Fly-by-wire distributed flight control system

Abstract

The present disclosure relates to a fly-by-wire distributed flight control system comprising: an analog-to-digital conversion device arranged to receive a pilot manipulation signal from an aircraft cockpit and to convert it into a digital form, pilot control signals from different sources are respectively converted into a digital form by a first analog-to-digital converter and a second analog-to-digital converter which is different from the first analog-to-digital converter in configuration; the main computing equipment is used for receiving the pilot control signal in the digital form from the analog-to-digital conversion device through a network bus and generating a main control instruction according to the pilot control signal; the secondary computing equipment is used for receiving the pilot control signal in the digital form from the analog-to-digital conversion device through a network bus and generating a secondary control instruction according to the pilot control signal; and a remote electronic control unit arranged to receive a primary control instruction generated by the primary computing device or a secondary control instruction generated by the secondary computing device and to execute the received primary control instruction or secondary control instruction accordingly to control a corresponding actuator.

Description

Technical Field

[0001] The present disclosure relates to flight control of an aircraft, and more particularly to a fly-by-wire distributed flight control system. Background Art

[0002] The fly-by-wire flight control system of civil aircraft is highly integrated and complex, with high safety and reliability requirements. Its functional failure will have a catastrophic impact, so redundant architecture design should be used to ensure safety, that is, the flight control function is still available when a single or several devices fail to ensure the operability of the aircraft. However, if the redundant architecture is destroyed due to common mode problems and the control function of the fly-by-wire flight control system is lost, it will bring huge safety hazards. Therefore, in the design of the fly-by-wire flight control system, it is necessary to identify, eliminate and / or mitigate the safety impact caused by potential common mode failures.

[0003] However, the current flight control system architecture has the disadvantages of common mode problems or complex and insufficient redundancy / reconfiguration relationships.

[0004] The present disclosure has been improved with respect to but not limited to the above-mentioned factors.

[0005] Public Content

[0006] To this end, the present disclosure proposes a new type of distributed fly-by-wire flight control system for aircraft, including two types of computing devices, a digital-to-analog conversion device of a non-similar configuration, and a non-similar remote electronic control unit, avoiding the common mode problem. The two types of computing devices are a main computing device and a secondary computing device, and the main computing device and the secondary computing device are connected to the corresponding remote electronic control unit through corresponding control channels. In this way, any remaining computing device can control the corresponding actuator, which can meet the minimum acceptable control requirements of the aircraft.

[0007] In the flight control system disclosed in the present invention, the pilot's control instructions are converted into analog signals by sensors, converted into digital signals by two analog-to-digital conversion devices of non-similar configurations, and transmitted to a network bus of non-similar configurations, and then sent to a main computing device and a secondary computing device through the network bus; the main computing device and the secondary computing device perform integrity voting on the received digital cockpit sensor signals, and respectively solve the control law instructions; the main computing device and the secondary computing device respectively transmit the solved control law instructions to the remote electronic control unit REU, and REU gives priority to the control instructions output by the main computing device, controls the actuator action by controlling the electro-hydraulic servo valve EHSV, and realizes servo closed-loop control of the actuator position.

[0008] According to a first aspect of the present disclosure, there is provided an electric-by-wire distributed flight control system, comprising: an analog-to-digital conversion device, the analog-to-digital conversion device being arranged to receive a pilot control signal from an aircraft cockpit and convert it into a digital form, wherein each pilot control signal from a different source is converted into a digital form by a first analog-to-digital converter and a second analog-to-digital converter having a configuration different from that of the first analog-to-digital converter; a main computing device, the main computing device receiving the pilot control signal in digital form from the analog-to-digital conversion device via a network bus and generating a main control instruction accordingly; a secondary computing device, the secondary computing device receiving the pilot control signal in digital form from the analog-to-digital conversion device via the network bus and generating a secondary control instruction accordingly; and a remote electronic control unit, the remote electronic control unit being arranged to receive the main control instruction generated by the main computing device or the secondary control instruction generated by the secondary computing device and correspondingly executing the received main control instruction or the secondary control instruction to control the corresponding actuator.

