Fly-by-wire flight control system and method

Abstract

A fly-by-wire flight control system and method are disclosed that provide a primary control unit and a backup control unit. When the primary control unit is functioning properly, the backup control unit is powered off or in a standby state, a first bus link of the primary control unit is connected to a third bus link of an actuator remote controller to transfer information between the primary control unit and the actuator remote controller. When the primary control unit is not functioning properly, the backup control unit is powered on, the backup control unit disconnects the first bus link from the third bus link and connects a second bus link of the backup control unit to the third bus link to transfer information between the backup control unit and the actuator remote controller.

Description

Technical Field

[0001] This invention relates to the field of aircraft, and more particularly to a fly-by-wire flight control system and method. Background Technology

[0002] Modern aircraft employ fly-by-wire flight control systems, which typically use a flight control computer to centrally process cockpit control commands, aircraft attitude sensor signals, and actuator feedback signals. Based on control laws, the computer calculates control commands for the control surfaces, controlling the actuators to move the elevators, rudder, ailerons, and spoilers. In recent years, flight control systems have increasingly adopted remote controllers (REUs) distributed across the actuators. These REUs use point-to-point buses for simple actuator control and signal feedback, simplifying the control signals from the flight control electronics to the actuators; generally, only four signal lines are needed: a power link and a differential bus.

[0003] This architecture implements a distributed layout of actuator controllers in the flight control system, but still relies on flight control electronics (such as flight control computers, flight control electronics, etc.) to centrally process cockpit control commands, aircraft attitude sensor signals and actuator feedback signals. Control laws and external system interfaces also reside in the flight control electronics. This concentration of algorithms, control, monitoring logic, task scheduling and communication in a few relatively close central flight control electronics makes the hardware and software design of the flight control electronics highly complex.

[0004] If the central flight control electronics malfunctions (e.g., due to common-mode failure), the actuators will lose all control signal sources, leading to catastrophic consequences. According to airworthiness regulations, catastrophic failure conditions must meet fail-safe requirements, meaning that even a single failure, no matter how small the probability, cannot lead to catastrophic consequences. During the development of fly-by-wire flight control systems, highly complex redundant electronic devices are highly similar, and developmental (common-mode) errors may cause multiple flight control electronics to fail simultaneously. Such problems compromise the independence of the redundant architecture, thus posing a safety hazard of flight control system failure due to common-mode issues.

[0005] To mitigate common-mode issues, backing up the common-mode objects is a common method. For example, a backup system architecture independent of the main control channel can be added, using an additional power supply and bus to provide power and control signal transmission links to a remote actuator controller to drive the actuator. This type of solution adds extra power and bus transmission links, significantly increasing the weight, cost, and installation of aircraft cables. Furthermore, it requires additional interfaces and control logic in the remote controller, increasing its size and complexity.

[0006] Therefore, there is a need in the field for an improved fly-by-wire flight control system and method. Summary of the Invention

[0007] This invention proposes an improved fly-by-wire flight control system and method, which provides a main control unit and a backup control unit. When the main control unit is operating normally, the backup control unit is in a power-off or standby state. The first bus link of the main control unit is connected to the third bus link of the actuator remote controller to transmit information between the main control unit and the actuator remote controller. When the main control unit is not operating normally, the backup control unit is powered on. The backup control unit disconnects the first bus link from the third bus link and connects the second bus link of the backup control unit to the third bus link to transmit information between the backup control unit and the actuator remote controller.

[0008] The fly-by-wire flight control system and method proposed in this invention can advantageously solve one or more of the technical problems mentioned above. By employing a backup control unit, the control surface loss of control caused by the failure of the main control unit (central flight control electronics) can be reduced or avoided. By reusing the bus and power links in the existing distributed flight control system, backup control can be achieved without adding additional transmission cables or interfaces. Furthermore, by physically switching the transmission links, the possibility of mixing backup system control commands with normal flight control system commands is eliminated. In addition, this invention is applicable to application scenarios that add backup control to existing systems, minimizing the impact on the architecture, installation, interfaces, cable layout, and control loops of the original flight control system.

