is closed, the recommended control instructions calculated by the instruction channel can be output. The command channel of the main control system weights all the recommended control instructions by a certain weighting function and sends the final control instructions to the actuating unit.

[0064] Each component of the aircraft will be described in detail below.

[0065] Master system: receives data collected by the sensor unit, calculates and outputs control instructions to the actuator unit, and realizes flight control of the aircraft. The monitoring system can switch roles with the master system.

[0066] Auxiliary control (monitoring) system: like the master system, it receives data collected by the sensor unit and calculates control instructions. The auxiliary control (monitoring) system has two states, namely the auxiliary control state and the monitoring state. When it is an auxiliary control system, its internal command switch is open, and when it is a monitoring system, its internal command switch is closed. The monitoring system can switch roles with the master system.

[0067] Sensor unit: collects the flight state of the aircraft.

[0068] Actuator unit: controls the actuator unit according to the control instructions to change the motion state of the aircraft.

[0069] Bus or other communication method: provides bus-type or bus-like real-time synchronous communication capability across devices to realize communication between the sensor unit, actuator unit and flight control system.

[0070] Command switch: enables a system to output its calculated control instructions.

[0071] Backplane communication: provides backplane high-speed communication capability between parallel computing channels.

[0072] Instruction channel: calculates recommended control instruction A according to data collected by the sensor unit through control law. The control instructions include, for example, throttle command, rudder command, motor speed command, motor torque command, etc. There can be multiple instruction channels.

[0073] Command channel: calculates control instruction B according to data collected by the sensor unit through control law. Control instruction B is isomorphic to control instruction A. Under normal circumstances, control instruction A and control instruction B are the same. The error between control instruction A calculated by the instruction channel and control instruction B can be calculated. When the difference exceeds the error range, it means that control instruction B is inconsistent with control instruction A, i.e. there is a fault in a device or a module. Therefore, when the difference exceeds the error range, the command switch needs to be disconnected, so that the system composed of the two channels is completely disconnected from the output and does not participate in the control of the aircraft. For example, if the difference between control instruction A of the master system's instruction channel and control instruction B of the command channel exceeds the error range, the control command channel disconnects the command switch of the master system, so that the master system is completely disconnected from the output. Similarly, the auxiliary control (monitoring) system also uses the same judgment method to determine whether the command switch is disconnected or closed, so that the auxiliary control (monitoring) system is in different states.

[0074] Wherein, the error range can be determined according to the type of control instruction. For example, for discrete control instructions, such as throttle instructions, the range is 10% of the original range; for continuous control instructions, such as rudder instructions, the range is 5% of the original range; for Boolean control instructions, such as take-off instructions, the range is 0 (i.e. zero tolerance). Any instruction error needs to be effective after a certain period of time.

[0075] Optionally, the number of sensing units, actuating units, flight control systems and buses of the present application can be expanded according to actual use and different application scenarios.

[0076] For the expansion of the flight control system, the flight control system can be expanded to a main control system, an auxiliary control system and a monitoring system. Specifically, the expansion of the flight control system includes but is not limited to the following ways:

[0077] 1) Three-line system expansion

[0078] In the combination of the double-line system in Figure 1 , the monitoring system and the auxiliary control system are alternately present, and the monitoring system is a transition state before the auxiliary control system becomes the main control system. If expanded to a three-line system, the monitoring system can exist all the time. The expanded flight control system refers to Figure 2 . Compared with Figure 1 , the three-line system adds a monitoring double channel 11.

[0079] 2) Four-line system expansion

[0080] When the overall system safety is not enough, a set of double-line system can be directly added to form a four-line system, and the control role switching of the four-line system still follows the quality of service determination, and the party with the maximum service quality executes the control. The expanded flight control system refers to Figure 3 . Compared with Figure 1 , the four-line system adds a main control 2 double channel 12 and an auxiliary control 2 double channel 13.