[0009] According to one embodiment, the pilot control signals include control signals related to a side stick, a rudder pedal, a speed brake handle, and a mode switch.

[0010] According to another embodiment, the main computing device includes three separate main computers that are redundant with each other, the secondary computing device includes four separate secondary computers that are redundant with each other, each of the remote electronic control units is arranged to be connected to one of the three separate main computers and one of the four separate secondary computers, and each of the three separate main computers and the four separate secondary computers is connected to a group of remote electronic control units among the remote electronic control units, the group of remote electronic control units including remote electronic control units respectively associated with each of the main control surfaces and a pair of multi-functional spoilers.

[0011] According to yet another embodiment, the network bus includes a first network bus of a first configuration and a second network bus of a second configuration different from the first configuration, and the pilot manipulation signals in digital form from the first analog-to-digital converter and the second analog-to-digital converter are transmitted through the first network bus and the second network bus, respectively.

[0012] According to another embodiment, each host computer and each sub-computer performs validity judgment on two signals from the first network bus and the second network bus.

[0013] According to another embodiment, each main computer also receives signals from a cross-linked system and a first plurality of interface signals for generating the main control instructions, wherein the cross-linked system includes an ice detection system, an air management system, a power supply system, and a hydraulic system, wherein the first plurality of interface signals include signals from an atmospheric data system, an inertial reference unit, an angle of attack sensor, and a flap and slat electronic control unit; each time the computer also receives a second plurality of interface signals for generating the secondary control instructions, wherein the sources of the second plurality of interface signals are different from the sources of the first plurality of interface signals, so as to overcome the common mode error problem.

[0014] According to yet another embodiment, the main control surfaces include ailerons, elevators, and rudders.

[0015] According to yet another embodiment, the remote electronic control unit is arranged to execute the primary control command with priority and to execute the secondary control command in case the primary control command fails.

[0016] According to a second aspect of the present disclosure, an aircraft is provided, comprising the fly-by-wire distributed flight control system according to the first aspect of the present disclosure.

[0017] Aspects generally include methods, apparatus, systems, computer program products, and processing systems substantially as described herein with reference to and as illustrated by the accompanying figures.

[0018] The foregoing has broadly outlined the features and technical advantages of examples according to the present disclosure so that the following detailed description can be better understood. Additional features and advantages will be described hereinafter. The disclosed concepts and specific examples can be easily used as the basis for modifying or designing other structures for implementing the same purpose as the present disclosure. Such equivalent constructions do not depart from the scope of the appended claims. The characteristics of the concepts disclosed herein, both in terms of their organization and method of operation, and the associated advantages will be better understood by considering the following description in conjunction with the accompanying drawings. Each of the accompanying drawings is provided for illustration and description purposes and does not define limitations on the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to understand in detail the manner in which the above-stated features of the present disclosure are used, the above briefly summarized content may be described in more detail with reference to various aspects, some of which are illustrated in the accompanying drawings. However, it should be noted that the accompanying drawings illustrate only certain typical aspects of the present disclosure and should not be considered to limit its scope, as the description may allow for other equally effective aspects. The same reference numerals in different drawings may identify the same or similar elements.

[0020] Figure 1 is a schematic diagram of a fly-by-wire distributed flight control system according to an embodiment of the present disclosure;

[0021] Figure 2 A schematic diagram showing a specific example of a fly-by-wire distributed flight control system according to an embodiment of the present disclosure;

[0022] Figure 3 A schematic diagram of a fly-by-wire distributed flight control system in a normal working mode according to an embodiment of the present disclosure is shown;

[0023] Figure 4 A schematic diagram of a fly-by-wire distributed flight control system in an auxiliary working mode according to an embodiment of the present disclosure is shown;

[0024] Figure 5 A schematic diagram of a fly-by-wire distributed flight control system in a hybrid working mode according to an embodiment of the present disclosure is shown;

[0025] Figure 6 A schematic diagram of a fly-by-wire distributed flight control system in a direct working mode according to an embodiment of the present disclosure is shown;

[0026] Figure 7 is a schematic diagram illustrating an example aircraft in accordance with aspects of the present disclosure. DETAILED DESCRIPTION

[0027] The detailed description set forth below in conjunction with the accompanying drawings is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein may be practiced. This detailed description includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts may be practiced without these specific details.

