Aircraft multi-task multi-load power distribution control module and control method

Abstract

The invention discloses an avionics system load power distribution control module and control method based on multi-task self-adaption, and relates to the technical field of avionics. The load power distribution control module is realized in a software form, comprises a configuration management unit, a state sensing interface and a decision and output unit, and is realized by maintaining a structured global load configuration table (including load ID, power supply input configuration, removable configuration, emergency key configuration, backup configuration and override state configuration); according to real-time input of a multi-task configuration structural body (including a flight stage, a flight state, a task ID, a load health state and the like), overriding gt; a fault gt; emergency gt; cutting an IIgt; the strict priority logic of the normal task stage dynamically decides the on-off state and priority of each load. Refining, self-adaption and multitasking of load power distribution management are achieved, and the safety, flexibility and resource utilization efficiency of an avionics system are remarkably improved.

Description

Technical Field

[0001] This invention belongs to the field of avionics technology and relates to a multi-task, multi-load power distribution control module and control method for aircraft. Background Technology

[0002] Modern avionics systems integrate numerous electrically powered load devices, such as flight control computers, communication and navigation equipment, mission sensors, and environmental control systems. These loads vary in power consumption, importance, and operating timing, and the power resources of aircraft (especially new energy electric aircraft) are limited. Traditional load management often employs simple logic circuits or preset switch sequences, lacking flexibility and unable to adapt to complex flight scenarios involving multiple missions and modes. Furthermore, in the event of power failures or system emergencies, it is difficult to quickly and optimally reconfigure the power supply scheme, potentially impacting flight safety. A patent for an electric aircraft power distribution system (CN202311379125.5) provides a hardware solution for fault isolation and power reconfiguration, but it does not address fine-grained intelligent load scheduling at the software level. A patent for elevator group control (CN113860096B) demonstrates a state- and rule-based multi-device collaborative scheduling algorithm, but its application scenarios and decision-making models differ significantly from those in the aviation field. This invention proposes a load distribution control module and control method based on a configurable data structure that runs on a processor. It works in conjunction with the power distribution hardware system to achieve refined and adaptive power distribution management of the load under multi-task conditions. Summary of the Invention

[0003] (a) Purpose of the invention The purpose of this invention is to overcome the shortcomings of the prior art and provide a highly flexible, safe, reliable, and multi-task adaptive configuration avionics system load power distribution control module and control method.

[0004] (II) Technical Solution To address the aforementioned technical problems, the present invention provides a multi-mission, multi-load power distribution control module for aircraft, comprising: Configuration Management Unit: Used to store and maintain a global load configuration table, which consists of multiple load configuration structures; State-aware interface: used to obtain real-time information including flight phase, flight status, task ID and load health status vector F. The above real-time information is stored in the multi-task configuration structure. Decision and output unit: Used to query the global load configuration table based on the real-time information obtained from the state awareness interface, and calculate and output load control commands according to the preset decision priority logic.

[0005] Furthermore, the load configuration structure includes at least: load ID, power input configuration, resusceptibility configuration, emergency criticality configuration, backup configuration, and over-control status configuration.

[0006] Furthermore, the multi-task configuration structure includes at least: task ID, flight phase configuration for the task, flight status configuration for the task, priority configuration for the task, and load health status configuration vector F.

[0007] Furthermore, the decision priority logic, from high to low, is as follows: over-control state takes priority; load health state failure takes priority; if it is an emergency flight state, only the loads marked as emergency critical are guaranteed to be powered; if it is a cut-off flight state, the loads marked as cut-off are forcibly cut off; if none of the above are triggered, the load control command is calculated and output according to the current load configuration structure and multi-task configuration structure and the preset decision priority logic.

[0008] Furthermore, in the load configuration structure, the load ID is selected to be described by a string, serving as a unique identifier for the load; the power input configuration is a power input description structure, specifying the busbar connected to the load and the backup power identifier; the disconnectability configuration is selected to be described by a Boolean value, indicating whether the load is a disconnectable load; the emergency criticality configuration is selected to be described by a Boolean value, indicating whether the load is an emergency critical load; the backup configuration is selected to be described by an integer variable, indicating which backup load will take over its function when the load itself fails; and the over-control status configuration is selected to be described by an integer variable, representing the manual over-control status of the load.

