Wing body fusion layout aircraft ground motion integrated system and control method

Abstract

The invention relates to a wing body fusion layout aircraft ground motion integrated system and a control method. The system comprises a flight integrated control system, a ground motion integrated control panel, an instruction acquisition and backup unit, an integrated control computer unit, an actuator servo control unit, an engine controller, a 1553B bus and a 429 bus. The flight comprehensive control system is connected with the instruction acquisition and backup unit, and the instruction acquisition and backup unit, the comprehensive control computer unit and the actuator servo control unit are respectively connected with the 1553B bus; the actuator servo control unit, the engine controller and the ground motion comprehensive control panel are respectively connected with the instruction acquisition and backup unit through a 429 bus, and the instruction acquisition and backup unit is also respectively connected with the avionics system and the comprehensive electromechanical system through the 429 bus. According to the invention, the control capability of the pilot on the ground course and speed can be effectively enhanced, the emergency control is simplified, and the processing capability of the pilot under special conditions is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft flight control, and in particular relates to a ground motion integrated system and control method for an aircraft with a wing-body fusion layout. Background Art

[0002] During the taxiing process, the pilot needs to use the aircraft's front wheel steering system, wheel anti-skid brake system, engine control system and flight control system to perform relatively complex operations in different taxiing stages (low speed: less than 55km / h; medium speed: 55km / h to 170km / h; high speed: more than 170km / h) to complete the direction and speed control of the aircraft. Specifically:

[0003] 1) Directional control, which includes flight control, front wheel turning control, differential brake control and engine control. Flight control is applicable to the entire ground taxiing stage. The aircraft direction control is achieved by controlling the rudder to deflect left and right by pedaling. However, the aerodynamic efficiency of the rudder can only be exerted at medium and high speeds.

[0004] Front wheel turning control: when gliding at low speed, the turning hand wheel can provide a large turning angle; when gliding at medium and high speed, the pedal can provide a small angle correction;

[0005] Differential brake control is applicable to the entire ground taxiing stage. By pressing the pedals, the braking rate of the left and right main wheels is controlled to achieve directional control of the aircraft, but it is easy to cause tire blowouts during high-speed taxiing.

[0006] Engine control is applicable to the entire ground taxiing phase, providing engine differential thrust through the throttle lever to achieve directional control of the aircraft.

[0007] 2) Speed ​​control, which includes flight control, wheel brake control and engine control; among them, flight control is applicable to the entire ground taxiing stage, and the speed brake is controlled upward by the speed reduction handle. The aerodynamic efficiency is very low in the low-speed stage;

[0008] Wheel brake control, by pressing the pedal, controls the braking rate of the main wheels to achieve aircraft deceleration. It is not suitable for high-speed stages, otherwise there will be a risk of tire blowout;

[0009] Engine control is applicable to the entire ground taxiing stage. The aircraft can be accelerated or decelerated by adjusting the engine thrust through the throttle lever. When taxiing at medium or high speeds, the engine reverse thrust is started to decelerate the aircraft.

[0010] To sum up, the aircraft's front wheel steering system, wheel anti-skid braking system, engine control system and flight control system are all independent systems, with their own independent operating devices, control devices and actuating devices, which results in a heavy operating burden on the pilot during takeoff and landing, especially in the face of severe natural weather conditions, making it difficult to complete the aircraft's braking and correction in a timely manner.

[0011] In order to meet the needs of aircraft safety, foreign aircraft have initially completed the preliminary integration of the system. For example, the Airbus A320 has integrated the anti-skid brake control system and the front wheel turning system; the B-2 aircraft has realized the ground integrated control of the front wheel turning system and the flight control system based on the integrated control system, which has improved the aircraft's correction performance. Although the existing technology has achieved different degrees of system integration design, it has not comprehensively integrated all control systems involved in ground movement, and cannot enhance the pilot's ability to control the ground direction and speed. Summary of the invention

[0012] In view of the deficiencies in the prior art, the present invention provides a ground motion integrated system and control method for a wing-body blended aircraft. The ground motion integrated system can not only complete the physical integration of the aircraft's front wheel turning system, wheel anti-skid braking system, engine control system and flight control system, but also expand the functions of the above systems on the basis of realizing the original functions, such as automatic deceleration, automatic deviation correction, and brake fixed-point release, effectively enhancing the pilot's control ability over ground heading and speed and simplifying emergency operations, thereby improving the pilot's ability to handle special situations.