[0028] The inventors have recognized that the current fly-by-wire flight control systems of civil aircraft are affected by common mode failures. For example, the control surface actuators of current aircraft are all controlled by secondary computers, that is, the secondary computers are on the critical path of the main flight control system. If the secondary computers are lost at the same time, the main flight control system will completely lose control capability and will not be able to control the aircraft to continue to fly and land safely. Generally speaking, current civil aircraft are equipped with four secondary computers. Although they are redundant to each other, they are completely identical complex electronic hardware. Therefore, the possibility of simultaneous failure of secondary computers due to common mode errors cannot be completely ruled out, and there is a risk of not meeting the requirement of the certification basis that "catastrophic failure conditions will not be caused by a single failure."

[0029] To this end, the present disclosure proposes a new type of distributed fly-by-wire flight control system for aircraft, including two types of computers, a digital-to-analog conversion device of a non-similar configuration, and a non-similar remote electronic control unit, avoiding the common mode problem. The two types of computers are a main computing device and a secondary computing device, respectively, and the main computing device and the secondary computing device are connected to the corresponding remote electronic control unit through corresponding control channels. In this way, any remaining only one computing device can control the corresponding actuator, which can meet the minimum acceptable control requirements of the aircraft.

[0030] In the flight control system disclosed in the present invention, the pilot's control instructions are converted into analog signals by sensors, converted into digital signals by two analog-to-digital conversion devices of non-similar configurations, and transmitted to a network bus of non-similar configurations, and then sent to a main computing device and a secondary computing device through the network bus; the main computing device and the secondary computing device perform integrity voting on the received digital cockpit sensor signals, and respectively solve the control law instructions; the main computing device and the secondary computing device respectively transmit the solved control law instructions to the remote electronic control unit REU, and REU gives priority to the control instructions output by the main computing device, controls the actuator action by controlling the electro-hydraulic servo valve EHSV, and realizes servo closed-loop control of the actuator position.

[0031] Reference below Figure 1 , which shows a schematic diagram of a fly-by-wire distributed flight control system 100 according to an embodiment of the present disclosure.

[0032] like Figure 1 As shown, the fly-by-wire distributed flight control system 100 may include an analog-to-digital conversion device 101 , a network bus 103 , a main computing device 105 , a secondary computing device 107 , and a remote electronic control unit 109 .

[0033] In one embodiment of the present disclosure, the analog-to-digital conversion device 101 is arranged to receive a pilot control signal from an aircraft cockpit and convert it into a digital form. In one embodiment, the analog-to-digital conversion device 101 includes analog-to-digital converters of different configurations to overcome common mode errors. In a preferred embodiment of the present disclosure, each pilot control signal from different sources can be converted into a digital form by a first analog-to-digital converter and a second analog-to-digital converter of a different configuration from the first analog-to-digital converter. For example, Figure 1As shown, the analog signals from the cockpit control devices are respectively sent to the analog-to-digital converter 1 and the analog-to-digital converter 3 with a different configuration from the analog-to-digital converter 1; the switch signals from the cockpit are respectively sent to the analog-to-digital converter 2 and the analog-to-digital converter 4 with a different configuration from the analog-to-digital converter 2. In another example of the present disclosure, the pilot control signals from the aircraft cockpit may include control signals related to the side stick, rudder pedals, speed brake handle, and mode switch. Therefore, in a preferred embodiment, the control signals related to each of the side stick, rudder pedals, speed brake handle, and mode switch can be converted into digital signals by two analog-to-digital converters with different configurations, so as to overcome the common mode error problem. In another embodiment of the present disclosure, the number of analog-to-digital converters included in the analog-to-digital conversion device 101 can be twice the number of different pilot control signals from the aircraft cockpit. It will be understood that Figure 1 The four analog-to-digital converters shown are merely exemplary, and the analog-to-digital conversion device 101 may include two or any greater number of analog-to-digital converters, such as Figure 1 Indicated by the ellipsis in .

