Aircraft hydraulic servo actuation control system

Abstract

The invention provides an aircraft hydraulic servo actuation control system, which relates to the field of hydraulic servo electronic control, and comprises a main flight control system, a backup control system, an enhanced electronic unit and a tail end actuator, the main flight control system is connected with the enhanced electronic unit through a first MCB communication bus, the backup control system is connected with the electronic unit through a second MCB communication bus, and the main flight control system is switched to the backup control system when power supply or communication abnormity occurs in the main flight control system; the enhanced electronic unit is connected with the actuator; the enhanced electronic unit comprises a public area, an instruction channel and a monitoring channel, and the instruction channel and the monitoring channel are used for monitoring the health state and data validity of the first MCB communication bus or the second MCB communication bus in real time. According to the invention, bidirectional switching between the main flight control system and the backup system of the enhanced electronic unit is ensured, uninterrupted work is kept, and the working reliability of the hydraulic servo actuation control system is effectively improved.

Description

Technical Field

[0001] The invention relates to the field of electronic control of hydraulic servo systems, and in particular to an aircraft hydraulic servo actuation control system. Background Art

[0002] In the traditional design of hydraulic servo electronic control systems for civil aircraft, the enhanced electronic unit (EEU) only receives control instructions from the primary flight control system (PFCS) and controls the end effector actuator downward to operate.

[0003] When the main flight control system fails, or the power supply or communication bus between the main flight control system and the EEU fails, even a normal EEU will stop working due to no data input. If the backup flight control unit (BFCM) directly controls the terminal actuator, the original remote electronic unit function needs to be added to the BFCM, resulting in an increase in the size and weight of the BFCM. Summary of the invention

[0004] In view of this, an embodiment of the present application provides an aircraft hydraulic servo actuation control system to ensure that the EEU (enhanced electronic unit) switches bidirectionally between the PFCS (primary flight control system) and the BFCM (backup flight control unit) with a fixed priority and maintains uninterrupted operation, thereby effectively improving the working reliability of the hydraulic servo actuation control system.

[0005] The embodiment of the present application provides the following technical solution: an aircraft hydraulic servo actuation control system, comprising: a primary flight control system, a backup control system, an enhanced electronic unit and a terminal actuator;

[0006] The primary flight control system is connected to the enhanced electronic unit via a first MCB communication bus, and is used to send flight control instructions to the enhanced electronic unit and retrieve the working status information uploaded by the enhanced electronic unit, and the primary flight control system provides a DC power supply to the enhanced electronic unit;

[0007] The backup control system is connected to the enhanced electronic unit via a second MCB communication bus, and is used to switch to the backup control system when power supply or communication abnormality occurs in the primary flight control system, send flight control instructions to the enhanced electronic unit via the backup control system, retrieve the working status information uploaded by the enhanced electronic unit, and provide a DC power supply to the enhanced electronic unit;

[0008] The control command output end of the enhanced electronic unit is connected to the end actuator to drive the end actuator to move normally; wherein, the enhanced electronic unit includes a common area, a command channel and a monitoring channel, wherein the command channel and the monitoring channel are respectively used to receive and verify the flight control command, so as to monitor the health status and data validity of the first MCB communication bus or the second MCB communication bus in real time, and upload the working status information of the enhanced electronic unit itself, and the common area is used to complete the common functions of the command channel and the monitoring channel.

[0009] According to an embodiment of the present application, the command channel and the monitoring channel are respectively used to receive the flight control command and verify it, so as to monitor the health status and data validity of the first MCB communication bus or the second MCB communication bus in real time, including:

[0010] The command channel and the monitoring channel respectively receive the flight control command and perform data analysis, perform CRC check on each beat of the analyzed data, and then transmit the analyzed data to the opposite channel for congruence check;

[0011] If the CRC check and the congruence check are both verified to be correct, it is determined that the current first MCB communication bus or the second MCB communication bus is normal, and the current beat data is valid;

[0012] If the CRC check or the identical check verification is abnormal, the current beat data is determined to be invalid. When the data of the set number of beats are invalid, it is determined that the current first MCB communication bus or the second MCB communication bus is faulty, and then switch to another MCB communication bus to continue working.