[0009] Furthermore, in the multi-task configuration structure, the task ID is selected as a string description, a unique identifier for the task; the flight phase configuration under the task is selected as a boolean array description, representing the default on / off state of this load when the aircraft is in each flight phase under the task; the flight state configuration under the task is selected as an integer variable description, representing the flight state of the aircraft under the task; the priority configuration under the task is selected as a boolean array description, representing the power supply priority of a specific load under the task; in the load health status configuration vector F, each element represents the fault state of a load.

[0010] Furthermore, the various flight phases of the aircraft include takeoff, climb, cruise, and landing; the flight status of the aircraft includes normal, emergency, and Category II load cut-off; and in the load fault status, 0: normal, 1: fault.

[0011] Furthermore, the decision priority logic, from high to low, is as follows: Override priority: If the override status of a certain load is activated, the override command is used directly to control the load's on / off status. Fault handling: If the health status configuration vector F of a load indicates a fault, the load is determined to be unavailable; at the same time, if its backup configuration is valid, an attempt is made to enable the standby load. Emergency Status: If the current flight status is an emergency, ignore the mission and phase configuration, and power the corresponding loads according to the emergency criticality configuration; Switch II status: If the current flight status is Switch II, ignore the mission and phase configuration, and power supply to the corresponding load according to the switchability configuration; Normal flight phase and flight mission status: When none of the above states are triggered, the module queries the flight status configuration and priority configuration of the corresponding load under the task according to the task ID and flight phase configuration under the task in the current multi-task configuration structure, obtains its preset on / off status, and uses it as the basis for output to control the corresponding load.

[0012] The present invention also provides a multi-task, multi-load power distribution control method for an aircraft, comprising the following steps: S1: Initialize the load distribution control module and load the preset global load configuration table; S2: The external status input system provides flight status, flight stage, task ID, and load health status vector F information in real time. The status awareness interface obtains the current task's flight stage, flight status, task ID, and load health status vector F in real time and stores them in the multi-task configuration structure. S3: The configuration management unit traverses each load configuration structure in the global load configuration table, reads and obtains the corresponding configuration data; S4: For the current load, the decision and output unit determines the final target on / off state based on the real-time status data in the load multi-task configuration structure and the configuration data in the load configuration structure, according to the decision priority logic. S5: The decision and output unit aggregates the judgment results of all loads, generates the final control instruction set, and outputs it for control. S6: Repeat steps S2 to S5 to achieve real-time control of power distribution for multi-task loads of the aircraft.

[0013] (III) Beneficial Effects The multi-task, multi-load power distribution control module and control method for aircraft provided by the above technical solution have the following beneficial effects: 1. Mission Adaptive: Through the multi-mission configuration structure and global load configuration table, a single system can adapt to a variety of flight missions (such as transportation, reconnaissance, and search and rescue) without modifying the program code, only changing the configuration data, which is highly flexible.

[0014] 2. Clear and safe decision-making: Strict decision-making priorities are defined in accordance with aviation safety regulations to ensure that the allocation of electrical energy complies with the highest safety standards in special circumstances such as over-control, failure, and emergency.

[0015] 3. Modularity and reusability: The system treats the load as configurable "building blocks" and the management algorithm as a standard "interface", making it highly scalable and easy to maintain.

[0016] 4. Predictability and debuggability: All logic is based on pre-configurable tables and behavioral rules, making system behavior predictable and verifiable. Rich internal status outputs (such as cutoff configuration, power input configuration, load health status configuration vector F, priority configuration, etc.) facilitate ground testing and over-the-air fault diagnosis.

