An aircraft hydraulic servo actuation control system

Abstract

This invention provides an aircraft hydraulic servo actuation control system, relating to the field of hydraulic servo electronic control, comprising: a primary flight control system, a backup control system, an enhanced electronic unit (ENB), and a terminal actuator; the primary flight control system and the ENB are connected via a first MCB communication bus, and the backup control system and the ENB are connected via a second MCB communication bus, used to switch to the backup control system when the primary flight control system experiences a power or communication failure; the ENB connects to the actuator; the ENB includes a common area, a command channel, and a monitoring channel, the command channel and monitoring channel being used to monitor the health status and data validity of the first or second MCB communication bus in real time. This invention ensures bidirectional switching and uninterrupted operation between the primary flight control system and the backup system in the ENB, effectively improving the operational reliability of the hydraulic servo actuation control system.

Description

Technical Field

[0001] This invention relates to the field of electronic control of hydraulic servo systems, and more specifically to an aircraft hydraulic servo actuation control system. Background Technology

[0002] In the traditional design of hydraulic servo electronic control systems for civil aircraft, the enhanced electronic unit (EEU) only receives control commands from the primary flight control system (PFCS) and controls the end effector actuators to perform their functions.

[0003] When a fault mode occurs, such as a failure of the main flight control system or a failure of the power supply or communication bus between the main flight control system and the EEU, even a normally functioning EEU will stop working due to the lack of data input. If the backup flight control unit (BFCM) directly controls the end effector, the original remote electronic unit functions need to be added to the BFCM, resulting in an increase in both the size and weight of the BFCM. Summary of the Invention

[0004] In view of this, 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 BFCM (Backup Flight Control Unit) with a fixed priority and maintains uninterrupted operation, effectively improving the working reliability of the hydraulic servo actuation control system.

[0005] This application provides the following technical solution: an aircraft hydraulic servo actuation control system, comprising: a main flight control system, a backup control system, an enhanced electronic unit, and an end effector;

[0006] The main flight control system is connected to the enhanced electronic unit via a first MCB communication bus, which is used to send flight control commands to the enhanced electronic unit and simultaneously collect the working status information uploaded by the enhanced electronic unit. The main flight control system also provides DC power to the enhanced electronic unit.

[0007] The backup control system is connected to the enhanced electronic unit via a second MCB communication bus. It is used to switch to the backup control system when the main flight control system experiences a power supply or communication failure. The backup control system sends flight control commands to the enhanced electronic unit, collects back the working status information uploaded by the enhanced electronic unit, and provides DC power to the enhanced electronic unit.

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

[0009] According to one embodiment of this application, the command channel and the monitoring channel are respectively used to receive and verify the flight control commands, 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 parsing. Each parsed data frame is then subjected to CRC verification, and the parsed data is then transmitted to the opposite channel for full equality verification.

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

[0012] If the CRC check or the equality check is abnormal, the current data is determined to be invalid. If the data of the continuously set number of times are invalid, the first MCB communication bus or the second MCB communication bus is determined to be faulty, and then the system switches to another MCB communication bus to continue working.

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

[0014] According to one embodiment of this application, the power supply switching of the enhanced electronic unit is synchronized with the switching of the MCB communication bus, so that the main flight control system and the backup control system do not work simultaneously.

[0015] According to one embodiment of this application, the physical layer and protocol layer of the first MCB communication bus and the second MCB communication bus are completely identical, and both adopt a point-to-point data transmission method based on the physical layer transmission link of the CAN bus. The protocol layer adopts inverse Manchester encoding to realize the transmission of data bit image stream, so as to reduce the DC bias voltage of the data transmission link.

[0016] According to one embodiment of this application, both the first MCB communication bus and the second MCB communication bus use start handshake information to identify the start of communication and stop bit signal to identify the completion of data transmission. When the enhanced electronic unit detects the start handshake information, it begins to receive data. After receiving a fixed length of data, it begins to send data. After the data transmission is completed, it sends a bus stop bit signal to the main flight control system or the backup control system, so that the main flight control system or the backup control system ends the transmission of the current frame data after receiving the stop bit signal.

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

[0018] According to one embodiment of this application, during normal operation of the first MCB communication bus and the second MCB communication bus, the length of data received and transmitted by the enhanced electronic unit is fixed, and the communication period of the MCB communication bus is also a fixed value.

[0019] According to one embodiment of this application, the instruction channel and the monitoring channel are further used to vote through an arbitration mechanism before outputting control instructions. After the arbitration is passed, the two channels respectively output their instructions to different control targets of the end effector.