[0034] In one embodiment of the present disclosure, the network bus 103 may include a first network bus 1031 of a first configuration and a second network bus 1032 of a second configuration different from the first configuration, which are respectively used to transmit the control signals converted by the analog-to-digital converters of different configurations to overcome the common mode error problem. For example, the first network bus 1031 of the first configuration is used to transmit the digital signal converted by the analog-to-digital converter of the first configuration, and the second network bus 1032 of the second configuration is used to transmit the digital signal converted by the analog-to-digital converter of the second configuration different from the first configuration.

[0035] In another embodiment of the present disclosure, the main computing device 105 may be configured to receive the pilot manipulation signal in digital form from the analog-to-digital conversion device 101 through the network bus 103 and generate the main control command accordingly. In addition, the secondary computing device 107 may be configured to receive the pilot manipulation signal in digital form from the analog-to-digital conversion device 101 through the network bus 103 and generate the secondary control command accordingly. Figure 1In the example shown, the main computing device 105 may include three separate main computers that are redundant to each other, and the secondary computing device 107 may include four separate secondary computers that are redundant to each other. However, it will be understood by those skilled in the art that the main computing device 105 and the secondary computing device 107 may each include any suitable number of computing devices. In one embodiment of the present disclosure, the multiple main computers included in the main computing device 105 and the multiple secondary computers included in the secondary computing device 107 may be of the same architecture, respectively. In this embodiment, each main computer and each secondary computer may perform validity judgment on the two signals from the first network bus and the second network bus to select a valid signal. For example, when both signals are valid, the average value of the two is taken; if one is valid and the other is invalid, the valid value is taken. It will be understood by those skilled in the art that any suitable method can be used to determine the validity of the two signals and select a suitable valid signal, which will not be repeated here.

[0036] In another embodiment of the present disclosure, in addition to the pilot control signal from the network bus 103, the main computing device 105 also receives a signal from the cross-linking system, such as Figure 1 As shown in the dashed box 111. In this embodiment, the cross-linking system 111 may include an IDS ice detection system, an IAMS air management system, an EPS power system, a HS hydraulic system, and the like. In addition, the main computing device 105 also receives some other important interface signals, such as signals from an atmospheric data system (ADS), an inertial reference unit (IRU), an angle of attack sensor (AOA), a flap and slat electronic control unit (FSECU), and the like. In this example, these important interface signals may be input in a redundant configuration and may be transmitted to the main computing device 105 via a variety of buses.

[0037] In another embodiment of the present disclosure, in addition to the pilot control signals from the network bus 103, the secondary computing device 107 also receives some other important interface signals, but the sources of these signals are different from the sources of the important interface signals received by the main computing device 105, so as to overcome the common mode error problem.

[0038] In one embodiment of the present disclosure, the remote electronic control unit 109 may be arranged to receive the primary control instruction generated by the primary computing device 105 or the secondary control instruction generated by the secondary computer 107 and execute the received primary control instruction or secondary control instruction accordingly to control the corresponding actuator. Figure 1In the example of , each of the remote electronic control units 109 can be arranged to be connected to one of three separate main computers and one of four separate secondary computers, so that each remote electronic control unit 109 can be controlled by one main computer or one secondary computer. In this way, each of the remote electronic control units 109 can receive two-way instructions (from the main computing device 105 and the secondary computing device 107, respectively), and give priority to executing the instructions from the main computing device. In the case where the instructions from the main computing device are invalid or the mode switch is converted to the direct mode, the remote electronic control unit 109 executes the instructions from the secondary computing device. In this way, as long as any one of the computers included in the main computing device 105 and the secondary computing device 107 remains valid, the remote electronic control unit 109 can be effectively controlled to meet the minimum acceptable control requirements of the aircraft and ensure the safe flight and landing of the aircraft.

[0039] In a preferred embodiment of the present disclosure, the remote electronic control units 109 may be organized into four groups, and each group of remote electronic control units includes a remote electronic control unit associated with each of the main control surfaces (including ailerons, elevators, and rudders) and a pair of multifunctional spoilers. For example, a group of remote electronic control units may include three remote electronic control units associated with ailerons, elevators, and rudders, respectively, and one remote electronic control unit associated with a pair of multifunctional spoilers. In this example, each group of remote electronic control units may be connected to one of three separate main computers and one of four separate secondary computers. In other words, each of the three separate main computers and the four separate secondary computers is connected to a group of remote electronic control units. In addition, it will be understood that although Figure 1 The remote electronic control units 109 are shown to include 12 remote electronic control units, but any suitable number of remote electronic control units is possible.