[0017] 5. High efficiency: The decision-making process based on vectors and lookup tables has low computational cost and is suitable for running in airborne embedded real-time operating systems. Attached Figure Description

[0018] Figure 1 This is a diagram showing the interaction between the load power distribution control module of this invention and other parts of the avionics system.

[0019] Figure 2 This is a flowchart illustrating the overall steps of the load power distribution control method described in this invention.

[0020] Figure 3 This is a flowchart of the priority determination logic of the decision and output unit in this embodiment of the invention.

[0021] Figure 4 This is a data relationship diagram between the load configuration structure and the multi-task configuration structure in an embodiment of the present invention. Detailed Implementation

[0022] To make the objectives, contents, and advantages of the present invention clearer, the specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples.

[0023] like Figure 1 and Figure 4 As shown, the main components of the multi-task, multi-load power distribution control module for aircraft in this embodiment include: I. Configuration Management Unit Used to store and maintain a global load configuration table, which consists of multiple load configuration structures.

[0024] Each structure must contain at least the following fields: 1. Load ID: Can be described as a string; a unique identifier for the load. 2. Power Input Configuration: The power input description structure specifies the busbar connected to the load, the backup power identifier, etc. 3. Switchability Configuration: Can be described by a Boolean value to indicate whether the load is a switchable load (e.g., it needs to be forcibly powered off in "Switch II state"). 4. Emergency Critical Configuration: This can be described using a Boolean value to indicate whether the load is an emergency critical load (e.g., power supply must be guaranteed in an "emergency state"). 5. Backup Configuration: Can be described by an integer variable, indicating which backup load will take over its function when the load itself fails; 6. Over-control status configuration: can be described by an integer variable to indicate the manual over-control status of the load (-1: forced disconnect, 0: automatic, 1: forced connection).

[0025] II. State-Aware Interface This is used to obtain real-time system status information from the flight management computer and health management system, including: current mission ID; current flight phase; current flight status (normal, emergency, switching to Category II load, etc.); and a health status F vector for all loads, where each element represents the fault status of a load (0: normal, 1: fault). This information is stored in a multi-task configuration structure, which contains at least the following fields: 1. Task ID: Can be described as a string, a unique identifier for the task; 2. Flight phase configuration for this mission: This can be described by a Boolean array, representing the default on / off state of this load when the aircraft is in each flight phase (such as takeoff, climb, cruise, landing, etc.) under this mission. 3. Flight status configuration for this mission: can be described by an integer variable, representing the flight status of the aircraft under this mission (normal, emergency, Category II load cut, etc.). 4. Priority configuration for this task: can be described using a Boolean array, representing the power supply priority of a specific load under this task; 5. Load health status configuration vector F: A Boolean health status vector F, where each element represents the fault status of a load (0: normal, 1: fault).

[0026] III. Decision-making and Output Unit As the core of the load distribution control module, it queries the global load configuration table in the configuration management unit based on real-time information obtained from the status awareness interface, and calculates and outputs a load control command vector according to a set of preset and strict decision priority logic. The priority of this decision logic from high to low is as follows: 1. Override priority: If the override status of a load is activated (override status configuration is not 0), the override command is used directly to control the load's on / off status.

[0027] 2. Fault Handling: If the health status configuration vector F of a load indicates a fault, the load is deemed unavailable. Simultaneously, if its backup configuration is valid, an attempt is made to activate the standby load.

[0028] 3. Emergency Status: If the current flight status is "Emergency", the mission and phase configurations are ignored, and power is supplied to the corresponding loads based on the emergency criticality configuration.

[0029] 4. Switch II Status: If the current flight status is "Switch II", then ignore the mission and phase configuration, and power supply to the corresponding load according to the switchability configuration.

[0030] 5. Flight phase and flight mission status under normal conditions: When none of the above states are triggered, the module queries the flight status configuration and priority configuration of the corresponding load under the task according to the task ID and flight phase configuration under the task in the current multi-task configuration structure, obtains its preset on / off status, and uses it as the basis for output to control the corresponding load.