[0013] In order to achieve the above object, the technical solution of the present invention is:

[0014] A ground motion integrated system for a wing-body fusion layout aircraft, comprising a flight integrated control system, a ground motion integrated control panel, a command acquisition and backup unit, an integrated control computer unit, an actuator servo control unit, an engine controller, a 1553B bus and a 429 bus;

[0015] The flight integrated control system is connected to the instruction acquisition and backup unit through a hard line, and the instruction acquisition and backup unit, the integrated control computer unit and the actuator servo control unit are respectively connected to the 1553B bus; the actuator servo control unit, the engine controller and the ground motion integrated control panel are respectively connected to the instruction acquisition and backup unit through the 429 bus, and the instruction acquisition and backup unit is also respectively connected to the avionics system and the integrated electromechanical system through the 429 bus;

[0016] The actuator servo control unit is connected to the rudder sensor, the turning sensor, the brake force sensor, the wheel speed sensor and the wheel load sensor through the 429 bus; and is also connected to the rudder actuator, the wheel brake actuator and the front wheel turning actuator through hard wires;

[0017] The engine controller is connected to the engine via a hard line;

[0018] The ground motion integrated control panel is used by the pilot to start the working mode of the ground motion integrated system, and the working mode includes a default mode, a working mode and a backup mode;

[0019] The command acquisition and backup unit is used to collect the command electrical signals generated by the pilot operating the flight integrated control system and the ground motion integrated control panel, and receive the atmospheric data, inertial navigation, altitude signals of the avionics system and the icing signals of the integrated electromechanical system; and also complete the backup control command resolution of the flight control system, the front wheel turning system, the wheel anti-skid brake system and the engine control system through the backup unit;

[0020] The integrated control computer unit is used to receive information from the command acquisition and backup units, manage signal redundancy, and complete the normal control command resolution of the flight control system, the nose wheel turning system, the wheel anti-skid brake system and the engine control system, and also complete the optimized control command allocation of the integrated system with speed and turning angle as the optimization target, and complete the emergency handling in the case of failure and strong crosswind;

[0021] The actuator servo control unit is used to integrate control instructions and feedback from the rudder sensor, turning sensor, brake force sensor, wheel speed sensor and wheel load sensor to control the movement of the rudder actuator, wheel brake actuator and front wheel turning actuator; it is also used to integrate the throttle speed instruction with the engine speed to achieve engine thrust control through the engine controller;

[0022] The 1553B bus is used to realize information exchange between the instruction acquisition and backup unit, the integrated control computer and the actuator servo control unit; the 429 bus is used to send the backup control instructions of the instruction acquisition and backup unit to the actuator servo control unit when the integrated control computer and the 1553B bus fail.

[0023] Preferably, the integrated flight control system comprises a control stick, pedals, a turning hand wheel, a throttle lever and a deceleration handle which are respectively connected to the command acquisition and backup unit through hard wires;

[0024] The control stick, pedals, turning hand wheel, throttle lever, deceleration handle, and ground motion integrated control panel are used to sense the pilot's actions and convert them into command electrical signals.

[0025] Preferably, the instruction acquisition and backup unit includes a first power board, a first backplane, a first analog input and output board, a first digital input and output board, a backup processor board, a first bus interface board, and a second power board.

[0026] Preferably, the integrated control computer unit includes a third power board, a fourth power board, a second backplane, a second digital input and output board, a processor board, and a second bus interface board.

[0027] Preferably, the actuator servo control unit adopts an FPGA+DSP structure; the engine controller is controlled by a FADEC system; and the ground motion integrated control panel is a liquid crystal display.

[0028] A control method for a ground motion integrated system of a wing-body blended aircraft, the control method comprising a default mode, a working mode and a backup mode;

[0029] Among them, when in the default mode control, the ground motion integrated system responds to the control commands of the joystick, pedals, turning hand wheel, throttle lever, and deceleration handle respectively, and independently realizes the control of the rudder actuator, wheel brake actuator, front wheel turning actuator and engine controller;

[0030] In the working mode control, the ground motion integrated system responds to the control commands of the joystick and pedals. The pedals will comprehensively adjust the rudder actuators, wheel brake actuators, nose wheel steering actuators and engine controllers to achieve the direction and speed control of the aircraft. The joystick controls the lateral attitude control of the aircraft to prevent the aircraft from rolling over during ground operation.

[0031] When in backup mode control, the ground motion integrated system responds to the operating instructions of the joystick, pedals, turning hand wheel, throttle lever and deceleration handle respectively, and independently realizes the backup control of the rudder actuator, wheel brake actuator, front wheel turning actuator and engine controller.

[0032] Preferably, the specific control method during the default mode control is: the instruction acquisition and backup unit acquires the operating instructions of the joystick, pedals, turning hand wheel, throttle lever, and deceleration handle, and sends them to the integrated control computer unit through the 1553B bus; the integrated control computer unit solves the control law and sends the control instructions to the actuator servo control unit and the 429 bus through the 1553B bus, and sends the throttle lever angle instruction to the engine controller; the actuator servo control unit integrates the control instructions and the rudder position, brake pressure and front wheel turning angle sensitive to the rudder position sensor, brake force sensor and turning sensor to achieve closed-loop control of direction and speed, and the engine controller integrates the throttle lever angle instruction and engine thrust to achieve closed-loop control of aircraft direction and speed.