[0081] 3) Five-line system expansion

[0082] For passenger aircraft civil aviation systems, the failure probability is required to be extremely low, and two different control laws (advanced control law and basic control law) are considered, and the failure assurance level and development difficulty of the two control laws are different. In order to isolate faults, a three-line + double-line five-line system architecture can be used. The double-line system is generally used for basic control law calculation to ensure the basic flight function of the aircraft, and the main control or auxiliary control in the double-line system uses hardware and software with extremely high safety factors. The three-line system uses cheaper hardware and software, i.e. adopts the strategy of quantity instead of quality. The expanded flight control system refers to Figure 4 . Compared with Figure 1, the five-line system replaces the main control dual channel 1 and the auxiliary control dual channel 2 with an advanced main control dual channel 14, an advanced auxiliary control dual channel 15, an advanced monitoring dual channel 16, a basic main control dual channel 17 and a basic auxiliary control dual channel 18.

[0083] The expansion of the channel. The instruction channel can be expanded to include but not limited to: dual instruction channel, and the flight control system is a three-channel calculation. For example, the expanded dual instruction channel refers to Figure 5 . Compared with Figure 1 , the dual instruction channel adds the instruction channel 10. The expanded three-row three-channel system refers to Figure 6 . Compared with Figure 2 , the three-row three-channel system replaces the main control dual channel 1, the auxiliary control dual channel 2 and the monitoring dual channel 11 with the main control three-channel 19, the auxiliary control three-channel 20 and the monitoring three-channel 21.

[0084] The expansion of the communication network. The communication network can be expanded to include but not limited to: dual redundant communication network, three redundant communication network. Each computer chip needs a bus interface structure with double input and double output, so the expanded dual redundant communication network refers to Figure 7 . Since the general computing hardware only has a double-in double-out communication interface, the three-redundant communication network is only suitable for a three-channel system, and the expanded three-redundant communication network refers to Figure 8 .

[0085] As shown in Figure 9 , the control method of the aircraft of the present application is applied to the first flight control system, and is also applied to other flight control systems except the first flight control system, such as the second flight control system, etc. The control method and control principle of the aircraft used on the other flight control systems are the same as those of the first flight control system, and will not be repeated here. The present application takes the first flight control system as an example. The control method of the aircraft of the present application includes the following steps:

[0086] Step S110, acquiring the aircraft state, the health state of the airborne equipment and the flight parameter collected by the sensing unit.

[0087] In this embodiment, during the flight, the service quality of each flight control system needs to be determined in real time, and then the control role of each flight control system is determined according to the service quality of each flight control system, so that different flight control systems can perform the control function corresponding to the control role, and the reliability of the aircraft is improved.

[0088] The sensing unit includes sensors on the aircraft and an associated processing unit. The sensors can be position sensors, attitude detection sensors, etc. The sensing unit is used to collect the aircraft state in real time. The aircraft state includes, but is not limited to, the current airspeed, attitude, position, etc. of the aircraft. The on-board equipment includes actuating units, sensors, etc. The health state of the on-board equipment includes, but is not limited to, the sensor monitoring state, the communication state, the actuating unit service quality, the flight control accuracy, the flight quality, the energy consumption, and the actuating fluctuation frequency, etc. The flight parameters include the remaining flight distance, the remaining flight time, etc.

[0089] Each flight control system can obtain the aircraft state collected by the sensing unit, the health state of the on-board equipment, and the flight parameters, and then calculate the service quality of the master control system.

[0090] In step S120, the first service quality of the first flight control system is determined according to the aircraft state, the health state of the on-board equipment, and the flight parameters.

[0091] In this embodiment, the first service quality of the first flight control system can be determined according to the aircraft state, the health state of the on-board equipment, and the flight parameters collected by the sensing unit. Different system architectures can be used for specific design of each flight control system. For example, for the master control system, corresponding weights can be set for the aircraft state, the health state of the on-board equipment, and the flight parameters according to the characteristics of the master control system, the service quality of each part is calculated, and then the service quality of the master control system is obtained by weighted calculation. For the auxiliary control system, corresponding weights can also be set for the aircraft state, the health state of the on-board equipment, and the flight parameters according to the characteristics of the auxiliary control system, the service quality of each part is calculated, and then the service quality of the auxiliary control system is obtained by weighted calculation.