[0040] Reference below Figure 2 , which shows a schematic diagram of a specific example of a fly-by-wire distributed flight control system 200 according to an embodiment of the present disclosure. Figure 2 As shown, the fly-by-wire distributed flight control system 200 flight control system uses side sticks, rudder pedals, speed brake handles, mode switches and four analog-to-digital converters (ADCs) as control signal input devices, three main computers (FCMs) and four secondary computers (ACEs) as control cores, and controls fifteen remote electronic control units (REUs), four direct mode rate sensors (DMRSs), one motor control electronics (MCE) and one ground spoiler control module (GSCM) through the solution of control laws, providing full-time and full-authority fly-by-wire flight control system capabilities, realizing control of corresponding control surfaces, and further realizing control of the attitude and trajectory of the aircraft.

[0041] from Figure 2 As can be seen in the figure, in this specific example, the remote electronic control units REU are organized into four groups, wherein REU1-REU4 are respectively associated with the aileron left inner actuator (AIL LIB), the elevator left inner actuator (ELEV LIB), the rudder middle actuator (RUD MID), and the fourth pair of multifunctional spoilers (MFS 4R&4L); REU5-REU7 are respectively associated with the aileron right inner actuator (AIL RIB), the elevator right inner actuator (ELEV RIB), and the third pair of multifunctional spoilers (MFS 3R&3L); REU8-REU11 are respectively associated with the aileron left outer actuator (AIL LOB), the elevator left outer actuator (ELEVLOB), the rudder upper actuator (RUD UPR), and the fifth pair of multifunctional spoilers (MFS 5R&5L);

[0042] REU12-REU15 are associated with the aileron right outer actuator (AIL ROB), elevator right outer actuator (ELEVROB), rudder lower actuator (RUD LWR), and the second pair of multi-function spoilers (MFS2R&2L). In addition, Figure 2 It also shows that important interface signals received by the main computer include signals from FSECU (Flap and Slat Electronic Control Unit), ADS (Air Data System), and IRU (Inertial Reference Unit).

[0043] The pilot's control instructions are converted into analog signals by sensors, converted into digital signals by four analog-to-digital converters (ADCs), and sent to three main computers (FCM) and four secondary computers (ACE) through the network bus. The main computer / secondary computer first determines the validity of the two signals (from one of the two heterogeneous network buses) input from the side stick, left and right pedals, etc., of the cockpit. For example, when both signals are valid, the average of the two is taken; if one is valid and the other is invalid, the valid value is taken.

[0044] The main computer (FCM) can perform availability and integrity checks, data comprehensive processing, and authority management on the received signals, and then use the results for control law calculation, and then (for example, through a point-to-point bus) output command signals to REU\MCE\GSCM to control the corresponding actuators to drive the control surface movement. When the external system status or the flight control system status causes the direct mode to be entered, ACE receives cockpit sensor and switch signals converted into digital signals by ADC through the network bus, performs signal availability and integrity checks and data processing, calculates direct mode control laws, and outputs them to REU and MCE to achieve control of the aircraft attitude.

[0045] The three main computers work in a master / master / master mode. The actuators controlled by each main computer or secondary computer can meet the minimum acceptable control requirements of the aircraft. REU can receive two instructions at the same time and give priority to the main computer instructions. When the main computer instructions are invalid, it switches to the secondary computer instructions. REU adopts a non-similar design (two-type REU) to reduce the common mode effect.