[0013] According to one embodiment of the present application, the priority of the main flight control system in providing DC power and MCB bus data to the enhanced electronic unit is higher than the priority of the backup control system in providing DC power and MCB bus data to the enhanced electronic unit. When the power supply or communication of the main flight control system is abnormal, the backup control system is switched to supply power to the enhanced electronic unit and perform data communication.

[0014] According to an embodiment of the present application, the power supply switching of the enhanced electronic unit is synchronously linked with the MCB communication bus switching, so that the main flight control system and the backup control system will not work at the same time.

[0015] According to an embodiment of the present application, the physical layer and protocol layer of the first MCB communication bus and the second MCB communication bus are exactly the same, and both use a physical layer transmission link based on the CAN bus to implement a point-to-point data transmission method, and the protocol layer uses inverse Manchester encoding to implement the transmission of the data bit image stream to reduce the DC bias of the data transmission link.

[0016] According to one embodiment of the present application, the first MCB communication bus and the second MCB communication bus both use the start handshake information to mark the start of communication, and use the stop bit signal to mark the completion of data transmission; when the enhanced electronic unit detects the start handshake information, it starts to receive data, and after receiving the data of a fixed length, it starts to send data, and after the data is sent, it sends a bus stop bit signal to the primary flight control system or the backup control system, so that the primary flight control system or the backup control system ends the transmission of the current data after receiving the stop bit signal.

[0017] According to an embodiment of the present application, the start handshake information is 2 consecutive beats on the MCB communication bus, and each beat is a high-low-high-low level signal, and the stop bit signal is 2 consecutive beats on the MCB communication bus, and each beat is a low-high-low-high level signal.

[0018] According to an embodiment of the present application, within a data transceiver cycle of the first MCB communication bus and the second MCB communication bus, the length of data received and sent by the enhanced electronic unit is fixed during normal operation, and the communication cycle of the MCB communication bus is also a fixed value.

[0019] According to an embodiment of the present application, the command channel and the monitoring channel are also used to vote through an arbitration mechanism before outputting the control command, and after the arbitration is passed, the two channels respectively output their respective commands to different control targets of the end actuator;

[0020] Among them, the arbitration mechanism includes: when the data of the flight control instructions received by the instruction channel and the monitoring channel are verified to be correct through the CRC check and the congruence check, the counters of the instruction channel and the monitoring channel are respectively -1; if the CRC check or the congruence check is abnormal, the control instructions of the current working cycle are invalidated, and the normal working instructions of the previous working cycle are continued to be output; at the same time, the difference between the flight control instructions of the current working cycle of the instruction channel and the monitoring channel and the normal working instructions of the previous working cycle are taken respectively, and the difference is compared, the counter of the channel with a large difference is +2, and the counter with a small difference is +1; when the verification results of the instruction channel and the monitoring channel for a set number of consecutive working cycles are abnormal, the control instructions of the channel with a small counter value are used to control the operation of the terminal actuator alone.

[0021] According to an embodiment of the present application, a point resistance filter component is further included between the enhanced electronic unit and the end actuator, which is used to filter the output instructions of the enhanced electronic unit.

[0022] Compared with the prior art, the beneficial effects that can be achieved by at least one of the above-mentioned technical solutions adopted in the embodiments of this specification include at least the following: the enhanced electronic unit (EEU) proposed in the embodiments of the present invention can be realized in the hydraulic servo system. When a power supply abnormality occurs in any device of the superior device, the primary flight control system (PFCS) or the backup flight control unit (BFCM), it can still switch to another device uninterruptedly to continue to obtain the power source, ensuring that the terminal actuator maintains normal operation, and the power supply acquisition has a priority selection function, that is, the power supply priority of the PFCS is higher.

