Human-in-the-loop flight control system MBIT detection method and device

Abstract

The invention belongs to the field of flight control system design, and particularly relates to a human-in-the-loop flight control system MBIT detection method and device. The method comprises the steps that a three-axis control instruction is loaded to a cockpit display interface; controlling the three-axis control instruction to change, and synchronously obtaining a control surface deflection angle reference value which is preset in the MBIT equipment, is given by a constraint relation and corresponds to the three-axis control instruction reference value; a three-axis control instruction manual value generated when a driver operates a steering column and pedals and a control surface deflection angle actual value under the three-axis control instruction manual value are obtained; and when the deviation between the three-axis control instruction reference value and the three-axis control instruction artificial value is within a first specified range and the deviation between the control surface deflection angle reference value and the control surface deflection angle actual value is within a second specified range, the test is passed, otherwise, the test is not passed. On the premise of ensuring the safety and reliability of the system, the design complexity and cost input of a hardware circuit are effectively reduced, and the economic benefit of the system is improved.

Description

Technical Field

[0001] This application belongs to the field of flight control system design, and specifically relates to a method and device for MBIT detection in a human-in-the-loop flight control system. Background Technology

[0002] With the rapid development of avionics technology, fly-by-wire flight control systems have become standard equipment on modern advanced aircraft. Fly-by-wire systems process pilot commands through computers, offering advantages such as high precision, high reliability, and intelligence, greatly enhancing aircraft handling performance and flight safety. To ensure the safe and reliable operation of such complex systems, in-flight testing technology, especially onboard boundary integrity testing (MBIT) for verifying system functional integrity, plays a crucial role in the design and maintenance of aircraft, particularly fly-by-wire aircraft.

[0003] Traditional MBIT testing methods aim to perform comprehensive and automated testing of all aspects, components, and channels within the flight control system, in order to quickly identify and isolate potential faults during system power-on or operation. While this comprehensive testing approach can improve the system's safety margin to some extent, its technical implementation presents significant challenges, primarily in the dramatic increase in system complexity and economic costs.

[0004] Specifically, to achieve high-coverage automated self-testing, traditional MBIT solutions require flight control computers to possess highly complex dedicated hardware support circuits and corresponding diagnostic software algorithms. This complexity not only increases the difficulty of system design and extends the development cycle but also directly leads to huge investments in hardware costs. For aircraft platforms with extremely tight economic constraints, such as low-cost UAVs, light general aviation aircraft, or special-purpose industrial aircraft, their project budgets cannot afford the high costs associated with complex MBIT solutions. Therefore, there is a clear contradiction in existing technologies: on the one hand, MBIT is indispensable to ensure safety and reliability; on the other hand, the complex MBIT design, due to its poor economics, limits its application on low-cost flight platforms, thus hindering the promotion of advanced flight control technology to a wider market. Summary of the Invention

[0005] To address the aforementioned issues, this application provides a method and apparatus for detecting MBIT in a human-in-the-loop flight control system. By introducing the "human-in-the-loop" MBIT design concept, it simplifies the traditional MBIT design method, reduces the complexity of the system's MBIT hardware support circuit design, further reduces system development costs, and improves economic benefits.

[0006] The first aspect of this application provides a method for detecting MBIT in a human-in-the-loop flight control system, mainly including:

[0007] Step S1: In MBIT working mode, load the three-axis control commands into the cockpit display interface;

[0008] Step S2: Control the three-axis maneuvering commands to change, and synchronously obtain the reference value of the control surface deflection angle corresponding to the reference value of the three-axis maneuvering commands given by the constraint relationship pre-made in the MBIT device.

[0009] Step S3: Obtain the manual value of the three-axis control command generated by the driver operating the control stick and pedals, and the actual value of the control surface deflection angle under the manual value of the three-axis control command;

[0010] Step S4: If the deviation between the reference value of the three-axis control command and the manual value of the three-axis control command is within the first specified range, and the deviation between the reference value of the control surface deflection angle and the actual value of the control surface deflection angle is within the second specified range, then the MBIT test is passed; otherwise, it is not passed.

[0011] Preferably, the constraint relationship is pre-set in the MBIT device in the form of a database of correspondences between three-axis control commands and control surface deflection angles, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated by interpolation. Alternatively, the constraint relationship is pre-set in the MBIT device in the form of a function, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated in real time based on the function.

[0012] Preferably, in step S2, the change of control commands for the three-axis manipulation includes:

[0013] The reference values ​​for the three-axis control commands are preset in the zero position of the position coordinate system on the cockpit display interface in a first shape;

[0014] The first shape is controlled to move from the zero position to the maximum positive position, then back to the zero position, then from the zero position to the maximum negative position, and finally back to the zero position.

[0015] Preferably, step S3 further includes:

[0016] The manual value of the three-axis control command is preset in a second shape at the zero position of the position coordinate system on the cockpit display interface, and its position changes according to the manual value of the three-axis control command given by the driver.

[0017] Preferably, the motion time of the first shape between the zero position and the positive maximum position or the negative maximum position is determined. Set time constraints for the movement of the second shape between the zero position and the positive maximum position or the negative maximum position. for: ,in, Given a time error range.

[0018] The second aspect of this application provides a human-in-the-loop flight control system MBIT detection device, mainly comprising:

[0019] The three-axis control command loading module is used to load three-axis control commands onto the cockpit display interface in MBIT working mode.