[0046] Therefore, the fly-by-wire distributed flight control system 100 of the present disclosure can realize the following working modes:

[0047] 1. Normal working mode: When the system is working normally, the three host computers communicate with each other through the network bus (for example, Figure 1 The network bus 103 shown receives data from an analog-to-digital converter (e.g., Figure 1 The control system receives the cockpit pilot control signal of the analog-to-digital conversion device 101 shown in the figure, and also receives the cross-linking system signal and receives the important interface signals such as the flap and slat position and the atmospheric inertial navigation (for example, via a point-to-point bus), calculates the normal control law command, and sends the normal command to the corresponding remote electronic control unit to drive the movement of the control surface through the actuator; its exemplary working situation is as follows Figure 3 As shown. It can be seen that the remote electronic control units are all controlled by one of the main computers FCM1-3, and the secondary computers ACE1-4 do not participate in the control of the remote electronic control units. In this mode, even if any one or more of the secondary computers ACE1-4 fails, the aircraft can still fly and land safely in the normal working mode.

[0048] 2. Auxiliary working mode: When the cockpit control devices, atmosphere / inertial navigation and other information are partially lost and insufficient to support the normal command calculation of the main computer, the system is degraded, the main computer calculates the auxiliary control law instructions, and sends the auxiliary control instructions to the corresponding REU / MCE / GSCM to drive the movement of the control surface; its example working situation is as follows Figure 4 As shown, the prohibition sign indicates that the relevant information is unavailable (ie lost). It can be seen that the remote electronic control unit can still be controlled by one of the main computers FCM1-3, while the secondary computers ACE1-4 do not participate in the control of the remote electronic control unit.

[0049] 3. Hybrid working mode: When part of the main computers fail, the actuator system REU / MCE controlled by the original failed main computer receives the direct mode control command from the secondary main computer; the main computer that has not failed continues to control the corresponding actuator system REU / MCE / GSCM, and the main computer provides normal mode or auxiliary mode control commands according to the external signal status; its working conditions are as follows: Figure 5 As shown, a prohibitory sign indicates that the relevant computer or information is unavailable (ie, lost).

[0050] 4. Direct working mode: When the flight control mode switch is set from "AUTO" to "DIRECT" or all main computers fail, the flight control system can enter the direct working mode. In this direct working mode, all actuation systems REU / MCE receive direct mode control commands issued by the secondary computer, and GSCM cannot receive direct mode control commands issued by the secondary computer. Its working conditions are as follows: Figure 6 shown.

[0051] Therefore, the fly-by-wire distributed flight control system disclosed in the present invention can solve the common mode problem of flight control computers. The main / secondary computer directly sends control instructions to the remote control electronics to realize the control of the rudder surface; when the main computer fails, the remote control electronics uses the control instructions issued by the secondary computer to realize the control of the rudder surface, which is equivalent to the backup mode, and can also ensure that the system is controllable, effectively solving the common mode problem. The fly-by-wire distributed flight control system disclosed in the present invention also increases the fault tolerance rate of the system. Since the main / secondary computers directly control the rudder surface actuators, the fault tolerance rate of the system is higher than that of the main computer sending the control instructions to the secondary computer and then controlling the rudder surface. In addition, the fly-by-wire distributed flight control system disclosed in the present invention also solves the problem of rudder surface force disputes in the direct working mode. Since the secondary computer can receive the signals of all sensors in the cockpit through the network bus and then perform monitoring voting, compared with the secondary computer in the prior art that only receives one sensor signal, the input signal difference between the secondary computers is smaller, and the force dispute is smaller.

[0052] refer to Figure 7 , which illustrates a schematic diagram of an example aircraft 700 according to various aspects of the present disclosure. In one embodiment of the present disclosure, the aircraft 700 may include a fly-by-wire distributed flight control system described in accordance with various embodiments of the present disclosure, such as Figure 1 A fly-by-wire distributed flight control system 100 is shown.

[0053] As described above, the fly-by-wire distributed flight control system proposed in the present disclosure mainly includes three parts in terms of functions, namely, signal input, flight control calculation, and actuation system.

[0054] 1. Signal input:

[0055] a) The input signals received by the flight control system include the sensor signals of the cockpit control devices and the interface system inputs that are cross-linked with the flight control system; the cockpit control devices mainly include the side stick (or stick plate), pedals, trim control panel, handles and switches, etc. These devices are the basic control instructions and system mode switching switch states of the three-axis control input; the pedal position sensor, side stick position sensor, speed brake handle position sensor, etc. are configured in redundancy, converted into digital signals through the analog-to-digital converter device ADC, and sent to two non-similar network buses, and the main computer and the secondary computer receive the redundant digital signals from the network bus respectively.