[0023] The enhanced electronic unit can realize that when a bus source end of any device of PFCS or BFCM fails, it can switch to another device bus without interruption to continue to obtain instructions and upload status, during which the operation of the end actuator is not affected. The priority of bus selection is that the MCB1 bus has a higher priority than the MCB2 bus.

[0024] The enhanced electronic unit proposes a new communication bus for hydraulic servo electronic control system. Its physical layer adopts CAN bus transmission link, and the protocol layer transmits bit stream based on reverse Manchester encoding. The protocol layer sets the communication start handshake bit and communication stop flag bit, and the communication direction is two-way communication. The two-way communication works as follows: within a fixed communication cycle, the EEU first receives data, and after receiving the communication stop flag bit of PFCS or BFCM, it sets the EEU end bus to the sending mode 10us later and starts uploading its own status information. When the EEU uploads data, the data format is the same as the received data, that is, the uploaded data also includes the actual handshake bit, valid data word and stop handshake bit. When the EEU completes the data transmission, its MCB bus end is immediately configured to the data receiving mode, waiting for the arrival of the next handshake start bit data.

[0025] The MCB bus proposed by the present invention has a faster data transmission rate than the communication bus based on the RS485 / RS422 physical layer. At the same time, the DC component of the signal based on the data bit stream transmission mode of the reverse Manchester encoding does not carry any information, the data recovery is simple, and the anti-interference performance is strong. The start handshake information and stop bit added in the protocol layer effectively characterize the start and end of the unidirectional data transmission, and also clearly distinguish the direction of data transmission.

[0026] The present invention proposes an output command arbitration mechanism based on dual-channel output control for high safety level. The arbitration mechanism is based on the historical data of the entire control process, and performs technical analysis on the fault state of each channel within a period of time, and finally selects the channel with better health status to independently complete the control. The arbitration mechanism is suitable for the controlled object being the lower-stage load with a slower movement rate in the hydraulic servo system, and solves the competition problem caused by inconsistent output commands in the coordinated control of the two channels. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0028] Figure 1 is a schematic diagram of the system architecture of an aircraft hydraulic servo actuation control system according to an embodiment of the present invention;

[0029] Figure 2 The present invention provides a schematic diagram of a data transmission link of an MCB communication bus;

[0030] Figure 3It is a schematic diagram of an arbitration mechanism execution program based on dual-channel output control provided by the present invention. DETAILED DESCRIPTION

[0031] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0032] The following describes the implementation methods of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, in the absence of conflict, the following embodiments and the features in the embodiments can be combined with each other. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work belong to the scope of protection of the present application.

[0033] like Figure 1 As shown, an embodiment of the present invention provides an aircraft hydraulic servo actuation control system, including: a primary flight control system (PFCS), a backup control system (BFCM), an enhanced electronic unit (EEU), an output command filtering component, and a physical end-effector actuator.

[0034] Among them, the signals connected between EEU and PFCS include: DC power supply and MCB1 communication bus (i.e., the "first MCB communication bus"); the signals connected between EEU and BFCM include: DC power supply and MCB2 communication bus (i.e., the "second MCB communication bus"). The output control instruction of EEU is used as the input signal of the filter component, and the output signal of the filter component after filtering is directly used as the input of the end actuator and completes the control of the actuator.

[0035] The PFCS is used to provide direct current power and MCB1 bus instructions to the EEU, and receive status information uploaded by the EEU through the MCB1 bus.

[0036] The BFCM is used to provide direct current power and MCB2 bus instructions to the EEU, and receive status information uploaded by the EEU through the MCB2 bus.

[0037] The EEU is an enhanced electronic unit that receives power and bus command messages from the PFCS or BFCM. The EEU is divided into a common area, a command channel, and a monitoring channel according to its functions. The command channel and the monitoring channel respectively complete the reception and upload of MCB bus data. The common area implements the functions shared by the command channel and the monitoring channel. During normal operation, the command channel and the monitoring channel work together to control the end actuator. When any channel fails, the other channel can independently complete the actuator control function in a short time.