[0009] In one embodiment of the present invention, a fly-by-wire flight control system is provided, comprising: a main control unit having a first bus link; a backup control unit having a second bus link; and an actuator remote controller having a third bus link, wherein when the main control unit is operating normally, the first bus link is connected to the third bus link to transmit information between the main control unit and the actuator remote controller, and when the main control unit is not operating normally, the backup control unit disconnects the first bus link from the third bus link and connects the second bus link to the third bus link to transmit information between the backup control unit and the actuator remote controller.

[0010] In one aspect, the fly-by-wire flight control system further includes a switch, wherein the backup control unit controls the switch to connect the first bus link to the third bus link or the second bus link to the third bus link based on whether the main control unit is working properly.

[0011] In one aspect, the main control unit and the backup control unit are located in the aircraft's electronics bay; and the actuator remote controller is located on the corresponding control surface actuator of the aircraft, wherein the third bus link extends from the aircraft's electronics bay to the corresponding control surface actuator.

[0012] In one aspect, the information transmitted between the main control unit and the actuator remote controller includes a first control surface drive signal generated by the main control unit and / or a feedback signal generated by the actuator remote controller, and the information transmitted between the backup control unit and the actuator remote controller includes a second control surface drive signal generated by the backup control unit and / or a feedback signal generated by the actuator remote controller.

[0013] In one aspect, the actuator remote controller controls the control surface actuator according to the first control surface drive signal or the second control surface drive signal to drive the aircraft control surfaces.

[0014] On one hand, the main control unit detects the status of the main control channel between the main control unit and the actuator remote controller. When a fault is detected in the main control channel, it determines that the main control unit is not working properly and powers on the backup control unit. After the backup control unit is powered on, it calculates the second control surface drive signal according to the cockpit control command generated by the cockpit control equipment.

[0015] In one aspect, the fly-by-wire flight control system further includes: a first power link of the main control unit; a second power link of the backup control unit; and a third power link of the actuator remote controller, wherein when the main control unit is operating normally, the first power link is connected to the third power link to supply power to the actuator remote controller by the main control unit, and when the main control unit is not operating normally, the backup control unit disconnects the first power link from the third power link and connects the second power link to the third power link to supply power to the actuator remote controller by the backup control unit.

[0016] In one embodiment of the present invention, an aircraft is provided, including a fly-by-wire flight control system as described in any of the preceding claims.

[0017] In one embodiment of the present invention, a fly-by-wire flight control method is provided, comprising: detecting the status of a main control unit; when the main control unit is operating normally, connecting a first bus link of the main control unit to a third bus link of an actuator remote controller to transmit information between the main control unit and the actuator remote controller; and when the main control unit is not operating normally, disconnecting the first bus link from the third bus link and connecting a second bus link of a backup control unit to the third bus link to transmit information between the backup control unit and the actuator remote controller.

[0018] In one aspect, the main control unit and the backup control unit are located in the aircraft's electronics bay; and the actuator remote controller is located on the corresponding control surface actuator of the aircraft, wherein the third bus link extends from the aircraft's electronics bay to the corresponding control surface actuator.

[0019] In one aspect, the information transmitted between the main control unit and the actuator remote controller includes a first control surface drive signal generated by the main control unit and / or a feedback signal generated by the actuator remote controller, and the information transmitted between the backup control unit and the actuator remote controller includes a second control surface drive signal generated by the backup control unit and / or a feedback signal generated by the actuator remote controller.

[0020] In one aspect, the actuator remote controller controls the control surface actuator according to the first control surface drive signal or the second control surface drive signal to drive the aircraft control surfaces.

[0021] In one aspect, the fly-by-wire flight control method further includes: detecting the status of the main control channel between the main control unit and the actuator remote controller; determining that the main control unit is not operating normally when a fault is detected in the main control channel and powering on the backup control unit; and calculating the second control surface drive signal according to the cockpit control commands generated by the cockpit control equipment after the backup control unit is powered on.

[0022] In one aspect, the fly-by-wire flight control method further includes: when the main control unit is working normally, connecting the first power link of the main control unit to the third power link of the actuator remote controller so that the main control unit supplies power to the actuator remote controller; and when the main control unit is not working normally, disconnecting the first power link from the third power link and connecting the second power link of the backup control unit to the third power link so that the backup control unit supplies power to the actuator remote controller. Attached Figure Description

[0023] Figure 1This is a diagram of a distributed fly-by-wire flight control system architecture based on one embodiment.