[0056] b) The cross-linked systems mainly include avionics system, energy system (power system, hydraulic energy system, etc.), landing gear system and brake system, etc. Most of the interface system signals of these systems provide corresponding external sensors and status signals to the main computer through the network bus, and a few key interface system signals (such as important signals such as atmosphere, inertial navigation, AOA and flap position) are transmitted to the main computer using redundant configuration input; to support the flight control system to achieve three-axis control of the aircraft in normal mode and auxiliary mode; the secondary computer receives even fewer key interface system signals through point-to-point bus or analog line, and realizes signal transmission input to support the three-axis control of the aircraft in direct mode.

[0057] c) The direct mode rate sensor DMRS can provide three-axis body angular rate signals for auxiliary mode and direct mode control law solution when the IRU inertial navigation information is lost, ensuring the stability of the aircraft when the system is degraded;

[0058] d) The main computer provides the cross-linking system with system diagram page information, EICAS warning information, main flight control system status data, system maintenance and test data, etc.;

[0059] 2. Flight control calculation: The flight control calculation proposed in this disclosure includes a main computer and a secondary computer:

[0060] a) There are three main computers, which communicate with each other in pairs to perform signal processing, voting, integration and control command resolution. The main computer is complex in design (it uses a command monitoring architecture internally, including an operating system and software), provides various envelope protection and control stabilization functions, and can achieve high-level flight control quality;

[0061] b) The main computer is internally provided with normal mode instructions and auxiliary mode instructions. The main computer can obtain cockpit command signals from ADC and external sensor and status signals sent by the cross-linking system, and execute complete command calculation functions, including normal mode command calculation when the system is normal, and auxiliary mode command calculation after some key signals are lost; the main computer sends control instructions directly to REU.

[0062] c) There are four secondary computers with a relatively simple design (the internal command monitoring architecture is adopted, and there is no control system and software). By obtaining special sensors and a small amount of cross-linking system signals, it is only used to achieve basic control. The control quality is relatively allowed to be reduced, but it can still meet the requirements of safe flight and landing. The secondary computer sends the control command directly to the REU.

[0063] d) The main computer exchanges status data with the secondary computer through the network bus for monitoring and maintenance.

[0064] e) The working clocks and power supplies of the four sub-computers are independent of each other. They receive cockpit input signals through the network bus and then perform monitoring and voting.

[0065] 3. Actuation system: The remote electronic control unit REU of the actuation system disclosed in the present invention can receive two instructions at the same time (one from the main computer and the other from the secondary computer), and give priority to executing the instructions from the main computer. When the instructions from the main computer are invalid, or when the mode switch is switched to direct mode, the REU executes the instructions from the secondary computer. The REU disclosed in the present invention adopts a non-similar design (two types of REU), and the non-similar design of the command / monitoring architecture is adopted internally. The development assurance level of complex electronic hardware and software is A-level to reduce the common mode influence of the actuation system and ensure the high integrity of the output signal. Each rudder actuator receives the control instructions issued by the corresponding REU, and drives the movement of the rudder according to the received control instructions.

[0066] 4. The network bus from the main computer / secondary computer to the REU can be a data network or a point-to-point bus, and is preferably two network bus types of non-similar configurations.

[0067] The above detailed description includes references to the accompanying drawings, which form part of the detailed description. The accompanying drawings illustrate specific embodiments that can be practiced by way of illustration. These embodiments are also referred to herein as "examples". Such examples may include elements other than those shown or described. However, examples including the elements shown or described are also contemplated. In addition, examples using any combination or arrangement of those elements shown or described are also contemplated, or with reference to the specific examples (or one or more aspects thereof) shown or described herein, or with reference to other examples (or one or more aspects thereof) shown or described herein.

[0068] In the appended claims, the terms "including" and "comprising" are open ended, that is, systems, devices, articles, or processes having elements other than those elements listed after such terms in a claim are still deemed to fall within the scope of that claim. Furthermore, in the appended claims, the terms "first," "second," and "third," etc. are used merely as labels and are not intended to indicate a numerical order to their objects.