[0092] In the specific calculation process, the service quality of the aircraft state can be calculated in combination with the target aircraft state, such as the target airspeed, the target attitude, the target position, etc. The target aircraft state is the state that the aircraft is to reach, i.e. the airspeed that the aircraft is to reach, the attitude that the aircraft is to reach, and the position that the aircraft is to reach, etc. The service quality of the aircraft state can be determined according to the current aircraft state and the target aircraft state.

[0093] Optionally, there is an input-output check between the two channels in each group of computing channels, each group of computing channels implements preliminary self-checking, can calculate the service quality of its own system, thereby realizing the voting of the channels to determine the better channel. In addition, the remaining groups of computing channels also evaluate their failures and effectiveness, and all command channels can exchange service quality when necessary, and decide the software roles of the master control, auxiliary control, monitoring, etc. of the system according to the designed service quality threshold. That is, each flight control system can calculate the service quality of other systems in addition to calculating the service quality of itself. After the calculation is completed, the calculated service quality is sent to other systems to realize the monitoring of other systems.

[0094] In step S130, a second service quality of the second flight control system is obtained, the second service quality being determined by the second flight control system according to the aircraft state, the health state of the airborne equipment and the flight parameter;

[0095] In the embodiment, the flight control system can be multiple groups. The flight control system can be a master control system, an auxiliary control system or a monitoring system. When the flight control system is multiple groups, each flight control system can determine its own service quality, i.e. the first service quality, according to the aircraft state, the health state of the airborne equipment and the flight parameter. The service quality of other flight control systems, i.e. the second service quality, can also be determined by other flight control systems. For example, when the flight control system includes a first flight control system and a second flight control system, the first flight control system can determine its own first service quality, and the second flight control system can determine the second service quality of the first flight control system. Optionally, the first flight control system can determine its own first service quality according to the aircraft state, the health state of the airborne equipment and the flight parameter, and the first flight control system can also determine the second service quality of the first flight control system according to the aircraft state, the health state of the airborne equipment and the flight parameter by relying on the second flight control system, and send the second service quality to the first flight control system after determining the second service quality.

[0096] Similarly, the second flight control system can determine its own first service quality, and the first flight control system can determine the second service quality of the second flight control system. The first flight control system can send the second service quality to the second flight control system after determining the second service quality. Specifically, the second flight control system determines the first service quality according to the aircraft state, the health state of the airborne equipment and the flight parameter, and sends the service quality to the first flight control system, so that the first flight control system can take it as its own second service quality. Similarly, the first flight control system determines the second service quality according to the aircraft state, the health state of the airborne equipment and the flight parameter, and sends the second service quality to the second flight control system, so that the second flight control system can take it as its own second service quality.

[0097] Step S140, determining the control role of the first flight control system according to the first service quality and the second service quality.

[0098] In the embodiment, the control role of the flight control system can be fixed, or can be determined according to the service quality calculated by each flight control system in the actual flight process. The control role can be a master control role, a monitoring role, an auxiliary control role, a standby role, etc. When the control role is a master control role or a monitoring role, the command channel controls the command switch to be closed, and the instruction channel can output the calculated control instruction to the actuating unit, thereby controlling the actuating unit. When the control role is an auxiliary control role, the command channel controls the command switch to be opened.

[0099] Optionally, determining the control role of the first flight control system according to the first service quality and the second service quality comprises the following steps:

[0100] Step S141, obtaining a first service quality threshold value and a second service quality threshold value, the first service quality threshold value being greater than the second service quality threshold value;

[0101] Step S142, determining the control role of the first flight control system according to the first service quality threshold value, the second service quality threshold value, the first service quality and the second service quality.

[0102] The first service quality threshold value and the second service quality threshold value can be obtained, and the control role of the first flight control system can be determined according to the first service quality threshold value, the second service quality threshold value, the first service quality and the second service quality.