[0038] According to an embodiment of the present application, the command channel and the monitoring channel are respectively used to receive the flight control command and verify it, so as to monitor the health status and data validity of the first MCB communication bus or the second MCB communication bus in real time, including:

[0039] The command channel and the monitoring channel respectively receive the flight control command and perform data analysis, perform CRC check on each beat of the analyzed data, and then transmit the analyzed data to the opposite channel for congruence check;

[0040] If the CRC check and the congruence check are both verified to be correct, it is determined that the current first MCB communication bus or the second MCB communication bus is normal, and the current beat data is valid;

[0041] If the CRC check or the identical check verification is abnormal, the current beat data is determined to be invalid. When the data of the set number of beats are invalid, it is determined that the current first MCB communication bus or the second MCB communication bus is faulty, and then switch to another MCB communication bus to continue working.

[0042] In specific implementation, the scheme of the bus data health monitoring and switching function is as follows: EEU monitors the working status of the two buses of MCB1 and MCB2 interface at any time, and the health monitoring mode of the two buses is the same, which is 32-bit CRC check and data cross-congruent comparison mode, that is, the instruction channel and the monitoring channel not only perform CRC check on each beat of data collected by each, but also transmit the data to the opposite channel for congruent check. If both check modes are normal, the current beat data is valid. When 5 beats of data are continuously monitored to be invalid data, it is judged that the MCB bus has a fault. At this time, the health monitoring result of another MCB bus is read. If the result is normal, the EEU switches to the other bus to continue working. If the result is abnormal, the EEU stops external output and enters standby mode. The priority of MCB1 bus is higher than that of MCB2 bus, that is, as long as the MCB1 bus is normal at any time, the EEU must receive MCB1 data to work. Among them, the said consistency check means that the instruction channel and the monitoring channel receive the same bus data, parse the data respectively, and transmit the parsed data to each other to compare with the data of the channel itself to verify the validity of the data. If it is confirmed that the data transmitted from the opposite channel is the same as the data received by the channel on this side, the current beat data is considered valid, otherwise the beat data is invalid.

[0043] EEU has a bus health management component inside, that is, the command channel and the monitoring channel monitor the health status of the current MCB bus in real time. When the monitoring result of any channel is a fault, the current bus is judged to be abnormal and switches to another bus to continue working. The switching caused by the bus will also cause the power supply to switch, that is, the synchronization of bus switching and power supply switching is bidirectional synchronization.

[0044] According to an embodiment of the present application, the priority of the primary flight control system in providing DC power to the enhanced electronic unit is greater than the priority of the backup control system in providing DC power to the enhanced electronic unit.

[0045] Specifically, the EEU is internally designed with power source selection and switching functions and bus data health monitoring and switching functions. The power source switching function and the bus health monitoring switching function are bidirectionally linked, but the power source selection and switching function has a higher priority.

[0046] The specific scheme of the power source selection and switching function is as follows: when the PFCS power supply is normal, the EEU will use the PFCS power supply to work first; when the PFCS power supply is abnormal and the BFCM power supply is normal, the EEU can switch to the BFCM without interruption to continue working; at any time when the PFCS power supply is normal, it must receive power from the PFCS. When both the PFCS and BFCM power supplies are abnormal, the EEU stops working. The power supply switching is synchronized with the bus switching, that is, when the EEU power supply is switched from the PFCS to the BFCM, the bus communicating with the EEU will also switch from MCB1 to MCB2.

[0047] The precondition for bus switching in the bus switching function is that the bus is normal and the power supply is also normal. If the bus is normal but the power supply is abnormal, the bus switching will not be performed.

[0048] According to an embodiment of the present application, the physical layer and protocol layer of the first MCB communication bus and the second MCB communication bus are exactly the same, and both use a physical layer transmission link based on the CAN bus to implement a point-to-point data transmission method, and the protocol layer uses inverse Manchester encoding to implement the transmission of the data bit image stream to reduce the DC bias of the data transmission link.