[0069] In addition, the order of each operation explained in this specification is exemplary. In alternative embodiments, each operation can be performed in a different order than that shown in the drawings, and each operation can be combined into a single operation or split into more operations.

[0070] The above description is intended to be illustrative, not restrictive. For example, the examples described above (or one or more aspects thereof) may be used in conjunction with other embodiments. Other embodiments may be used, such as by a person of ordinary skill in the art, after reviewing the above description. The abstract allows the reader to quickly determine the nature of the present technology disclosure. The abstract is submitted, and it is understood that the abstract will not be used to interpret or limit the scope or meaning of the claims. In addition, in the above specific embodiments, various features may be grouped together to make the disclosure fluent. However, the claims may not state every feature disclosed herein, because the embodiments may characterize a subset of the features. In addition, the embodiments may include fewer features than those disclosed in a particular example. Therefore, the attached claims are thus incorporated into the specific embodiments, and a claim exists independently as a separate embodiment. The scope of the embodiments disclosed herein should be determined with reference to the attached claims and the full scope of equivalents to which such claims are entitled.

Claims

1. A fly-by-wire distributed flight control system, comprising: an analog-to-digital conversion device, the analog-to-digital conversion device being arranged to receive a pilot control signal from an aircraft cockpit and convert it into a digital form, each pilot control signal from a different source being converted into a digital form by a first analog-to-digital converter and a second analog-to-digital converter having a configuration different from that of the first analog-to-digital converter; A main computing device, which receives the pilot manipulation signal in digital form from the analog-to-digital conversion device through a network bus and generates a main control instruction accordingly; A secondary computing device, the secondary computing device receives the pilot manipulation signal in digital form from the analog-to-digital conversion device through the network bus and generates a secondary control instruction accordingly; as well as A remote electronic control unit is arranged to receive a primary control instruction generated by the primary computing device or a secondary control instruction generated by the secondary computing device and execute the received primary control instruction or the secondary control instruction accordingly to control a corresponding actuator.

2. The fly-by-wire distributed flight control system according to claim 1, characterized in that: The pilot control signals include control signals related to the side stick, rudder pedals, speed brake handle, and mode switch.

3. The fly-by-wire distributed flight control system according to claim 1, characterized in that: The main computing device includes three separate main computers that are redundant with each other, the secondary computing device includes four separate secondary computers that are redundant with each other, each of the remote electronic control units is arranged to be connected to one of the three separate main computers and one of the four separate secondary computers, and each of the three separate main computers and the four separate secondary computers is connected to a group of remote electronic control units among the remote electronic control units, the group of remote electronic control units including remote electronic control units respectively associated with each of the main control surfaces and a pair of multi-functional spoilers.

4. The fly-by-wire distributed flight control system according to claim 3, characterized in that: The network bus includes a first network bus of a first configuration and a second network bus of a second configuration different from the first configuration, and digital pilot manipulation signals from the first analog-to-digital converter and the second analog-to-digital converter are transmitted through the first network bus and the second network bus, respectively.

5. The fly-by-wire distributed flight control system according to claim 4, characterized in that: Each host computer and each sub-computer performs validity judgment on two signals from the first network bus and the second network bus.

6. The fly-by-wire distributed flight control system according to claim 3, characterized in that: Each main computer also receives signals from a cross-linked system and a first plurality of interface signals for generating the main control command, the cross-linked system includes an ice detection system, an air management system, a power system, and a hydraulic system, the first plurality of interface signals include signals from an air data system, an inertial reference unit, an angle of attack sensor, and a flap and slat electronic control unit; Each time the computer further receives a second plurality of interface signals for generating the secondary control instructions, the sources of the second plurality of interface signals being different from the sources of the first plurality of interface signals for overcoming the common mode error problem.

7. The fly-by-wire distributed flight control system according to claim 3, characterized in that: The main control surface includes ailerons, elevators and rudders.

8. The fly-by-wire distributed flight control system according to claim 1, characterized in that: The remote electronic control unit is arranged to execute the primary control command with priority and to execute the secondary control command in the event that the primary control command fails.

9. An aircraft, comprising the fly-by-wire distributed flight control system according to any one of claims 1 to 8.

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