[0033] Preferably, the specific control method during the working mode control is: the instruction acquisition and backup unit acquires the operating instructions of the steering column and the pedals, and sends them to the integrated control computer unit through the 1553B bus; the integrated control computer unit solves the control law, and distributes control instructions with the optimal speed and turning ability as the goal, and sends the control instructions to the actuator servo control unit through the 1553B bus and the throttle lever angle instructions to the engine controller through the 429 bus; the actuator servo control unit and the engine controller comprehensively distribute the control instructions and feedback information to comprehensively realize closed-loop control of direction and speed.

[0034] Preferably, the specific control method during the backup mode control is: the instruction acquisition and backup unit acquires the operating instructions of the steering column, pedals, turning hand wheel, throttle lever, and deceleration handle, and solves the backup control law, and sends the control instructions to the actuator servo control unit and the engine controller through the 429 bus; the actuator servo control unit and the engine controller comprehensively distribute the control instructions and feedback information to comprehensively realize the closed-loop control of direction and speed.

[0035] Preferably, the control laws of the default mode, working mode and backup mode all adopt a control distribution method, and gain distribution is performed in different flight stages. The formula for gain distribution is:

[0036] f(x,y)=v1f1(x,y)+v2f2(x,y)+v3f3(x,y)+v4f4(x,y)

[0037] Wherein, v1+v2+v3+v4=1; v1, v2, v3, v4∈(0,1); x is the braking deceleration command, y is the turning command, f1(x,y), f2(x,y), f3(x,y) and f4(x,y) are the control efficiencies of flight control, nose wheel turning, wheel braking and engine respectively, and v1, v2, v3 and v4 are the distribution rates of flight control, nose wheel turning, wheel braking and engine;

[0038] The distribution ratio of the flight control, nose wheel turning, wheel braking and engine is optimized and distributed according to different flight phases; the flight phases include a direction control phase and a speed control phase;

[0039] When it is the medium and high speed stage of the directional control phase, the control weights are flight control, front wheel turning, engine, and wheel differential braking from large to small; when it is the low speed stage of the directional control phase, the control weights are front wheel turning, engine, and wheel differential braking from large to small;

[0040] When it is the medium-high speed stage of the speed control phase, the control weights are flight control, engine, and wheel brake from large to small; when it is the low-speed stage of the speed control phase, the control weights are engine and wheel brake from large to small.

[0041] Technical effects and advantages of the present invention:

[0042] 1. The system architecture proposed in the present invention completes the physical integration of the ground motion system, which can not only save the weight of the aircraft, but also realize functional integration in the working mode, simplify the burden of the pilot, optimize the timely automatic compensation for the impact of system failures, suppress the dangerous impact of failures, and improve the aircraft's tolerance for dangerous failures during take-off and landing; in the face of severe natural meteorological environments, it effectively enhances the pilot's control ability over the ground heading and speed and simplifies emergency operations, improving the pilot's ability to handle special situations; optimizes the aircraft's ground correction and deceleration capabilities, extends the life of the wheels, and improves the aircraft's take-off and landing performance.

[0043] 2. The instruction acquisition and backup unit proposed in the present invention can complete information acquisition and backup control law design, and can also support data communication of two intra-system buses (1553B bus and 429 bus).

[0044] 3. The connection conditions of the default mode, working mode and backup mode proposed in the present invention can ensure that the system is in an absolutely safe working environment and can also largely guarantee the availability and integrity of the system.

[0045] 4. The ground motion integrated control panel unit proposed by the present invention can not only safely ensure that the system enters the working mode, but also promptly remind the pilot to pay attention to the working status of the system.

[0046] 5. In the working mode of the present invention, the pilot only needs to use pedals to control the direction and speed of the aircraft, which greatly simplifies the operating procedures. In addition, in the face of system failures, abnormal atmosphere, etc., the system can adaptively adjust the control efficiency of the constituent systems, thereby improving the safety of the aircraft.