[0049] The MCB1 and MCB2 buses, collectively referred to herein as the MCB bus, are a new type of medium- and high-speed inter-device communication bus dedicated to the system. The bus physical layer performs data transmission based on the CAN bus physical layer link, and the protocol layer uses reverse Manchester encoding to implement the transmission of the data bit image stream, that is, data 1 corresponds to the bit stream 0 to 1 on the bus, and data 0 corresponds to the bit stream 1 to 0 on the bus.

[0050] In a data transceiver cycle of the MCB bus, the length of data received and sent by the EEU is fixed during normal operation, and the bus communication cycle is also a fixed value. The communication cycle of the MCB bus can be determined according to the byte length of the actual transceiver data. Since it uses the CAN bus with a higher bandwidth as the physical layer transmission link, it has a higher speed than the traditional communication bus based on RS485 / RS422.

[0051] like Figure 2As shown. According to an embodiment of the present application, the MCB bus uses the start handshake information to mark the start of communication and the stop bit to mark the completion of data transmission. The start handshake information is a "high-low-high-low" level signal for each of the two consecutive beats on the bus, and the stop bit is a "low-high-low-high" level signal for each of the two consecutive beats on the bus. After the EEU is powered on, the bus defaults to the data receiving state. When the start handshake signal is detected, the data is received. After receiving the fixed-length data, the bus stop signal is identified. If the correct bus stop signal is received, the reception of the current beat data is completed. Within 10us after the data reception is completed, both PFCS and BFCM will quickly set themselves to the data receiving state and receive the uploaded data of the EEU. After the EEU completes the data reception, it will start to send the start handshake signal, the EEU status information of fixed length, the CRC check bit, and the stop bit signal to the bus after 10us. After the EEU sends the completion stop signal, a cycle of data transmission and reception is completed, and the bus is released immediately. At the same time, the bus port itself is set to the data receiving mode, and the arrival of the start handshake signal on the bus is monitored at all times.

[0052] According to one embodiment of the present application, the command channel and the monitoring channel are also used to vote through an arbitration mechanism before outputting control commands. After the arbitration is passed, the two channels respectively output their respective commands to different control targets of the end actuator; wherein, the arbitration mechanism includes: when the data of the flight control commands received by the command channel and the monitoring channel are verified to be correct through the CRC check and the congruence check, the counters of the command channel and the monitoring channel are respectively -1; if the CRC check or the congruence check is abnormal, the control command of the current working cycle is invalidated, and the normal working command of the previous working cycle is continued to be output; at the same time, the difference between the flight control command of the current working cycle of the command channel and the monitoring channel and the normal working command of the previous working cycle is taken respectively, and the difference is compared. The channel counter with a large difference is +2, and the counter with a small difference is +1. The upper limit of the counter is 100 and the lower limit is 0. When the verification results of the command channel and the monitoring channel are abnormal for a set number of consecutive working cycles (preferably 6), the counters of the two channels are compared, and the control command of the channel with the smaller counter value is used to control the end actuator alone, and the other channel is judged to be faulty. At the same time, the normal channel will independently complete the control of the end actuator until the output commands of the two channels are verified to be normal. Figure 3 shown.

[0053] This embodiment sets a command arbitration mechanism at the command output end, which is suitable for the controlled object being a downstream load with a slower movement speed in a hydraulic servo system, and solves the competition problem caused by inconsistent output commands in the coordinated control of two channels.

[0054] According to an embodiment of the present application, a point resistance filter component is further included between the enhanced electronic unit and the end actuator, which is used to filter the output instructions of the enhanced electronic unit.

[0055] In specific implementation, the filter is a third-order point-stop analog filter, and the setting of the stopband frequency is related to the physical parameters of the controlled actuator. The filter component can effectively eliminate the frequency band signals in the EEU output instructions that are likely to damage the actuator, ensuring that the actuator will not produce unacceptable abnormal vibrations and significantly reducing the failure rate of the actuator during operation.