[0020] The arbitration mechanism includes the following steps: when the flight control command data received by the command channel and the monitoring channel are verified to be correct by both the CRC check and the equality check, the counters of the command channel and the monitoring channel are decremented by 1 respectively. If the CRC check or the equality check is abnormal, the control command of the current working cycle is invalidated, and the normal working command of the previous working cycle is used to continue outputting. At the same time, the difference between the flight control command of the current working cycle and the normal working command of the previous working cycle of the command channel and the monitoring channel is taken respectively, and the difference is compared. The counter of the channel with the larger difference is incremented by 2, and the counter of the channel with the smaller difference is incremented by 1. When the verification results of the command channel and the monitoring channel are abnormal for a set number of consecutive working cycles, the control command of the channel with the smaller counter value is used to control the end effector to work alone.

[0021] According to one embodiment of this application, a point resistance filter assembly is further included between the enhanced electronic unit and the end effector for filtering the output commands 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 this invention can still switch to another device to continue to obtain power source when either the primary flight control system (PFCS) or the backup flight control unit (BFCM) of the upper-level equipment fails to obtain power in the hydraulic servo system, ensuring that the end effector continues to work normally, and the power acquisition has a priority selection function, that is, the power supply priority of PFCS is higher.

[0023] This enhanced electronic unit can seamlessly switch to another device bus to continue acquiring commands and uploading status even if a failure occurs at the bus source end of either the PFCS or BFCM device, during which time the operation of the end effector remains unaffected. The bus selection priority is MCB1 bus, which has a higher priority than MCB2 bus.

[0024] This enhanced electronic unit proposes a novel communication bus for hydraulic servo electronic control systems. Its physical layer uses a CAN bus transmission link, and the protocol layer transmits bit streams based on inverse Manchester encoding. The protocol layer sets communication start handshake bits and communication stop flag bits, and the communication direction is bidirectional. The bidirectional communication operation is as follows: within a fixed communication cycle, the EEU first receives data. After receiving the communication stop flag bit from the PFCS or BFCM for 10µs, the EEU sets its bus to transmit mode and begins uploading its own status information. The data format uploaded by the EEU is the same as the received data; that is, the uploaded data also includes the start handshake bits, valid data words, and stop handshake bits. After the EEU completes data transmission, its MCB bus immediately switches to data receive mode, waiting for the arrival of the next handshake start bit data.

[0025] Compared to communication buses based on the RS485 / RS422 physical layer, the MCB bus proposed in this invention offers faster data transmission rates. Furthermore, its data bitstream transmission method based on inverse Manchester encoding means that the DC component of the signal carries no information, simplifying data recovery and providing strong anti-interference capabilities. The added start handshake information and stop bits at the protocol layer effectively characterize the start and end of unidirectional data transmission and clearly distinguish the direction of data transmission.

[0026] This invention proposes an output command arbitration mechanism for high-safety-level dual-channel output control. Based on historical data throughout the control process, this mechanism analyzes the fault status of each channel over a period of time and ultimately selects the channel with the better health status to independently complete the control. This arbitration mechanism is suitable for controlling slower-moving downstream loads in hydraulic servo systems, resolving the competition problem caused by inconsistent output commands in two-channel collaborative control. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

[0029] Figure 2 This is a schematic diagram of the MCB communication bus data transmission link provided in this invention.

[0030] Figure 3This is a schematic diagram of the arbitration mechanism execution procedure based on dual-channel output control provided by the present invention. Detailed Implementation

[0031] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0032] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0033] like Figure 1 As shown, this embodiment of the 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 an end effector actuator.

[0034] The signals connecting the EEU and PFCS include: DC power supply and MCB1 communication bus (i.e., the "first MCB communication bus"); the signals connecting the EEU and BFCM include: DC power supply and MCB2 communication bus (i.e., the "second MCB communication bus"). The output control command of the EEU serves as the input signal of the filtering component, and the output signal of the filtering component after filtering is directly used as the input of the end effector to complete the control of the actuator.

[0035] The PFCS is used to provide DC power and MCB1 bus commands to the EEU, and at the same time receive status information uploaded by the EEU through the MCB1 bus.

[0036] The BFCM is used to provide DC power and MCB2 bus commands to the EEU, and at the same time 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. Internally, the EEU is functionally divided into a common area, a command channel, and a monitoring channel. The command channel and monitoring channel respectively handle the reception and uploading of MCB bus data. The common area implements the functions shared by the command channel and monitoring channel. During normal operation, the command channel and monitoring channel work together to control the end effector. If either channel fails, the other channel can independently complete the actuator control function for a short period.