[0103] The first service quality threshold value is mainly used to determine the bearing party of the monitoring role, and the second service quality threshold value is mainly used to determine the bearing party of the master control role. The first service quality threshold value is greater than the second service quality threshold value. The first service quality threshold value and the second service quality threshold value need to be designed specifically according to the system. The first service quality refers to the service quality of the system calculated by one double-channel system. The second service quality refers to the service quality of the system calculated by another double-channel system.

[0104] Optionally, the control role of the first flight control system can be determined according to the following rules:

[0105] When the first service quality is greater than a second service quality threshold value and the first service quality is greater than the second service quality, the first flight control system is determined as a master control role; or when the second service quality is less than a first service quality threshold value, the first flight control system is determined as a monitoring role; or when the first service quality is less than or equal to the second service quality threshold value, the first service quality is less than or equal to the second service quality, and the second service quality is greater than or equal to the first service quality threshold value, the first flight control system is determined as an auxiliary control role.

[0106] The above rules are applicable to each flight control system, that is, in each flight control system, the above rules can be used to determine the control role of the flight control system. The above rules are used to determine which one of the master control role, the monitoring role and the auxiliary control role each flight control system belongs to.

[0107] In step S150, a control function corresponding to the control role is executed.

[0108] Optionally, after the control role of the first flight control system is determined, the control function corresponding to the control role of the first flight control system is executed, so that the service quality of the aircraft is kept optimal and the reliability of the aircraft is improved.

[0109] Optionally, when the flight control system includes the first flight control system and the second flight control system, in order to ensure that at least one flight control system works at the same time, a target flight control system is determined, so that the target flight control system controls the actuating unit and the aircraft can fly normally.

[0110] Optionally, step S150 specifically includes the following implementation manners:

[0111] First, when the first flight control system is the master control role and the second flight control system is the auxiliary control role, the first flight control system is determined as the target flight control system, and the first flight control system is controlled to send control instructions to the actuating unit. It can be understood that the command channel of the first flight control system is controlled to close the command switch, so that the instruction channel of the first flight control system outputs the control instructions, and then the first flight control system controls the actuating unit.

[0112] Similarly, when the first flight control system is the auxiliary control role and the second flight control system is the master control role, the second flight control system is determined as the target flight control system, and the second flight control system is controlled to send control instructions to the actuating unit. It can be understood that the command channel of the second flight control system is controlled to close the command switch, so that the instruction channel of the second flight control system outputs the control instructions, and then the second flight control system controls the actuating unit.

[0113] Second, when the first flight control system is a monitoring role and the second flight control system is a secondary control role, the first flight control system is determined as the target flight control system, and the first flight control system is controlled to send control instructions to the actuating unit. It can be understood that the command channel of the first flight control system is controlled to close the command switch, so that the instruction channel of the first flight control system outputs the control instructions, and then the first flight control system controls the actuating unit.

[0114] Similarly, when the second flight control system is a monitoring role and the first flight control system is a secondary control role, the second flight control system is determined as the target flight control system, and the second flight control system is controlled to send control instructions to the actuating unit. It can be understood that the command channel of the second flight control system is controlled to close the command switch, so that the instruction channel of the second flight control system outputs the control instructions, and then the second flight control system controls the actuating unit.

[0115] Third, when the first flight control system and the second flight control system are not the main control role or the monitoring role, for example, the first flight control system and the second flight control system are both secondary control roles, then the system with the highest service quality among the first flight control system and the second flight control system is determined as the target control system, and the system with the highest service quality is controlled to send control instructions to the actuating unit. Assuming that the service quality of the first flight control system is the highest, then the first flight control system is taken as the target flight control system, the command channel of the first flight control system is controlled to directly output the control instructions recommended by the corresponding instruction channel, and then the system with the highest service quality controls the actuating unit.