[0031] like Figures 2 to 4 As shown, to achieve 16-channel load power distribution control for four flight phases (takeoff, climb, cruise, and landing) and three missions (mission 1, mission 2, and mission 3), the system performs control operations according to the following steps: S1: System Initialization and Load Configuration Upon system startup, initialization is performed first, loading the global load configuration table from a pre-defined configuration file. This table defines detailed attributes for 16 loads, including: load ID (load 1, load 2, ..., load 16); power connection method (primary and backup power); whether it can be disconnected during power shortages; whether it is a critical device that must be maintained in an emergency; whether there is a backup device available for switching; and preset operating states (power on or power off) for three missions and four flight phases. For example, for each load, its ideal on / off state is specified for takeoff, climb, cruise, and landing phases under mission 1, mission 2, and mission 3, respectively.

[0032] S2: Real-time status information acquisition The system continuously acquires real-time flight status information from external status input systems (such as flight management computers, health management systems, etc.), including: the currently executing mission ID (mission 1, mission 2, or mission 3); the current flight phase (takeoff, climb, cruise, or landing); the current flight status (normal, emergency, or state requiring reduced power consumption); and the health status of 16 payloads (whether a fault has occurred). This information is updated in real time and stored in the system's internal status management for subsequent decision-making.

[0033] S3: Load Configuration Data Traversal The system iterates through the 16 loads in the global load configuration table, reading their configuration data one by one. This includes: the load's basic attributes (such as resusceptibility, emergency criticality, etc.); and the load's preset on / off status under three missions and four flight phases. This step ensures that the system has complete configuration information for each load, preparing for decision-making.

[0034] S4: Single Load Decision For the load currently being processed, the system determines its target on / off status according to the following priority order: 1. Manual overload check: If the operator issues a command to force the load to open or close, the system will execute the command first.

[0035] 2. Fault detection: If the load is reported to have failed, the system will automatically power off it and may activate a backup load (if a backup is configured).

[0036] 3. Emergency handling: If the current flight status is an emergency, the system will only ensure that the loads marked as emergency critical are powered on, while other loads will be powered off.

[0037] 4. Load shedding status handling: If power consumption needs to be reduced, the system will disconnect loads marked as sheddingable, and continue to determine loads that cannot be shedding.

[0038] 5. Normal Task and Phase Control: Under normal conditions, the system queries the preset status of the load in the configuration table based on the current task ID and flight phase (for example, whether load 2 is powered on during the climb phase of task 1) and executes that status.

[0039] S5: Control Command Generation and Output After completing the decision-making for all 16 loads, the system aggregates the on / off commands of all loads into a complete set of control commands and sends them to the power actuator (such as a relay or switch) through the output interface to realize the actual power supply or power-off control of the 16 loads.

[0040] S6: Execute in a loop The system continuously executes steps S2 to S5 in a loop, monitoring flight status, mission, and phase changes in real time, and dynamically adjusting load control to ensure safe and efficient aircraft operation under various conditions. This loop ensures that load control can adapt to any changes during flight, such as mission switching, phase transitions, or sudden failures.

[0041] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A multi-task, multi-load power distribution control module for an aircraft, characterized in that, include: Configuration Management Unit: Used to store and maintain a global load configuration table, which consists of multiple load configuration structures; State-aware interface: used to obtain real-time information including flight phase, flight status, task ID and load health status vector F. The above real-time information is stored in the multi-task configuration structure. Decision and output unit: Used to query the global load configuration table based on the real-time information obtained from the state awareness interface, and calculate and output load control commands according to the preset decision priority logic.

2. The aircraft multi-mission multi-load power distribution control module as described in claim 1, characterized in that, The load configuration structure includes at least: load ID, power input configuration, resusceptibility configuration, emergency criticality configuration, backup configuration, and over-control status configuration.

3. The aircraft multi-mission multi-load power distribution control module as described in claim 2, characterized in that, The multi-task configuration structure includes at least: task ID, flight phase configuration for the task, flight status configuration for the task, priority configuration for the task, and load health status configuration vector F.