[0047] 6. The system of the present invention retains the control components of the traditional aircraft ground motion system. It can not only cope with the situation where the ground motion integrated system is unavailable due to some extremely short-term conditions, but also can perform manual backup control. It can be used not only for newly developed aircraft, but also for other aircraft modifications. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 is a schematic diagram of the ground motion integrated system architecture of the present invention;

[0049] Figure 2 is a schematic structural diagram of a ground motion integrated control panel of the present invention;

[0050] Figure 3 It is a structural schematic diagram of the instruction collection and backup unit of the present invention;

[0051] Figure 4 It is a schematic diagram of the structure of the integrated control computer unit of the present invention;

[0052] Figure 5 is a control principle diagram of the ground motion integrated system of the present invention in the default mode;

[0053] Figure 6 is a control principle diagram of the ground motion integrated system of the present invention in working mode;

[0054] Figure 7 is a control principle diagram of the ground motion integrated system of the present invention in the default mode;

[0055] Figure 8 It is a schematic diagram of the control law of the ground motion integrated control system of the present invention;

[0056] Fig. 9 DETAILED DESCRIPTION

[0057] The present invention is further described in detail below with reference to the embodiments given in the accompanying drawings.

[0058] Example 1

[0059] See also Figure 1 As shown, a ground motion integrated system for a wing-body fusion layout aircraft is characterized by comprising a flight integrated control system, a ground motion integrated control panel, a command acquisition and backup unit, an integrated control computer unit, an actuator servo control unit, an engine controller, a 1553B bus and a 429 bus;

[0060] The integrated flight control system is connected to the instruction acquisition and backup unit through a hard line, and the instruction acquisition and backup unit, the integrated control computer unit and the actuator servo control unit are respectively connected to the 1553B bus; the actuator servo control unit, the engine controller and the ground motion integrated control panel are respectively connected to the instruction acquisition and backup unit through the 429 bus, and the instruction acquisition and backup unit is also respectively connected to the avionics system and the integrated electromechanical system through the 429 bus.

[0061] The actuator servo control unit is connected to the rudder sensor, the turning sensor, the brake force sensor, the wheel speed sensor and the wheel load sensor through the 429 bus; and is also connected to the rudder actuator, the wheel brake actuator and the front wheel turning actuator through hard wires;

[0062] The engine controller is connected to the engine via a hard line; the engine controller is controlled by a FADEC system.

[0063] In specific implementation, the integrated flight control system includes a control stick, pedals, a turning hand wheel, a throttle lever and a deceleration handle which are respectively connected to the command acquisition and backup unit through hard wires;

[0064] The control stick, pedals, turning hand wheel, throttle lever, deceleration handle, and ground motion integrated control panel are used to sense the pilot's actions and convert them into command electrical signals.

[0065] In specific implementation, the sensitive devices of the control components such as the steering column, pedals, turning hand wheel, throttle lever, deceleration handle, etc. are all in the form of RVDT sensors, and the voltage signals are transmitted to the command acquisition and backup unit through hardware.

[0066] For specific implementation, see Figure 2 As shown, the ground movement integrated control panel includes a liquid crystal display, a pre-position switch, a pre-position switch light display, an on switch and an on switch light display. The ground movement integrated control panel is used by the pilot to start the working mode of the ground movement integrated system, and the working mode includes a default mode, a working mode and a backup mode.

[0067] In one embodiment, when the ground motion integrated control panel is in use, the pilot needs to activate the pre-position switch and the on-switch, and the on-switch can only be activated after the pre-position switch is pressed. Each switch has a light display, which is red when not activated and green when activated. In addition, the control panel exchanges information with the command acquisition and backup unit through the 429 bus, sends the pre-position switch and on-switch models to the command acquisition and backup unit, and receives the system working mode signal from the command acquisition and backup unit. The default mode, working mode and backup mode are displayed on the LCD display of the ground motion integrated control panel.

[0068] During specific implementation, the command acquisition and backup unit is used to collect the command electrical signals generated by the pilot operating the flight integrated control system and the ground motion integrated control panel, as well as to receive the atmospheric data, inertial navigation, altitude signals of the avionics system and the icing signals of the integrated electromechanical system; the backup unit also completes the backup control command solution of the flight control system, front wheel turning system, wheel anti-skid braking system and engine control system.

[0069] In one embodiment, see Figure 3 As shown, the instruction acquisition and backup unit includes a first power supply board, a first backplane, an analog input and output board, a first digital input and output board, a backup processor board and a first bus interface board.

[0070] Furthermore, the first power board converts the power on the aircraft to generate a secondary power supply to provide power distribution for the first back panel and internal sensors such as the control stick, pedals, turning hand wheel, throttle lever, and deceleration handle;

[0071] The first backplane is an intelligent node, and the analog input and output board, the first digital input and output board, the backup processor board and the first bus interface board provide functions such as signal conditioning and transmission;

[0072] The analog input and output board collects analog control signals such as the steering column, pedals, turning hand wheel, throttle lever, deceleration handle, etc.;

[0073] The first digital quantity input and output board collects digital signals of the integrated control panel, as well as digital signals of the avionics system and the integrated electromechanical system, and performs digital conversion into signals required by external devices;

[0074] The backup processor board solves the backup control law to realize the basic control function;

[0075] The first bus interface board provides 1553B bus, 429 bus, and information exchange (CCDL) bus interfaces.