[0024] Figure 2 This is a schematic diagram of the architecture of a fly-by-wire flight control system according to an embodiment of the present invention.

[0025] Figure 3 This is a control channel architecture diagram of the main control unit according to an embodiment of the present invention.

[0026] Figure 4 This is a control channel architecture diagram of a backup control unit according to another embodiment of the present invention.

[0027] Figure 5 This is a diagram of the control signals of a backup control unit according to an embodiment of the present invention.

[0028] Figure 6 This is a flowchart of a fly-by-wire flight control method according to an embodiment of the present invention. Detailed Implementation

[0029] The present invention will be further described below with reference to specific embodiments and accompanying drawings, but this should not be construed as limiting the scope of protection of the present invention.

[0030] This invention proposes an improved fly-by-wire flight control system and method, which provides a main control unit and a backup control unit. When the main control unit is operating normally, the backup control unit is in a power-off or standby state. The first bus link of the main control unit is connected to the third bus link of the actuator remote controller to transmit information between the main control unit and the actuator remote controller. When the main control unit is not operating normally, the backup control unit is powered on. The backup control unit disconnects the first bus link from the third bus link and connects the second bus link of the backup control unit to the third bus link to transmit information between the backup control unit and the actuator remote controller.

[0031] Figure 1 This is an architecture diagram of a distributed fly-by-wire flight control system 100 according to one embodiment. The fly-by-wire flight control system may include one or more flight control electronics, such as... Figure 1 The flight control electronics devices A, B, and C are shown in the diagram. These devices may include a flight control computer, flight control electronics, etc. In other embodiments, the fly-by-wire flight control system may include more or fewer flight control electronics devices. Most flight control electronics devices may be located in the aircraft's electronics bay (EE bay), which may be located, for example, behind the nose wheel well, under the fuselage, etc.

[0032] The flight control computer can receive control inputs from cockpit control devices, inputs from external system interfaces, and aircraft attitude data, and can calculate control surface commands based on control laws according to various input signals. For example, cockpit control devices may include side sticks (or stick discs), pedals, trim control panels, and handles, which provide basic control commands (e.g., pitch, roll, yaw) for three-axis control input.

[0033] The flight control computer transmits calculated control commands to individual flight control electronics. These electronics can employ a command-monitor architecture for basic control. They can process and monitor control commands from the flight control computer, generating and outputting control surface actuation signals. Alternatively, they can transmit control commands from the flight control computer to remote actuators (e.g., as control surface actuation signals). In case of flight control computer failure, the flight control electronics can also calculate control surface actuation signals based on cockpit control system commands, ensuring safe flight and landing. Each flight control electronics can connect to an actuator remote controller via a separate bus and can transmit control surface actuation signals to and / or receive feedback data from the actuator remote controller. The actuator remote controller can control associated actuators based on the control surface actuation signals to control aircraft control surfaces, such as elevators, rudders, ailerons, spoilers, etc.

[0034] As mentioned earlier, this distributed architecture still relies on flight control electronics to centrally process cockpit control commands, aircraft attitude sensor signals, and actuator feedback signals. However, connecting flight control electronics to various actuator remote controllers via separate buses results in numerous bus links and power links, leading to increased aircraft weight and layout complexity.

[0035] Figure 2 This is a schematic diagram of the architecture of a fly-by-wire flight control system 200 according to an embodiment of the present invention. The fly-by-wire flight control system 200 may include a main control unit 210 and a backup control unit 220, the backup control unit 220 may have an independent power supply module 222. The backup control unit can be installed in the electronics bay without changing the assembly relationship between the actuators and the actuator remote controller.

[0036] According to one embodiment of the present invention, in the flight control system architecture, for actuators supporting backup control, such as control surface actuators 252 and 254, their power links and bus links are multiplexed by the main control unit 210 and the backup control unit 220. For example, the main control unit 210 may have an associated first bus link 215, the backup control unit 220 may have an associated second bus link 225, and the actuator remote controller 251 may have an associated third bus link 245. In addition, the main control unit 210 may have an associated fourth bus link 216, the backup control unit 220 may have an associated fifth bus link 226, and the actuator remote controller 253 may have an associated sixth bus link 246.