[0038] According to one embodiment of this application, the command channel and the monitoring channel are respectively used to receive and verify the flight control commands, 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 parsing. Each parsed data frame is then subjected to CRC verification, and the parsed data is then transmitted to the opposite channel for full equality verification.

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

[0041] If the CRC check or the equality check is abnormal, the current data is determined to be invalid. If the data of the continuously set number of times are invalid, the first MCB communication bus or the second MCB communication bus is determined to be faulty, and then the system switches to another MCB communication bus to continue working.

[0042] In specific implementation, the bus data health monitoring and switching function scheme is as follows: The EEU simultaneously monitors the operating status of both the MCB1 and MCB2 interfaces at any given time. The health monitoring methods for both buses are identical: 32-bit CRC checksum and cross-validation. Specifically, the command channel and monitoring channel perform CRC checks on each data frame they collect, and also transmit the data to the other channel for equality verification. If both checks are normal, the current data frame is valid. If five consecutive data frames are found to be invalid, the corresponding MCB bus is considered faulty. At this point, the health monitoring result of the other 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 outputting data and enters standby mode. The MCB1 bus has a higher priority than the MCB2 bus; that is, as long as the MCB1 bus is normal at any given time, the EEU must receive MCB1 data to operate. The above-mentioned equality verification refers to the process where the instruction channel and the monitoring channel receive the same bus data, parse the data, and transmit the parsed data to each other for comparison with the data of their own channel. This verifies the validity of the data. If the data transmitted from the other channel is the same as the data received by this channel, the current data is considered valid; otherwise, the data is invalid.

[0043] The EEU has a bus health management component, namely the command channel and the monitoring channel, which monitor the current health status of the MCB bus in real time. When the monitoring result of either channel is a fault, the current bus is judged to be abnormal, and the system switches to another bus to continue working. The bus-induced switching will also cause the power supply to switch, that is, the bus switching and power supply switching are synchronized bidirectionally.

[0044] According to one embodiment of this application, the primary flight control system has a higher priority in providing DC power to the enhanced electronic unit than the backup control system.

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

[0046] The power source selection and switching function is specifically designed as follows: When the PFCS power supply is normal, the EEU prioritizes using the PFCS power supply for operation; when an abnormal PFCS power supply is detected while the BFCM power supply is normal, the EEU can seamlessly switch to the BFCM to continue operating; if the PFCS power supply is normal at any time, the EEU must receive power from the PFCS. When both the PFCS and BFCM power supplies are abnormal, the EEU stops operating. The power supply switching is synchronized with the bus switching; that is, when the EEU's power supply switches from PFCS to BFCM, the bus communicating with the EEU will also switch from MCB1 to MCB2.

[0047] The prerequisite 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 one embodiment of this application, the physical layer and protocol layer of the first MCB communication bus and the second MCB communication bus are completely identical, and both adopt a point-to-point data transmission method based on the physical layer transmission link of the CAN bus. The protocol layer adopts inverse Manchester encoding to realize the transmission of data bit image stream, so as to reduce the DC bias voltage of the data transmission link.

[0049] The MCB1 and MCB2 buses, collectively referred to here as the MCB bus, are a new type of medium-to-high-speed inter-device communication bus specifically designed for this system. The physical layer of this bus transmits data based on the CAN bus physical layer link, and the protocol layer uses inverse Manchester encoding to transmit the data bit-mapped stream; that is, data 1 corresponds to bit streams 0 to 1 on the bus, and data 0 corresponds to bit streams 1 to 0 on the bus.

[0050] During normal operation, the length of data received and transmitted by the EEU is fixed within a single data transmission cycle, and the bus communication cycle is also a fixed value. The communication cycle of the MCB bus can be determined based on the actual byte length of the transmitted and received data. Because it uses the high-bandwidth CAN bus as the physical layer transmission link, its speed is higher than that of traditional RS485 / RS422-based communication buses.