[0076] Specifically, the ground motion integrated system mainly transmits data on the digital bus based on the command acquisition and backup unit in three modes. It is the core component of the system. In order to realize the working mode and backup mode, this component can realize the information acquisition in the normal mode and the information acquisition and backup solution in the backup mode.

[0077] When the ground motion integrated system is in the default mode and working mode, the analog input and output board collects analog control signals and transmits the information to the first digital input and output board through the first backplane. The first digital input and output board processes the digital signals collected by itself and transmitted by the first backplane and then transmits them to the first bus interface board through the first backplane. The first bus interface board sends the signal to the integrated control computer or other instruction collection and backup units through the 1553B bus and the information exchange (CCDL) bus for data transmission.

[0078] When the ground motion integrated system is in backup mode, the analog input and output board collects analog control signals and transmits the information to the backup processor board through the first backplane. After the backup processor board solves the control law, it transmits the control command to the first bus interface board through the first backplane. The first bus interface board sends the signal to the actuator servo control unit and the engine or other command collection and backup units through the 429 bus and the information exchange (CCDL) bus for data transmission.

[0079] During specific implementation, the integrated control computer unit is used to receive information from the command acquisition and backup units, manage signal redundancy, and complete the normal control command solutions of the flight control system, nose wheel turning system, wheel anti-skid braking system and engine control system. It also completes the optimized control command allocation of the integrated system with speed and turning angle as optimization targets, as well as completes emergency handling in the event of failures and strong crosswinds.

[0080] In one embodiment, see Figure 4 As shown, the integrated control computer unit includes a second power board, a second backplane, a second digital input and output board, a processor board, and a second bus interface board.

[0081] Furthermore, the second power board converts the power on the aircraft to generate a secondary power supply to provide power distribution for the second backplane, the processor board, etc.;

[0082] The second backplane is an intelligent node, and the second digital input and output board, the processor board, and the second bus interface board provide functions such as signal conditioning and transmission;

[0083] The second digital quantity input and output board receives the digital signal of the instruction acquisition and backup unit, and performs digital processing and conversion;

[0084] The processor board adopts a partitioned operating system, and in the central processor, multiple partitions such as fault diagnosis, redundancy management, ground integrated control, flight control, front wheel turning, wheel braking, engine control, etc. are used to perform redundancy management and solve control laws to realize ground integrated control functions;

[0085] The second bus interface board provides 1553B bus, 429 bus, and information exchange (CCDL) bus interfaces.

[0086] Specifically, the integrated control computer is the main equipment for realizing independent control and integrated control of the flight control system, nose wheel turning system, wheel anti-skid braking system and engine control system in default mode and normal mode, and is a core component for exerting the performance of the ground motion integrated system.

[0087] When the ground motion integrated system is in the default mode and working mode, the second bus interface board receives the 1553B digital signal of the instruction acquisition and backup unit, transmits it to the second digital input and output board through the second backplane for signal processing and conversion, and then sends it to the processor board through the second backplane for redundancy management, fault detection, control law solution, etc., and then sends the control instruction to the second bus interface board through the second backplane. The second bus interface board sends the signal to the actuator servo control unit and the engine controller or other instruction acquisition and backup units through the 1553B bus, 429 bus and information exchange (CCDL) bus for data transmission.

[0088] In specific implementation, the actuator servo control unit adopts an FPGA+DSP structure, which is used to integrate control instructions and feedback from rudder sensors, turning sensors, brake force sensors, wheel speed sensors and wheel load sensors to control the movement of rudder actuators, wheel brake actuators and front wheel turning actuators; it is also used to integrate throttle speed instructions with engine speed to achieve engine thrust control through an engine controller.

[0089] In one embodiment, the rudder sensor, turning sensor, brake force sensor, wheel load sensor and wheel speed sensor are all in the form of smart sensors. A signal conversion device is superimposed on the conventional LVDT, pressure and other sensor designs to convert analog signals into digital signals, which are transmitted to the actuator servo control unit via the 429 bus.

[0090] The 1553B bus is used to realize information exchange between the instruction acquisition and backup unit, the integrated control computer and the actuator servo control unit; the 429 bus is used to send the backup control instructions of the instruction acquisition and backup unit to the actuator servo control unit when the integrated control computer and the 1553B bus fail.

[0091] The ground motion integrated system architecture of the present application completes the physical integration of the ground motion system, which can not only save the weight of the aircraft, but also realize functional integration in the working mode, simplify the burden on the pilot, optimize the timely automatic compensation for the impact of system failures, suppress the dangerous impact of failures, and improve the aircraft's tolerance for dangerous failures during take-off and landing; for example, in the face of severe natural meteorological environments, it can effectively enhance the pilot's ability to control the ground heading and speed, simplify emergency operations, and improve the pilot's ability to deal with special situations.