[0116] Fourth, when the first flight control system is the main control role and the second flight control system is the main control role, or the first flight control system is the main control role and the second flight control system is the monitoring role, or the first flight control system is the monitoring role and the second flight control system is the main control role, or the first flight control system is the monitoring role and the second flight control system is the monitoring role, the instruction weighted average value is determined according to the control instruction of the first flight control system, the service quality of the first flight control system, the control instruction of the second flight control system and the service quality of the second flight control system, and the first flight control system outputs the instruction weighted average value to the actuator. Wherein, the control instruction of the first flight control system is the control instruction recommended by the instruction channel of the first flight control system. The control instruction of the second flight control system is the control instruction recommended by the instruction channel of the second flight control system. The service quality of the first flight control system can be the service quality calculated by the flight control system itself, that is, the first service quality. The service quality of the second flight control system can also be the service quality calculated by the flight control system itself. For example, in the computer matrix of main control + main control, main control + monitoring or monitoring + monitoring, the output is the instruction weighted average value composed of the control instruction recommended by the instruction channel of each flight control system according to the service quality calculated by the corresponding command channel. The main flight control system sends the instruction weighted average value to the actuator. Assuming that the service quality of the first flight control system is 80, the control instruction of the first flight control system is 5, the service quality of the second flight control system is 60, and the control instruction of the second flight control system is 4, then the instruction weighted average value is: 5*(80 / 140)+4*(60 / 140)≈1.8.

[0117] Optionally, in addition to the role switching by software, the hardware level can also be monitored and on standby for two channel management of the command channel output switch. When the monitoring or standby channel finds that the command channel is seriously abnormal or completely out of control, it has the right to cut off its output, and other group calculation channels start role conversion, finally realizing software and hardware double fault detection and isolation.

[0118] Each flight control system is provided with a corresponding computer unit, and the computer unit includes at least one instruction channel, at least one command channel and a command switch, and the command channel is used to control the state of the command switch.

[0119] Optionally, the controlling the first flight control system to send a control instruction to the actuation unit comprises: the command channel determining a first control instruction according to the sensor data collected by the sensing unit; the command channel obtaining a second control instruction determined by the instruction channel according to the sensor data collected by the sensing unit; the command channel determining a difference between the first control instruction and the second control instruction; the command channel determining a state of the command switch according to the difference; and the command channel controlling the instruction channel of the first flight control system to output the second control instruction to the actuation unit when determining that the command switch is in a closed state.

[0120] Optionally, before the first flight control system outputs a control instruction to the actuation unit, the instruction channel of the first flight control system determines a first control instruction according to sensor data collected by the sensing unit, and the command channel of the first flight control system determines a second control instruction according to the sensor data; the command channel determines a type of the first control instruction and the second control instruction, and obtains an error range associated with the type of the instruction; the command channel determines that the command switch is in a default closed state when detecting that the difference is within the error range; and the command channel sends an open signal to the command switch to make the command switch in an open state when detecting that the difference is not within the error range.

[0121] Specifically, the first control instruction and the second control instruction each comprise an oil command, a rudder deflection command, a motor speed command, a motor torque command, etc. In a normal case, the first control instruction is the same as the second control instruction. The first control instruction and the second control instruction calculated by the instruction channel can be compared to calculate an error, and when the difference exceeds the error range, it indicates that the first control instruction and the second control instruction are inconsistent, i.e., there is a fault in a device or a module. Therefore, when the difference exceeds the error range, the command switch needs to be opened, so that the system composed of the double channels is completely disconnected from the output and does not participate in the control of the aircraft. For example, assuming that the difference between the first control instruction of the instruction channel of the target flight control system and the second control instruction of the command channel exceeds the error range, the command channel controls the command switch of the first flight control system to be opened, so that the first flight control system completely disconnects the output. Similarly, the auxiliary control (monitoring) system also uses the same judgment method to determine whether the command switch is opened or closed, so that the auxiliary control (monitoring) system is in different states.