[0056] An embodiment of the present invention discloses an aircraft hydraulic servo actuation control system, which includes: an enhanced electronic unit (hereinafter referred to as EEU), which serves as an intermediate device of a hydraulic servo system (hereinafter referred to as HSS) and a direct control mechanism of a terminal actuator, receives power supply and flight control instructions from a primary flight control system (hereinafter referred to as PFCS), and the EEU also receives power supply and backup flight instructions from a backup flight control unit (hereinafter referred to as BFCM), and drives the terminal actuator to move normally; the PFCS sends control instructions to the EEU in real time and collects the working status information uploaded by the EEU; the BFCM intervenes when the primary flight control system fails, and replaces the primary flight control system to complete the sending of control instructions to the EEU and the state data collection function; the EEU is designed with two power circuits to simultaneously receive power supply signals from the PFCS and the BFCM, and the power priority of the circuit design ensures that the power supply of the PFCS is used first; a two-wire system based on anti-Manche is used between the EEU and the PFCS, and between the EEU and the BFCM. The improved communication bus with Manchester encoding (hereinafter referred to as MCB bus) is used for bidirectional data transmission. The physical layer of MCB bus is designed based on CAN bus. The protocol layer transmits binary data using reverse Manchester encoding, which effectively improves the communication rate between devices inside the system. At the same time, a handshake mechanism before and after the data frame is designed. The EEU adopts a collaborative control mode of command channel and monitoring channel to jointly complete the control of the end actuator. The arbitration mechanism is designed inside the EEU. If any channel fails due to a fault, it can be switched to a single channel for short-term control. The command channel and monitoring channel of the EEU monitor the MCB bus in real time. The monitoring mode is congruent comparison monitoring. When the monitoring result is MCB fault, the bus channel and power channel are switched immediately. The priority of bus switching is the same as that of power switching, and the bus switching and power switching maintain a linkage mode. A point resistance filter is added in the driving link between the EEU and the end actuator to filter the output instructions while ensuring that the actuator does not produce abnormal vibration.

[0057] The embodiments of the present invention are applied in the field of electronic control of hydraulic servo systems of civil aircraft. The proposed enhanced electronic unit design solves the single-point failure problem caused by the single-circuit power supply and single-bus input of the traditional remote electronic unit, ensuring the reliable switching of the main and standby control systems; at the same time, a new communication bus protocol based on the CAN physical layer is proposed, which improves the signal interaction rate between devices inside the system; an output command arbitration mechanism for the dual-channel control field is proposed, which can effectively solve the competition problem between different channels in the fault-tolerant control field; the point-blocking filter added at the EEU output signal end solves the abnormal vibration problem generated when the end actuator is working, effectively improving the working reliability of the hydraulic servo system.

[0058] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. An aircraft hydraulic servo actuation control system, characterized in that: include: primary flight control system, backup control system, enhanced electronics unit and terminal actuators; The primary flight control system is connected to the enhanced electronic unit via a first MCB communication bus, and is used to send flight control instructions to the enhanced electronic unit and retrieve the working status information uploaded by the enhanced electronic unit, and the primary flight control system provides a DC power supply to the enhanced electronic unit; The backup control system is connected to the enhanced electronic unit via a second MCB communication bus, and is used to switch to the backup control system when power supply or communication abnormality occurs in the primary flight control system, send flight control instructions to the enhanced electronic unit via the backup control system, retrieve the working status information uploaded by the enhanced electronic unit, and provide a DC power supply to the enhanced electronic unit; The control command output end of the enhanced electronic unit is connected to the end actuator to drive the end actuator to move normally; wherein, the enhanced electronic unit includes a common area, a command channel and a monitoring channel, wherein the command channel and the monitoring channel are respectively used to receive and verify the flight control command, so as to monitor the health status and data validity of the first MCB communication bus or the second MCB communication bus in real time, and upload the working status information of the enhanced electronic unit itself, and the common area is used to complete the common functions of the command channel and the monitoring channel.

2. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that: The command channel and the monitoring channel are respectively used to receive the flight control command and verify it, so as to monitor the health status and data validity of the first MCB communication bus or the second MCB communication bus in real time, including: The command channel and the monitoring channel respectively receive the flight control command and perform data analysis, perform CRC check on each beat of the analyzed data, and then transmit the analyzed data to the opposite channel for congruence check; If the CRC check and the congruence check are both verified to be correct, it is determined that the current first MCB communication bus or the second MCB communication bus is normal, and the current beat data is valid; If the CRC check or the identical check verification is abnormal, the current beat data is determined to be invalid. When the data of the set number of beats are invalid, it is determined that the current first MCB communication bus or the second MCB communication bus is faulty, and then switch to another MCB communication bus to continue working.

3. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that: The priority of the main flight control system in providing DC power and MCB bus data to the enhanced electronic unit is higher than the priority of the backup control system in providing DC power and MCB bus data to the enhanced electronic unit. When the power supply or communication of the main flight control system is abnormal, the backup control system is switched to supply power to the enhanced electronic unit and perform data communication.

4. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that: The power supply switching of the enhanced electronic unit is synchronously linked with the MCB communication bus switching, so that the main flight control system and the backup control system will not work at the same time.

5. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that: The physical layer and protocol layer of the first MCB communication bus and the second MCB communication bus are exactly the same, and both use a physical layer transmission link based on the CAN bus to implement a point-to-point data transmission method. The protocol layer uses inverse Manchester encoding to implement the transmission of data bit image streams to reduce the DC bias of the data transmission link.

6. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that: The first MCB communication bus and the second MCB communication bus both use the start handshake information to mark the start of communication and use the stop signal to mark the completion of data transmission; when the enhanced electronic unit detects the start handshake information, it starts to receive data, and after receiving the data of a fixed length, it starts to send data, and after the data is sent, it sends a bus stop signal to the primary flight control system or the backup control system, so that the primary flight control system or the backup control system ends the transmission of the current data after receiving the stop signal.

7. The aircraft hydraulic servo actuation control system according to claim 6, characterized in that: The start handshake information is 2 consecutive beats on the MCB communication bus, and each beat is a high-low-high-low level signal. The stop bit signal is 2 consecutive beats on the MCB communication bus, and each beat is a low-high-low-high level signal.

8. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that: In a data transceiving cycle of the first MCB communication bus and the second MCB communication bus, when working normally, the length of data received and sent by the enhanced electronic unit is fixed, and the communication cycle of the MCB communication bus is also a fixed value.

9. The aircraft hydraulic servo actuation control system according to claim 2, characterized in that: The command channel and the monitoring channel are also used to vote through an arbitration mechanism before outputting control commands, and after the arbitration is passed, the two channels respectively output their respective commands to different control targets of the end actuator; Among them, the arbitration mechanism includes: when the data of the flight control instructions received by the instruction channel and the monitoring channel are verified to be correct through the CRC check and the congruence check, the counters of the instruction channel and the monitoring channel are respectively -1; if the CRC check or the congruence check is abnormal, the control instructions of the current working cycle are invalidated, and the normal working instructions of the previous working cycle are continued to be output; at the same time, the difference between the flight control instructions of the current working cycle of the instruction channel and the monitoring channel and the normal working instructions of the previous working cycle are taken respectively, and the difference is compared, the counter of the channel with a large difference is +2, and the counter with a small difference is +1; when the verification results of the instruction channel and the monitoring channel for a set number of consecutive working cycles are abnormal, the control instructions of the channel with a small counter value are used to control the operation of the terminal actuator alone.

10. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that: A point resistance filter component is also included between the enhanced electronic unit and the end actuator, which is used to filter the output instructions of the enhanced electronic unit.

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