[0092] Example 2

[0093] A control method for a ground motion integrated system of a wing-body blended aircraft, the control method comprising a default mode, a working mode and a backup mode;

[0094] Among them, when in the default mode control, the ground motion integrated system responds to the control commands of the joystick, pedals, turning hand wheel, throttle lever, and deceleration handle respectively, and independently realizes the control of the rudder actuator, wheel brake actuator, front wheel turning actuator and engine controller;

[0095] In the working mode control, the ground motion integrated system responds to the control commands of the joystick and pedals. The pedals will comprehensively adjust the rudder actuators, wheel brake actuators, nose wheel steering actuators and engine controllers to achieve the direction and speed control of the aircraft. The joystick controls the lateral attitude control of the aircraft to prevent the aircraft from rolling over during ground operation.

[0096] When in backup mode control, the ground motion integrated system responds to the operating instructions of the joystick, pedals, turning hand wheel, throttle lever and deceleration handle respectively, and independently realizes the backup control of the rudder actuator, wheel brake actuator, front wheel turning actuator and engine controller.

[0097] In one embodiment, see Figure 5 As shown, the specific control method during the default mode control is: the command acquisition and backup unit acquires the control commands of the joystick, pedals, turning hand wheel, throttle lever, and deceleration handle, and sends them to the integrated control computer unit through the 1553B bus; the integrated control computer unit solves the control law and sends the control command to the actuator servo control unit and the 429 bus through the 1553B bus, and sends the throttle lever angle command to the engine controller; the actuator servo control unit integrates the control command and the rudder position, brake force sensor, and turning sensor-sensitive rudder position, brake pressure, and front wheel turning angle to achieve closed-loop control of direction and speed, and the engine controller integrates the throttle lever angle command and engine thrust to achieve closed-loop control of aircraft direction and speed.

[0098] In one embodiment, see Figure 6 As shown, the specific control method during the working mode control is: the command acquisition and backup unit acquires the control commands of the steering stick and pedals, and sends them to the integrated control computer unit through the 1553B bus; the integrated control computer unit solves the control law, and distributes control commands with the optimal speed and turning ability as the goal, and sends the control commands to the actuator servo control unit through the 1553B bus and the throttle lever angle command to the engine controller through the 429 bus; the actuator servo control unit and the engine controller comprehensively distribute the control commands and feedback information to comprehensively realize the closed-loop control of direction and speed.

[0099] In one embodiment, see Figure 7 As shown, the specific control method during the backup mode control is: the command acquisition and backup unit acquires the operating commands of the steering stick, pedals, turning hand wheel, throttle lever, and deceleration handle, and solves the backup control law, and sends the control commands to the actuator servo control unit and the engine controller through the 429 bus; the actuator servo control unit and the engine controller comprehensively distribute the control commands and feedback information to comprehensively realize the closed-loop control of direction and speed.

[0100] In one embodiment, see Figure 8 As shown, it is a schematic diagram of the control law of the ground motion integrated control system of the present application. The control laws of the default mode, working mode and backup mode all adopt the control distribution method, and the gain distribution is performed in different flight stages. The formula for gain distribution is:

[0101] f(x,y)=v1f1(x,y)+v2f2(x,y)+v3f3(x,y)+v4f4(x,y)

[0102] Wherein, v1+v2+v3+v4=1; v1, v2, v3, v4∈(0,1); x is the braking deceleration command, y is the turning command, f1(x,y), f2(x,y), f3(x,y) and f4(x,y) are the control efficiencies of flight control, nose wheel turning, wheel braking and engine respectively, and v1, v2, v3 and v4 are the distribution rates of flight control, nose wheel turning, wheel braking and engine;

[0103] The distribution ratio of the flight control, nose wheel turning, wheel braking and engine is optimized and distributed according to different flight phases; the flight phases include a direction control phase and a speed control phase;

[0104] When it is the medium and high speed stage of the directional control phase, the control weights are flight control, front wheel turning, engine, and wheel differential braking from large to small; when it is the low speed stage of the directional control phase, the control weights are front wheel turning, engine, and wheel differential braking from large to small;

[0105] When it is the medium-high speed stage of the speed control phase, the control weights are flight control, engine, and wheel brake from large to small; when it is the low-speed stage of the speed control phase, the control weights are engine and wheel brake from large to small.

[0106] It should be noted that when a system failure occurs in an aircraft, the purpose of adaptive fault reconstruction can be achieved by adjusting the corresponding distribution rate; in addition, when the aircraft encounters abnormal atmospheric disturbances, the wheel braking efficiency can be appropriately adjusted without a tire blowout, so as to achieve the purpose of quickly changing the direction and speed of the aircraft.