[0051] like Figure 2As shown. According to one embodiment of this application, the MCB bus uses a start handshake signal to indicate the start of communication and a stop bit to indicate the completion of data transmission. The start handshake signal consists of two consecutive "high-low-high-low" level signals on the bus, and the stop bit consists of two consecutive "low-high-low-high" level signals on the bus. After the EEU is powered on, the bus defaults to data receiving mode. When the start handshake signal is detected, data reception begins. After receiving a fixed length of data, the bus stop signal is identified. If the correct bus stop signal is received, the reception of the current data is completed. Within 10µs after the data reception is completed, both the PFCS and BFCM quickly set themselves to data receiving mode and receive the data uploaded by the EEU. After the EEU finishes receiving the data, it sends a start handshake signal, a fixed length of EEU status information, a CRC check bit, and a stop bit signal to the bus 10µs later. After the EEU sends the stop signal, it completes one cycle of data transmission and reception, immediately releases the bus, and sets its own bus port to data receiving mode, constantly monitoring the arrival of the start handshake signal on the bus.

[0052] According to one embodiment of this application, the command channel and the monitoring channel are further used to vote through an arbitration mechanism before outputting control commands. After the arbitration is passed, the two channels output their respective commands to different control targets of the end effector. The arbitration mechanism includes: when the flight control command data received by the command channel and the monitoring channel is verified to be correct by both the CRC check and the equality check, the counters of the command channel and the monitoring channel are decremented by 1 respectively. If the CRC check or the equality check is abnormal, the control command of the current working cycle is invalidated, and the normal working command of the previous working cycle is used to continue outputting. At the same time, the difference between the flight control command of the current working cycle and the normal working command of the previous working cycle of the command channel and the monitoring channel is taken respectively, and the difference is compared. The counter of the channel with the larger difference is incremented by 2, and the counter of the channel with the smaller difference is incremented by 1. The upper limit of the counter is 100 and the lower limit is 0. When the verification results of both the instruction channel and the monitoring channel are abnormal for a set number (preferably 6) of consecutive work cycles, the counter values ​​of the two channels are compared. The control instruction of the channel with the smaller counter value is used to control the end effector alone, indicating that the other channel is faulty. Subsequently, the normal channel independently controls the end effector until the output instructions of both channels are verified to be normal. Figure 3 As shown.

[0053] This embodiment sets up an instruction arbitration mechanism at the instruction output end. This mechanism is suitable for the controlled object to be a slow-moving downstream load in a hydraulic servo system, and solves the competition problem caused by inconsistent output instructions in two-channel collaborative control.

[0054] According to one embodiment of this application, a point resistance filter assembly is further included between the enhanced electronic unit and the end effector for filtering the output commands of the enhanced electronic unit.

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

[0056] This invention discloses an aircraft hydraulic servo actuator control system, comprising: an enhanced electronic unit (EEU) serving as an intermediate device of the hydraulic servo system (HSS) and the direct control mechanism of the end effector; receiving power supply and flight control commands from the primary flight control system (PFCS); the EEU also receiving power supply and backup flight commands from the backup flight control unit (BFCM); and driving the end effector to move normally; the PFCS sends control commands to the EEU in real time while simultaneously collecting the working status information uploaded by the EEU; the BFCM intervenes when the primary flight control system fails, replacing the primary flight control system in issuing control commands to the EEU and collecting status data; the EEU is designed with two power circuits to simultaneously receive power supply signals from both the PFCS and BFCM, and the circuit design prioritizes the use of the PFCS power supply; a two-wire anti-Mancher-based connection is used between the EEU and the PFCS, and between the EEU and the BFCM. The improved communication bus with inverse Manchester encoding (hereinafter referred to as the MCB bus) enables bidirectional data transmission. The physical layer of the MCB bus is based on the CAN bus design, and the protocol layer transmits binary data using inverse Manchester encoding, effectively improving the communication rate between devices within the system. A data frame pre- and post-handshake mechanism is also designed. The EEU employs a collaborative control mode of command and monitoring channels to jointly control the end effector. An arbitration mechanism is designed within the EEU; if any channel fails, control can be switched to a single channel for a short period. The command and monitoring channels of the EEU monitor the MCB bus in real time using a full equality comparison monitoring method. When the monitoring result indicates an MCB fault, the bus channel and power channel are immediately switched. The priority of bus switching is the same as that of power switching, and bus switching and power switching maintain a linked mode. A point resistance filter is added to the drive link between the EEU and the end effector to filter the output command while ensuring that the actuator does not generate abnormal vibrations.

[0057] This invention is applied to the field of electronic control of hydraulic servo systems for civil aircraft. The proposed enhanced electronic unit design solves the single-point failure problem caused by the single power supply and single bus input of traditional remote electronic units, ensuring reliable switching between the main and backup control systems. Simultaneously, a novel communication bus protocol based on the CAN physical layer is proposed, improving the signal interaction rate between devices within the system. An output command arbitration mechanism for dual-channel control is proposed, effectively solving the competition problem between different channels in fault-tolerant control. A point resistance filter added to the EEU output signal terminal solves the abnormal vibration problem generated during end effector operation, effectively improving the operational reliability of the hydraulic servo system.