[0037] Additionally, the main control unit 210 may have an associated first power link 217, the backup control unit 220 may have an associated second power link 227, and the actuator remote controller 251 may have an associated third power link 247. Furthermore, the main control unit 210 may have an associated fourth power link 218, the backup control unit 220 may have an associated fifth power link 228, and the actuator remote controller 253 may have an associated sixth power link 248.

[0038] Under normal circumstances, for example, when the main control unit 210 is working normally, the backup control unit 220 is in standby or power-off state. The backup control unit 220 may have a portion of its circuitry powered on to monitor signals from the main control unit 210. The power supply link and bus link of the main control unit 210 are normally closed, connecting the main control unit 210 (e.g., the flight control electronics terminal) and the actuator remote controllers (e.g., 251 and 253), allowing the main control system to operate normally. The bus link and power supply link of the main control unit 210 can be connected to the bus link and power supply link of the corresponding actuator remote controller via switches or exchanges (e.g., switches 231, 232, 233, 234), respectively. By way of example and not limitation, the switch or exchange may by default connect the link of the main control unit 210 to the corresponding link of the actuator remote controller.

[0039] Reference Figure 3The diagram illustrates a control channel architecture of a main control unit according to an embodiment of the present invention. When the main control unit 210 is operating normally, switch 231 connects the first bus link 215 of the main control unit 210 to the third bus link 245 of the actuator remote controller 251 to transmit information between the main control unit 210 and the actuator remote controller 251; switch 232 connects the first power link 217 of the main control unit 210 to the third power link 247 of the actuator remote controller 251 to supply power to the actuator remote controller 251 by the main control unit 210 (e.g., power control module 213). By way of example and not limitation, the information transmitted between the main control unit and the actuator remote controller includes a first control surface drive signal generated by the main control unit and / or a feedback signal generated by the actuator remote controller.

[0040] Additionally, switch 233 connects the fourth bus link 216 of the main control unit 210 to the sixth bus link 246 of the actuator remote controller 253 to transmit information between the main control unit 210 and the actuator remote controller 253; switch 234 connects the fourth power link 218 of the main control unit 210 to the sixth power link 248 of the actuator remote controller 253 to supply power to the actuator remote controller 253 by the main control unit 210 (e.g., power control module 213).

[0041] When the main control unit 210 is operating normally, cockpit control commands are transmitted to the main control unit 210. The flight control computer 212 and / or flight control electronics 211 of the main control unit 210 calculate the control surface position command (or control surface drive signal) through control laws based on the cockpit control commands and aircraft sensor signals. The control surface drive signal is then output to the corresponding actuator remote controllers 251 and 253 via a connected bus link, controlling the corresponding actuators 252 and 254 to drive the control surfaces. Thus, the actuator bus link provides communication between the main control unit and the actuator remote controllers, and the main control unit controls the power control module to supply power to the actuator remote controllers.

[0042] return Figure 2 When the flight control electronics 211 or flight control computer 212 in the main control unit 210 malfunctions (e.g., common mode failure), the backup control unit 220 can be activated.

[0043] For example, the main control unit 210 can detect the status of the main control channel between itself and the actuator remote controllers 251 and 253, and power on the backup control unit 220 when a main control channel fault is detected. For example, in the event of a complete failure of the flight control electronics of the main control unit, the flight control computer receives the status signal of the main control channel, identifies the main control channel fault, and then issues a power-on command to the backup control unit, so that the various components of the backup control unit 220 are powered by the power supply module 222, and the backup control unit 220 is activated. The backup control unit 220 (e.g., actuator control logic 221) can then calculate and output control surface drive signals according to the cockpit control commands generated by the cockpit control equipment.