[0122] The error range can be determined according to the type of the control instruction, for example, for a discrete control instruction, such as a throttle instruction, 10% of the error range; for a continuous control instruction, such as a rudder deflection instruction, 5% of the error range; and for a Boolean control instruction, such as a take-off instruction, 0 (zero tolerance). Any instruction error needs to be effective after a certain time.

[0123] Optionally, the command channel outputs the first control instruction to the actuating unit when it is determined that the command switch is in an off state according to the difference.

[0124] According to the technical solution, the first flight control system acquires the aircraft state, the health state of the airborne equipment, and the flight parameters collected by the sensing unit, and then determines the service quality of the first flight control system according to the aircraft state, the health state of the airborne equipment, and the flight parameters. Meanwhile, the second service quality determined by the second flight control system according to the aircraft state, the health state of the airborne equipment, and the flight parameters is acquired, and then the control role assumed by the first flight control system is determined according to the first service quality and the second service quality, so that the first flight control system can execute the control function corresponding to the control role. Since the control role of each flight control system can be switched according to the service quality, the flight control system on the normal control path can also control the equipment or module that fails on the other control path, and the reliability of the aircraft is improved.

[0125] Embodiments of the control method of the aircraft are provided in the present application. It should be noted that although the logical sequence is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown.

[0126] Based on the same inventive concept, the present application also provides a computer readable storage medium storing a control program of an aircraft. The control program of the aircraft is executed by a processor to implement each step of the control method of the aircraft as described above, and the same technical effects can be achieved. To avoid repetition, the specific structure and modifications of the storage medium based on the method introduced in the present application are not described here.

[0127] The storage medium provided in the present application is the storage medium used to implement the method of the present application. Therefore, based on the method introduced in the present application, the specific structure and modifications of the storage medium can be understood by those skilled in the art, and therefore will not be described here. Any storage medium used in the method of the present application belongs to the scope of the present application.

[0128] Those skilled in the art will appreciate that embodiments of the present application can be readily used as a method, a system or a computer program product. Accordingly, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) embodying computer readable program code.

[0129] The present application is described in reference to the flowchart illustrations and / or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processor or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart illustrations and / or block diagrams block or blocks. Figure One one or more functions specified in the flowchart illustrations and / or block diagrams block or blocks. Figure One means for performing the function specified by the flowchart illustrations and / or block diagrams block or blocks.

[0130] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart illustrations and / or block diagrams block or blocks. Figure One one or more functions specified in the flowchart illustrations and / or block diagrams block or blocks. Figure One means for performing the function specified by the flowchart illustrations and / or block diagrams block or blocks.

[0131] The computer program instructions can also be loaded into a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart illustrations and / or block diagrams block or blocks. Figure One one or more functions specified in the flowchart illustrations and / or block diagrams block or blocks. Figure One means for performing the function specified by the flowchart illustrations and / or block diagrams block or blocks.

[0132] It should be noted that the word "comprising" does not exclude the presence of elements or steps other than those listed in a claim. The word "a" or "an" preceding the citation of elements does not exclude the presence of a plurality of such elements. It is further noted that the claims can be drafted to exclude any optional element. A combination of claims does not require every element of one claim to be included in the combination for the combination to be within the scope of the disclosure. The word "first", "second", "third" etc. does not necessarily indicate any order, quantity, or position but is used to indicate different categories. The use of the terms "first", "second", "third" etc. does not require that the corresponding elements be in any order, quantity, or position.

[0133] Although the preferred embodiment of the application has been described, those skilled in the art will be able to make additional changes and modifications thereto without departing from the spirit and scope of the application. Accordingly, it is intended to embrace all such changes and modifications as fall within the scope of the application. Claims

[0134] Obviously, many modifications and variations of the present application are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A method for controlling an aircraft, characterized in that: Applied to the first flight control system, the method includes: Obtain the aircraft status, health status of onboard equipment, and flight parameters collected by the sensor unit; determining a first quality of service of the first flight control system based on the aircraft state, the health state of the onboard equipment, and the flight parameters; Obtaining a second quality of service of the second flight control system, where the second quality of service is determined by the second flight control system based on the aircraft state, the health state of the airborne equipment, and the flight parameters; Obtaining a first quality of service threshold and a second quality of service threshold, wherein the first quality of service threshold is greater than the second quality of service threshold; determining a control role of the first flight control system according to the first quality of service threshold, the second quality of service threshold, the first quality of service, and the second quality of service; Execute the control function corresponding to the control role.