[0058] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An aircraft hydraulic servo actuation control system, characterized in that, include: Main flight control system, backup control system, enhanced electronic units, and end effector; The main flight control system is connected to the enhanced electronic unit via a first MCB communication bus, which is used to send flight control commands to the enhanced electronic unit and simultaneously collect the working status information uploaded by the enhanced electronic unit. The main flight control system also provides DC power to the enhanced electronic unit. The backup control system is connected to the enhanced electronic unit via a second MCB communication bus. It is used to switch to the backup control system when the main flight control system experiences a power supply or communication failure. The backup control system sends flight control commands to the enhanced electronic unit, collects back the working status information uploaded by the enhanced electronic unit, and provides DC power to the enhanced electronic unit. The control command output terminal of the enhanced electronic unit is connected to the end effector to drive the end effector to move normally. The enhanced electronic unit internally includes a common area, a command channel, and a monitoring channel. The command channel and the monitoring channel are used to receive and verify the flight control commands, to monitor the health status and data validity of the first MCB communication bus or the second MCB communication bus in real time, and to upload the enhanced electronic unit's own operating status information. The common area is used to perform the shared functions of the command channel and the monitoring channel. The command channel and the monitoring channel are respectively used to receive and verify the flight control commands, 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 parsing. Each parsed data frame is then subjected to CRC verification, and the parsed data is then transmitted to the opposite channel for full equality verification. If both the CRC check and the equality check are verified to be correct, then it is determined that the current first MCB communication bus or the second MCB communication bus is normal and the current data is valid. If the CRC check or the equality check is abnormal, the current data is determined to be invalid. If the data of the continuously set number of times are invalid, the first MCB communication bus or the second MCB communication bus is determined to be faulty, and then the system switches to another MCB communication bus to continue working. The primary flight control system provides DC power and MCB bus data to the enhanced electronic unit with a higher priority than the backup control system. When the primary flight control system experiences a power supply or communication failure, the backup control system switches to provide power and data communication to the enhanced electronic unit. 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 will output their respective commands to different control targets of the end effector. The arbitration mechanism includes the following steps: when the flight control command data received by the command channel and the monitoring channel are verified to be correct by both the CRC check and the equality check, the counters of the command channel and the monitoring channel are decremented by 1 respectively. If the CRC check or the equality check is abnormal, the control command of the current working cycle is invalidated, and the normal working command of the previous working cycle is used to continue outputting. At the same time, the difference between the flight control command of the current working cycle and the normal working command of the previous working cycle of the command channel and the monitoring channel is taken respectively, and the difference is compared. The counter of the channel with the larger difference is incremented by 2, and the counter of the channel with the smaller difference is incremented by 1. When the verification results of the command channel and the monitoring channel are abnormal for a set number of consecutive working cycles, the control command of the channel with the smaller counter value is used to control the end effector to work alone.

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

3. 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 completely identical, and both adopt a point-to-point data transmission method based on the physical layer transmission link of the CAN bus. The protocol layer adopts inverse Manchester encoding to realize the transmission of data bit image stream, so as to reduce the DC bias voltage of the data transmission link.

4. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that, Both the first MCB communication bus and the second MCB communication bus use a start handshake information to identify the start of communication and a stop bit signal to identify the completion of data transmission. When the enhanced electronic unit detects the start handshake information, it begins to receive data. After receiving a fixed length of data, it begins to send data. After the data transmission is completed, it sends a bus stop bit signal to the main flight control system or the backup control system, so that the main flight control system or the backup control system ends the transmission of the current frame of data upon receiving the stop bit signal.

5. The aircraft hydraulic servo actuation control system according to claim 4, characterized in that, The start handshake information consists of two consecutive beats on the MCB communication bus, each beat being a high-low-high-low level signal. The stop bit signal consists of two consecutive beats on the MCB communication bus, each beat being a low-high-low-high level signal.

6. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that, During normal operation, the length of data received and transmitted by the enhanced electronic unit is fixed within one data transmission and reception cycle for both the first MCB communication bus and the second MCB communication bus, and the communication cycle of the MCB communication bus is also a fixed value.

7. The aircraft hydraulic servo actuation control system according to claim 1, characterized in that, The enhanced electronic unit and the end effector also include a point resistance filter assembly for filtering the output commands of the enhanced electronic unit.

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