[0044] Furthermore, the backup control unit 220 can switch the actuator's power link and bus link to its backup control output, thereby continuing to provide power and commands to the actuator remote controller to drive the actuator's movement and support aircraft control. As an example and not a limitation, after the backup control unit 220 starts up, it can detect and confirm that the actuator remote controller's power supply voltage is zero, then switch the original actuator bus link source from the main control unit to the backup control unit, and switch the actuator remote controller's power supply from the original power control module 213 to the backup power supply (e.g., power supply module 222); the backup control unit receives cockpit control commands and calculates control commands (control surface drive signals), and then transmits the control surface drive signals to the actuator remote controller to control the corresponding actuator to drive the control surface movement.

[0045] Reference Figure 4 This diagram illustrates the control channel architecture of a backup control unit according to an embodiment of the present invention. When the main control channel of the main control unit 210 fails and the backup control unit 220 is activated, switch 231 connects the second bus link 225 of the backup control unit 220 to the third bus link 245 of the actuator remote controller 251 to transmit information between the backup control unit 220 and the actuator remote controller 251; switch 232 connects the second power link 227 of the backup control unit 220 to the third power link 247 of the actuator remote controller 251 to supply power to the actuator remote controller 251 by the backup control unit 220 (e.g., power supply module 222). By way of example and not limitation, the information transmitted between the backup control unit and the actuator remote controller includes the control surface drive signal generated by the backup control unit and / or the feedback signal generated by the actuator remote controller.

[0046] Additionally, switch 233 connects the fifth bus link 226 of backup control unit 220 to the sixth bus link 246 of actuator remote controller 253 to transmit information between backup control unit 220 and actuator remote controller 253; switch 234 connects the fifth power link 228 of backup control unit 220 to the sixth power link 248 of actuator remote controller 253 to supply power to actuator remote controller 253 from backup control unit 220 (e.g., power supply module 222).

[0047] In one embodiment, the operation of each of the aforementioned switches can be controlled by the backup control unit 220. As described above, each switch or exchange can by default connect the link of the main control unit 210 to the corresponding link of the actuator remote controller. When the main control channel of the main control unit 210 fails, the backup control unit 220 can switch each switch or exchange in response to power-on, thereby connecting the link of the backup control unit 220 to the corresponding link of the actuator remote controller.

[0048] Although Figure 2-4 Switches 231-234 are shown to be within the backup control unit 220; however, it should be understood that one or more of switches 231-234 may be located outside the backup control unit 220 and may be switched by the backup control unit 220.

[0049] When the backup control unit 220 is operational, cockpit control commands are transmitted to it. The actuator control logic 221 of the backup control unit 220 calculates the control surface drive signal based on the cockpit control commands using a control law, and outputs the control surface drive signal to the corresponding actuator remote controllers 251 and 253 via a connected bus link, controlling the corresponding actuators 252 and 254 to drive the control surface movement. Thus, the actuator bus link provides communication between the backup control unit and the actuator remote controllers, and the backup control unit controls the power supply module to supply power to the actuator remote controllers.

[0050] It should be understood that Figure 2-4 The two control surface actuators 252 and 254, along with their associated devices and connections, are shown as examples only. In other embodiments, the fly-by-wire flight control system may include more or fewer control surface actuators and corresponding devices and connections. For example, more control surface actuators may support backup control, and the power links and bus links of these actuators may be selectively connected to either the main control unit or the backup control unit.

[0051] In this invention, the backup control unit can reuse the original bus link and power link. In the event of a complete failure of the flight control electronics of the main control unit, the backup control unit can take over the operation of the main control unit, receive control commands from the cockpit and transmit the command signals to the actuator remote controller, and control the corresponding actuator to drive the control surface movement.

[0052] By employing backup control units, control surface loss of control due to primary control unit failure can be reduced or avoided. Backup control can be achieved without adding additional transmission cables or interfaces by reusing existing bus and power links in the distributed flight control system. For example, the primary and backup control units can be located in the aircraft's electronics bay (EE bay), and the actuator remote controllers can be located on the respective control surface actuators. The primary and backup control units can be located close to each other, allowing switches for switching bus and power links to be positioned near the primary or backup control unit, reducing the length of additional bus and power links used by the backup control unit. Furthermore, the bus and power links between the switches and the actuator remote controllers can be reused, significantly reducing the number of transmission cables or interfaces compared to using separate bus and power links from the backup control unit to the actuator remote controllers (especially when there are numerous actuator remote controllers distributed across various control surfaces).