4. The aircraft multi-mission multi-load power distribution control module as described in claim 3, characterized in that, The decision priority logic, from high to low, is as follows: over-control state takes priority; load health state failure takes priority; if it is an emergency flight state, only the loads marked as emergency critical are guaranteed to be powered; if it is a cut-off flight state, the loads marked as cut-off are forcibly cut off; if none of the above are triggered, the load control command is calculated and output according to the current load configuration structure and multi-task configuration structure and the preset decision priority logic.

5. The aircraft multi-mission multi-load power distribution control module as described in claim 4, characterized in that, In the load configuration structure, the load ID is selected to be described by a string, which is a unique identifier for the load; the power input configuration is a power input description structure, which specifies the busbar connected to the load and the backup power identifier; the disconnectability configuration is selected to be described by a Boolean value, which indicates whether the load is a disconnectable load; the emergency criticality configuration is selected to be described by a Boolean value, which indicates whether the load is an emergency critical load. The backup configuration selection is described by an integer variable, indicating which backup load will take over its function when the load itself fails; the over-control status configuration selection is described by an integer variable, indicating the manual over-control status of the load.

6. The aircraft multi-mission multi-load power distribution control module as described in claim 5, characterized in that, In the multi-task configuration structure, the task ID is selected by describing it as a string, a unique identifier for the task; the flight phase configuration under the task is selected by describing it as a boolean array, representing the default on / off state of this load when the aircraft is in each flight phase under the task; the flight state configuration under the task is selected by describing it as an integer variable, representing the flight state of the aircraft under the task; the priority configuration under the task is selected by describing it as a boolean array, representing the power supply priority of a specific load under the task; in the load health status configuration vector F, each element represents the fault state of a load.

7. The aircraft multi-mission multi-load power distribution control module as described in claim 6, characterized in that, The various flight phases of an aircraft include takeoff, climb, cruise, and landing; the flight status of an aircraft includes normal, emergency, and Category II load cut-off; in the load fault status, 0: normal, 1: fault.

8. The aircraft multi-mission multi-load power distribution control module as described in claim 7, characterized in that, The decision priority logic, from highest to lowest, is as follows: Override priority: If the override status of a certain load is activated, the override command is used directly to control the load's on / off status. Fault handling: If the health status configuration vector F of a load indicates a fault, the load is determined to be unavailable; at the same time, if its backup configuration is valid, an attempt is made to enable the standby load. Emergency Status: If the current flight status is an emergency, ignore the mission and phase configuration, and power the corresponding loads according to the emergency criticality configuration; Switch II status: If the current flight status is Switch II, ignore the mission and phase configuration, and power supply to the corresponding load according to the switchability configuration; Normal flight phase and flight mission status: When none of the above states are triggered, the module queries the flight status configuration and priority configuration of the corresponding load under the task according to the task ID and flight phase configuration under the task in the current multi-task configuration structure, obtains its preset on / off status, and uses it as the basis for output to control the corresponding load.

9. A multi-task, multi-load power distribution control method for an aircraft, characterized in that, The control method uses the aircraft multi-task multi-load power distribution control module as described in claim 8 for power distribution control.

10. The multi-task, multi-load power distribution control method for aircraft as described in claim 7, characterized in that, Includes the following steps: S1: Initialize the load distribution control module and load the preset global load configuration table; S2: The external status input system provides flight status, flight stage, task ID, and load health status vector F information in real time. The status awareness interface obtains the current task's flight stage, flight status, task ID, and load health status vector F in real time and stores them in the multi-task configuration structure. S3: The configuration management unit traverses each load configuration structure in the global load configuration table, reads and obtains the corresponding configuration data; S4: For the current load, the decision and output unit determines the final target on / off state based on the real-time status data in the load multi-task configuration structure and the configuration data in the load configuration structure, according to the decision priority logic. S5: The decision and output unit aggregates the judgment results of all loads, generates the final control instruction set, and outputs it for control. S6: Repeat steps S2 to S5 to achieve real-time control of power distribution for multi-task loads of the aircraft.

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