[0107] For further information, see Fig. 9 As shown, the default mode and the working mode can be switched to each other, the default mode can be unidirectionally switched to the backup mode control, and the working mode can be unidirectionally switched to the backup mode control.

[0108] In specific implementation, the default mode connection conditions are: the system meets the minimum system working requirements and the system automatically enters the mode when powered on;

[0109] Working mode connection conditions: The pre-position switch and the connection switch of the integrated control panel are both in the activated state, and the system meets the minimum system working requirements. In addition, it is also necessary to meet the interlocking conditions such as take-off and landing configuration, radio altitude, wheel load, wheel speed, and flight speed.

[0110] Backup mode engagement conditions: The system does not meet the minimum system operating requirements, and the component systems will respond to their respective control components to independently control the rudder, wheel brakes, nose wheel steering and engines.

[0111] The minimum system operating requirement is that when the system is in fault mode, all the rudder actuators, wheel brake actuators, nose wheel steering actuators and engines can be controlled normally. For example, the minimum system operating requirement for a four-redundancy system is to ensure that two redundant systems are in a fault-free state, and the minimum system operating requirement for a main-backup system is to ensure that the backup system is available. The minimum system of the ground motion integrated system is: two command acquisition and backup units and two-channel 1553B buses of the corresponding bus controller (BC), and two integrated control computer units.

[0112] The above is only a preferred embodiment of the present invention. It should be pointed out that a person skilled in the art can make several modifications and improvements without departing from the inventive concept of the present invention, which all belong to the protection scope of the present invention.

Claims

1. A ground motion integrated system for a wing-body blended aircraft, characterized in that: It includes flight integrated control system, ground motion integrated control panel, command acquisition and backup unit, integrated control computer unit, actuator servo control unit, engine controller, 1553B bus and 429 bus; The flight integrated control system is connected to the instruction acquisition and backup unit through a hard line, and the instruction acquisition and backup unit, the integrated control computer unit and the actuator servo control unit are respectively connected to the 1553B bus; the actuator servo control unit, the engine controller and the ground motion integrated control panel are respectively connected to the instruction acquisition and backup unit through the 429 bus, and the instruction acquisition and backup unit is also respectively connected to the avionics system and the integrated electromechanical system through the 429 bus; The actuator servo control unit is connected to the rudder sensor, the turning sensor, the brake force sensor, the wheel speed sensor and the wheel load sensor through the 429 bus; and is also connected to the rudder actuator, the wheel brake actuator and the front wheel turning actuator through hard wires; The engine controller is connected to the engine via a hard line; The ground motion integrated control panel is used by the pilot to start the working mode of the ground motion integrated system, and the working mode includes a default mode, a working mode and a backup mode; The command acquisition and backup unit is used to collect the command electrical signals generated by the pilot operating the flight integrated control system and the ground motion integrated control panel, and receive the atmospheric data, inertial navigation, altitude signals of the avionics system and the icing signals of the integrated electromechanical system; and also complete the backup control command resolution of the flight control system, the front wheel turning system, the wheel anti-skid brake system and the engine control system through the backup unit; The integrated control computer unit is used to receive information from the command acquisition and backup units, manage signal redundancy, and complete the normal control command resolution of the flight control system, the nose wheel turning system, the wheel anti-skid brake system and the engine control system, and also complete the optimized control command allocation of the integrated system with speed and turning angle as the optimization target, and complete the emergency handling in the case of failure and strong crosswind; The actuator servo control unit is used to integrate control instructions and feedback from the rudder sensor, turning sensor, brake force sensor, wheel speed sensor and wheel load sensor to control the movement of the rudder actuator, wheel brake actuator and front wheel turning actuator; it is also used to integrate the throttle speed instruction with the engine speed to achieve engine thrust control through the engine controller; The 1553B bus is used to realize information exchange between the instruction acquisition and backup unit, the integrated control computer and the actuator servo control unit; the 429 bus is used to send the backup control instructions of the instruction acquisition and backup unit to the actuator servo control unit when the integrated control computer and the 1553B bus fail.

2. The ground motion integrated system for a wing-body blended aircraft according to claim 1, characterized in that: The integrated flight control system includes a control stick, pedals, a turning hand wheel, a throttle lever and a deceleration handle which are connected to the command acquisition and backup unit through hard wires respectively; The control stick, pedals, turning hand wheel, throttle lever, deceleration handle, and ground motion integrated control panel are used to sense the pilot's actions and convert them into command electrical signals.

3. The integrated ground motion system for a wing-body blended aircraft according to claim 2, characterized in that: The instruction collection and backup unit includes a first power supply board, a first backplane, and an analog input.