[0053] Furthermore, by physically switching the transmission link, the possibility of mixing backup system control commands with normal flight control system commands is eliminated. In addition, this invention is applicable to scenarios where backup control is added to existing systems, minimizing the impact on the original flight control system's architecture, installation, interfaces, cable layout, and control loops.

[0054] Figure 5 This is a diagram of the control signals of a backup control unit according to an embodiment of the present invention.

[0055] When the flight control computer and flight control electronics of the main control unit are working normally, the backup control unit 220 is in a power-off or standby state. When the flight control computer receives a status signal indicating a fault in the main control channel, the flight control computer can control the power supply of the backup control unit through the bus link. For example, the backup control unit can be powered by the power control module 213 of the main control unit (e.g., 28V or other voltage), or by the power supply module built into the backup control unit. After the power supply is completed, the backup control unit will be activated.

[0056] When the main control unit is operating normally, the backup control unit is in a power-off or standby state, and the power control module of the main control unit can directly supply power to the actuator remote controller. When the backup control unit is activated, it can supply power to the actuator remote controller.

[0057] Cockpit control commands can be transmitted to the main control unit and the backup control unit. When the main control unit is operating normally, the backup control unit does not output excitation signals or read feedback; only the main control unit (e.g., flight control electronics) receives cockpit control commands. When the backup control unit is activated, it issues excitations and receives cockpit control commands. The backup control unit can convert cockpit control commands into control surface position commands; actuator control loop calculations are still completed in the actuator remote controller.

[0058] The actuator bus link from the actuator / actuator remote controller to the main control unit (e.g., flight control electronics) can be split off and connected to a backup control unit, such as... Figure 5 As shown. When the main control unit is working normally, the actuator bus link signal is transmitted between the main control unit and the actuator / actuator remote controller; when the backup control unit is activated, the actuator bus link signal is transmitted between the backup control unit and the actuator / actuator remote controller; the backup control unit meets the actuator bus link protocol and is designed according to the flight control electronics of the main control unit and the EICD definition of the actuator remote controller, and controls the actuator and reads feedback data through the actuator bus link.

[0059] After the backup control unit is powered on and activated, it detects and confirms that the power supply voltage of the actuator remote controller is zero. Then, it switches the actuator bus link source from the flight control electronics to the backup control unit module, and at the same time switches the actuator remote controller power supply from the power control module to the backup power supply.

[0060] Figure 6 This is a flowchart of a fly-by-wire flight control method according to an embodiment of the present invention. The fly-by-wire flight control method can be implemented by devices such as a flight control system, a computer, a processor, a controller, and integrated circuits.

[0061] In step 601, the status of the main control unit can be detected. For example, the flight control computer can detect the status of the master control channel between the main control unit and the actuator remote controller.

[0062] In step 602, it is determined whether the main control unit is functioning correctly. If the main control unit is functioning correctly (i.e., the main control channel is functioning correctly), the process proceeds to step 603. Conversely, if the main control unit is not functioning correctly (i.e., the main control channel is not functioning correctly), the process proceeds to step 612.

[0063] In step 603, the first bus link of the main control unit is connected to the third bus link of the actuator remote controller to transfer data between the main control unit and the actuator remote controller. The data transferred between the main control unit and the actuator remote controller may include control surface drive signals generated by the main control unit and / or feedback signals generated by the actuator remote controller.

[0064] In optional step 604, the first power link of the main control unit can be connected to the third power link of the actuator remote controller so that the main control unit supplies power to the actuator remote controller.

[0065] In step 605, the main control unit can calculate the first control surface drive signal according to the cockpit control command generated by the cockpit control equipment, and can provide the first control surface drive signal to the actuator remote controller via the first bus link and the third bus link.

[0066] In step 616, the actuator remote controller can accordingly control the control surface actuator based on the first control surface drive signal to drive the aircraft control surfaces.

[0067] Returning to step 602, if the main control unit is not working properly (i.e., the main control channel is not working properly), the process proceeds to step 612.

[0068] In step 612, when a fault is detected in the main control channel, the backup control unit is powered on.