2. The method according to claim 1, wherein The step of determining the control role of the first flight control system according to the first quality of service threshold, the second quality of service threshold, the first quality of service, and the second quality of service includes: When the first quality of service is greater than the second quality of service threshold, and the first quality of service is greater than the second quality of service, determining that the first flight control system plays the master role; Alternatively, when the second quality of service is less than the first quality of service threshold, determining that the first flight control system is a monitoring role; Alternatively, when the first quality of service is less than or equal to the second quality of service critical value, the first quality of service is less than or equal to the second quality of service, and the second quality of service is greater than or equal to the first quality of service critical value, the first flight control system is determined to be an auxiliary control role.

3. The method according to claim 1 or 2, wherein: The first flight control system is provided with at least one instruction channel, at least one command channel and a command switch, and the step of executing the control function corresponding to the control role includes: When the first flight control system plays a master role and the second flight control system plays a slave role, controlling the first flight control system to send a control instruction to the actuating unit; Alternatively, when the first flight control system plays a monitoring role and the second flight control system plays an auxiliary control role, controlling the first flight control system to send a control instruction to the actuating unit; Alternatively, when both the first flight control system and the second flight control system are in auxiliary control roles, controlling the system with the highest service quality among the first flight control system and the second flight control system to send a control instruction to the actuating unit; Alternatively, when the first flight control system plays the master role or the monitoring role, and the second flight control system plays the master role or the monitoring role, the weighted average value of the instructions is determined based on the control instructions of the first flight control system, the service quality of the first flight control system, the control instructions of the second flight control system and the service quality of the second flight control system, and the first flight control system is controlled to output the weighted average value of the instructions to the actuator unit.

4. The method according to claim 3, wherein The step of controlling the first flight control system to send a control instruction to the actuation unit includes: The command channel determines a first control instruction based on the sensor data collected by the sensing unit; The command channel acquires a second control instruction of the instruction channel, where the second control instruction is determined by the instruction channel according to sensor data collected by the sensing unit; The command channel determines a difference between the first control instruction and the second control instruction; The command channel determines the state of the command switch according to the difference; When determining that the command switch is in the closed state, the command channel controls the command channel of the first flight control system to output the second control instruction to the actuating unit.

5. The method according to claim 4, wherein The step of determining, by the command channel, the state of the command switch according to the difference comprises: The command channel determines instruction types of the first control instruction and the second control instruction, and obtains error ranges associated with the instruction types; When the command channel detects that the difference is within the error range, determining that the command switch is in a default closed state; When the command channel detects that the difference is not within the error range, it sends an off signal to the command switch to put the command switch into an off state.

6. The method according to claim 5, wherein After the step of determining, by the command channel, the state of the command switch according to the difference, the method further comprises: When the command channel determines that the command switch is in the off state according to the difference, the command channel outputs the first control instruction to the actuating unit.

7. An aircraft, characterized in that: The aircraft includes: a sensing unit, an actuating unit, at least two flight control systems arranged based on a distributed architecture, and at least one bus for communication between the sensing unit, the actuating unit and the flight control system, wherein the steps of the aircraft control method described in any one of claims 1 to 6 are executed in the flight control system.

8. The aircraft according to claim 7, characterized in that Each of the flight control systems includes at least one instruction channel, at least one command channel and a command switch; The command channel is used to manage the state of the command switch, so that when the command switch is in the default closed state, the actuating unit is controlled by the first control instruction of the command channel; when the command switch is in the open state, the actuating unit is controlled by the second control instruction of the command channel.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores an aircraft control program, and when the aircraft control program is executed by a processor, the steps of the aircraft control method according to any one of claims 1 to 6 are implemented.

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