4. The integrated ground motion system for a wing-body blended aircraft according to claim 1, characterized in that: The integrated control computer unit comprises a second power supply board, a second backplane, a second digital quantity input and output board, a processor board, and a second bus interface board.

5. The integrated ground motion system for a wing-body blended aircraft according to claim 1, characterized in that: The actuator servo control unit adopts the structure of FPGA+DSP; the engine controller is controlled by FADEC system; and the ground motion integrated control panel is a liquid crystal display.

6. A method for controlling a ground motion integrated system of a wing-body blended aircraft according to any one of claims 1 to 5, characterized in that: The control method includes a default mode, a working mode and a backup mode; Among them, when in the default mode control, the ground motion integrated system responds to the control commands of the joystick, pedals, turning hand wheel, throttle lever, and deceleration handle respectively, and independently realizes the control of the rudder actuator, wheel brake actuator, front wheel turning actuator and engine controller; In the working mode control, the ground motion integrated system responds to the control commands of the joystick and pedals. The pedals will comprehensively adjust the rudder actuators, wheel brake actuators, nose wheel steering actuators and engine controllers to achieve the direction and speed control of the aircraft. The joystick controls the lateral attitude control of the aircraft to prevent the aircraft from rolling over during ground operation. When in backup mode control, the ground motion integrated system responds to the operating instructions of the joystick, pedals, turning hand wheel, throttle lever and deceleration handle respectively, and independently realizes the backup control of the rudder actuator, wheel brake actuator, front wheel turning actuator and engine controller.

7. The control method of the ground motion integrated system of the wing-body blended aircraft according to claim 6, characterized in that: The specific control method during the default mode control is: the instruction acquisition and backup unit acquires the operating instructions of the joystick, pedals, turning hand wheel, throttle lever, and deceleration handle, and sends them to the integrated control computer unit through the 1553B bus; the integrated control computer unit solves the control law and sends the control instructions to the actuator servo control unit and the 429 bus through the 1553B bus, and sends the throttle lever angle instruction to the engine controller; the actuator servo control unit integrates the control instructions and the rudder position, brake pressure and front wheel turning angle sensitive to the rudder position sensor, brake force sensor and turning sensor to achieve closed-loop control of direction and speed, and the engine controller integrates the throttle lever angle instruction and engine thrust to achieve closed-loop control of aircraft direction and speed.

8. The control method of the ground motion integrated system of a wing-body blended aircraft according to claim 7, characterized in that: The specific control method during the working mode control is: the instruction acquisition and backup unit acquires the control instructions of the steering column and the pedals, and sends them to the integrated control computer unit through the 1553B bus; the integrated control computer unit solves the control law, and distributes control instructions with the optimal speed and turning ability as the goal, and sends the control instructions to the actuator servo control unit through the 1553B bus and the throttle lever angle instructions to the engine controller through the 429 bus; the actuator servo control unit and the engine controller comprehensively distribute the control instructions and feedback information to comprehensively realize the closed-loop control of direction and speed.

9. The control method of the ground motion integrated system of the wing-body blended aircraft according to claim 8, characterized in that: The specific control method during the backup mode control is: the command acquisition and backup unit acquires the operating instructions of the steering column, pedals, turning hand wheel, throttle lever, and deceleration handle, and solves the backup control law, and sends the control instructions to the actuator servo control unit and the engine controller through the 429 bus; the actuator servo control unit and the engine controller comprehensively distribute the control instructions and feedback information to comprehensively realize the closed-loop control of direction and speed.

10. The control method of the ground motion integrated system of the wing-body blended aircraft according to claim 9, characterized in that: The control laws of the default mode, working mode and backup mode all adopt the control distribution method, and the gain distribution is performed in different flight stages. The formula for gain distribution is: f(x,y)=v1f1(x,y)+v2f2(x,y)+v3f3(x,y)+v4f4(x,y) Wherein, v1+v2+v3+v4=1; v1, v2, v3, v4∈(0,1); x is the braking deceleration command, y is the turning command, f1(x,y), f2(x,y), f3(x,y) and f4(x,y) are the control efficiencies of flight control, nose wheel turning, wheel braking and engine respectively, and v1, v2, v3 and v4 are the distribution rates of flight control, nose wheel turning, wheel braking and engine; The distribution ratio of the flight control, nose wheel turning, wheel braking and engine is optimized and distributed according to different flight phases; the flight phases include a direction control phase and a speed control phase; When it is the medium and high speed stage of the directional control phase, the control weights are flight control, front wheel turning, engine, and wheel differential braking from large to small; when it is the low speed stage of the directional control phase, the control weights are front wheel turning, engine, and wheel differential braking from large to small; When it is the medium-high speed stage of the speed control phase, the control weights are flight control, engine, and wheel brake from large to small; when it is the low-speed stage of the speed control phase, the control weights are engine and wheel brake from large to small.

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