[0069] In step 613, after the backup control unit is powered on, the first bus link can be disconnected from the third bus link and the second bus link of the backup control unit can be connected to the third bus link to transmit data between the backup control unit and the actuator remote controller. The data transmitted between the backup control unit and the actuator remote controller may include the control surface drive signal generated by the backup control unit and / or the feedback signal generated by the actuator remote controller.

[0070] In optional step 614, the second power link of the backup control unit can be connected to the third power link of the actuator remote controller so that the backup control unit can supply power to the actuator remote controller.

[0071] In step 615, the backup control unit can calculate the second control surface drive signal according to the cockpit control command generated by the cockpit control equipment, and can provide the second control surface drive signal to the actuator remote controller via the second bus link and the third bus link.

[0072] In step 616, the actuator remote controller can accordingly control the control surface actuator based on the second control surface drive signal to drive the aircraft control surfaces.

[0073] It should be understood that the above steps can be performed in any suitable order or concurrently, and are not limited to the order shown. For example, any two of steps 603-605 can be performed in different orders or concurrently, and any two of steps 613-615 can be performed in different orders or concurrently.

[0074] The backup control system and method proposed in this invention have at least the following advantages:

[0075] 1. It can reuse the bus and power links in the existing distributed flight control system to achieve backup control without adding extra transmission cables or interfaces;

[0076] 2. Implement transmission link channel switching in the backup control unit to eliminate the possibility of backup system control commands mixing with normal flight control system commands;

[0077] 3. It can be applied to scenarios where backup control is added to an existing system, minimizing the impact on the architecture, installation, interface, cable layout and control loop of the original flight control system.

[0078] The various steps and modules of the methods and apparatus described above can be implemented in hardware, software, or a combination thereof. If implemented in hardware, the various illustrative steps, modules, and circuits described in connection with this disclosure can be implemented or executed using a general-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or other programmable logic components, hardware components, or any combination thereof. A general-purpose processor can be a processor, microprocessor, controller, microcontroller, or state machine, etc. If implemented in software, the various illustrative steps and modules described in connection with this disclosure can be stored as one or more instructions or codes on a computer-readable medium or transmitted. Software modules implementing the various operations of this disclosure can reside in a storage medium, such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, removable disk, CD-ROM, cloud storage, etc. The storage medium can be coupled to a processor so that the processor can read and write information from / to the storage medium and execute corresponding program modules to implement the various steps of this disclosure. Moreover, software-based embodiments can be uploaded, downloaded, or remotely accessed through appropriate communication means. Such appropriate means of communication include, for example, the Internet, the World Wide Web, intranets, software applications, cables (including fiber optic cables), magnetic communication, electromagnetic communication (including RF, microwave and infrared communication), electronic communication, or other such means of communication.

[0079] The numerical values ​​given in the various embodiments are merely examples and are not intended to limit the scope of the invention. In practice, the specific parameters of each component can be appropriately set as needed, and are not limited to the specific values ​​given as examples herein. Furthermore, as a whole, there are other components or steps not listed in the claims or specification of this invention. Moreover, a single name for a component does not preclude other names for that component.

[0080] It should also be noted that these embodiments may be described as processes depicted as flowcharts, flow diagrams, structure diagrams, or block diagrams. Although a flowchart may describe the operations as a sequential process, many of these operations can be executed in parallel or concurrently. Furthermore, the order of these operations can be rearranged.

[0081] The disclosed methods, apparatuses, and systems should not be limited in any way. Rather, this disclosure covers all novel and non-obvious features and aspects of the various disclosed embodiments (individually and in various combinations and sub-combinations of each other). The disclosed methods, apparatuses, and systems are not limited to any particular aspect or feature or combination thereof, and no disclosed embodiment is required to have any one or more specific advantages or to solve any particular or all technical problems.

[0082] This invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other modifications based on the teachings of this invention without departing from the spirit and scope of the claims. All of these modifications are within the scope of protection of this invention.

Claims

1. A fly-by-wire flight control system, characterized in that, include: A main control unit, wherein the main control unit has a first bus link; A backup control unit, wherein the backup control unit has a second bus link; Actuator remote controller, the actuator remote controller having a third bus link. When the main control unit is operating normally, the first bus link is connected to the third bus link to transmit information between the main control unit and the actuator remote controller. When the main control unit malfunctions, the backup control unit disconnects the first bus link from the third bus link and connects the second bus link to the third bus link to transmit information between the backup control unit and the actuator remote controller. The information transmitted between the main control unit and the actuator remote controller includes a first control surface drive signal generated by the main control unit and a feedback signal generated by the actuator remote controller. The information transmitted between the backup control unit and the actuator remote controller includes a second control surface drive signal generated by the backup control unit and a feedback signal generated by the actuator remote controller. The main control unit detects the status of the main control channel between itself and the actuator remote controller. When a fault is detected in the main control channel, it determines that the main control unit is not operating normally and powers on the backup control unit. After the backup control unit is powered on, it calculates the second control surface drive signal according to the cockpit control commands generated by the cockpit control equipment.

2. The fly-by-wire flight control system as described in claim 1, characterized in that, Also includes: A switch, wherein the backup control unit controls the switch to connect the first bus link to the third bus link or the second bus link to the third bus link based on whether the main control unit is working properly.

3. The fly-by-wire flight control system as described in claim 1, characterized in that: The main control unit and the backup control unit are located in the aircraft's electronics bay; and The actuator remote controller is located on the corresponding control surface actuator of the aircraft, wherein the third bus link extends from the aircraft's electronics bay to the corresponding control surface actuator.

4. The fly-by-wire flight control system as described in claim 1, characterized in that: The actuator remote controller controls the control surface actuator according to the first control surface drive signal or the second control surface drive signal to drive the aircraft control surfaces.

5. The fly-by-wire flight control system as described in claim 1, characterized in that, Also includes: The first power supply link of the main control unit; The second power supply link of the backup control unit; The third power link of the actuator remote controller. When the main control unit is operating normally, the first power link is connected to the third power link so that the main control unit supplies power to the actuator remote controller. When the main control unit is not operating normally, the backup control unit disconnects the first power link from the third power link and connects the second power link to the third power link so that the backup control unit can supply power to the actuator remote controller.

6. An aircraft comprising a fly-by-wire flight control system as claimed in any one of claims 1-5.

7. A fly-by-wire flight control method, characterized in that, include: Detect the status of the main control unit; When the main control unit is working normally, the first bus link of the main control unit is connected to the third bus link of the actuator remote controller to transmit information between the main control unit and the actuator remote controller. as well as When the main control unit malfunctions, the first bus link is disconnected from the third bus link, and the second bus link of the backup control unit is connected to the third bus link to transmit information between the backup control unit and the actuator remote controller. The information transmitted between the main control unit and the actuator remote controller includes a first control surface drive signal generated by the main control unit and a feedback signal generated by the actuator remote controller. The information transmitted between the backup control unit and the actuator remote controller includes a second control surface drive signal generated by the backup control unit and a feedback signal generated by the actuator remote controller. The status of the master control channel between the main control unit and the actuator remote controller is detected. If a fault is detected in the master control channel, it is determined that the main control unit is not operating normally, and the backup control unit is powered on. After the backup control unit is powered on, it calculates the second control surface drive signal according to the cockpit control commands generated by the cockpit control equipment.

8. The fly-by-wire flight control method as described in claim 7, characterized in that: The main control unit and the backup control unit are located in the aircraft's electronics bay; and The actuator remote controller is located on the corresponding control surface actuator of the aircraft, wherein the third bus link extends from the aircraft's electronics bay to the corresponding control surface actuator.

9. The fly-by-wire flight control method as described in claim 7, characterized in that: The actuator remote controller controls the control surface actuator according to the first control surface drive signal or the second control surface drive signal to drive the aircraft control surfaces.

10. The fly-by-wire flight control method as described in claim 7, characterized in that, Also includes: When the main control unit is working normally, the first power link of the main control unit is connected to the third power link of the actuator remote controller so that the main control unit supplies power to the actuator remote controller. as well as When the main control unit is not operating normally, the first power link is disconnected from the third power link and the second power link of the backup control unit is connected to the third power link so that the backup control unit supplies power to the actuator remote controller.

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