[0020] The reference value acquisition module is used to control the changes in the three-axis control commands and synchronously acquire the reference values ​​of the control surface deflection angle corresponding to the reference values ​​of the three-axis control commands given by the constraint relationship pre-made in the MBIT device.

[0021] The manual value acquisition module is used to acquire the manual values ​​of the three-axis control commands generated by the driver operating the control stick and pedals, and the actual values ​​of the control surface deflection angles under the manual values ​​of the three-axis control commands;

[0022] The error calculation module is used to ensure that the MBIT test passes if the deviation between the reference value and the manual value of the three-axis control command is within the first specified range, and the deviation between the reference value and the actual value of the control surface deflection angle is within the second specified range; otherwise, it fails.

[0023] Preferably, the constraint relationship is pre-set in the MBIT device in the form of a database of correspondences between three-axis control commands and control surface deflection angles, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated by interpolation. Alternatively, the constraint relationship is pre-set in the MBIT device in the form of a function, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated in real time based on the function.

[0024] Preferably, the benchmark value acquisition module includes:

[0025] An initialization unit is used to preset the reference values ​​of the three-axis control commands in a first shape at the zero position of the position coordinate system of the cockpit display interface;

[0026] A three-axis manipulation command reference value change control unit is used to control the first shape to move from the zero position to the maximum positive position, then back to the zero position, then move from the zero position to the maximum negative position, and finally back to the zero position.

[0027] Preferably, the manual value acquisition module includes:

[0028] The three-axis control command manual value change control unit is used to preset the three-axis control command manual value in a second shape at the zero position of the position coordinate system on the cockpit display interface, and change the position according to the three-axis control command manual value given by the driver.

[0029] Preferably, it also includes a time constraint module for determining the motion time of the first shape between the zero position and the positive maximum position or the negative maximum position. Set time constraints for the movement of the second shape between the zero position and the positive maximum position or the negative maximum position. for: ,in, Given a time error range.

[0030] This application effectively reduces the design complexity and cost of hardware circuits while ensuring system security and reliability, thereby increasing the economic benefits of the system. Attached Figure Description

[0031] Figure 1 This is a flowchart of a preferred embodiment of the MBIT testing method for the applicant's flight control system.

[0032] Figure 2 This application Figure 1 The diagram shows a display interface for three-axis manipulation commands in the embodiment shown. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0034] The first aspect of this application provides a method for detecting MBIT in a human-in-the-loop flight control system, such as... Figure 1 As shown, it mainly includes:

[0035] Step S1: In MBIT working mode, load the three-axis control commands into the cockpit display interface;

[0036] Step S2: Control the three-axis maneuvering commands to change, and synchronously obtain the reference value of the control surface deflection angle corresponding to the reference value of the three-axis maneuvering commands given by the constraint relationship pre-made in the MBIT device.

[0037] Step S3: Obtain the manual value of the three-axis control command generated by the driver operating the control stick and pedals, and the actual value of the control surface deflection angle under the manual value of the three-axis control command;

[0038] Step S4: If the deviation between the reference value of the three-axis control command and the manual value of the three-axis control command is within the first specified range, and the deviation between the reference value of the control surface deflection angle and the actual value of the control surface deflection angle is within the second specified range, then the MBIT test is passed; otherwise, it is not passed.

[0039] This application incorporates the operator (pilot) into the detection closed loop, judging the system's health status by comparing preset benchmark values ​​with actual values ​​generated by manual operation. Specifically, in step S1, the system enters MBIT mode through the onboard interface, and the cockpit screen displays three-axis control commands from a preset database, providing visual guidance for subsequent "human-in-the-loop" operations. In step S2, the command change pattern is predefined, such as a motion trajectory from zero position to positive / negative maximum position and back to center. Simultaneously, the MBIT device maps the corresponding theoretical benchmark value of the control surface deflection angle in real time according to built-in constraints. Step S3 is the crucial human-machine interaction stage, where the pilot needs to observe the command indications on the display interface and manipulate the control stick and pedals to follow them. The flight control computer simultaneously collects these manual commands and the corresponding actual control surface responses. Finally, in step S4, dual verification is performed. The greatest advantage of this method is that it replaces the complex fully automatic test circuit with "intelligent human following," significantly reducing the hardware design complexity and system development cost of MBIT, while ensuring the reliability of the detection through clear mathematical criteria. It is particularly suitable for low-cost aircraft platforms that are sensitive to economic factors.

[0040] In some alternative implementations, the constraint relationship is pre-set in the MBIT device in the form of a database of correspondences between three-axis control commands and control surface deflection angles, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated by interpolation. Alternatively, the constraint relationship is pre-set in the MBIT device in the form of a function, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated in real time based on the function.

[0041] This application provides two specific and alternative technical approaches. The first approach is a database-based query and interpolation method. This method pre-establishes a detailed database of the correspondence between three-axis control commands (x) and control surface deflection angles (θ) and embeds it in the MBIT device. When it is necessary to obtain the control surface reference value corresponding to a certain command reference value, it can be obtained by looking up the table combined with an interpolation algorithm (such as linear interpolation). This is very effective for nonlinear relationships or discrete data points, and its advantages are stable calculation and accurate pre-set data. The second approach is a function-based real-time calculation method, such as the linear function shown below:

[0042] ;

[0043] in, This is the reference value for the deflection angle of the control surface. This is the reference value for three-axis control commands.

[0044] Generally, there is a simple linear relationship between control commands and control surface deflection, where the proportionality coefficient k is determined by the aircraft's dynamic characteristics. This method has the advantages of high computation speed, small storage requirements, and low resource consumption. Both methods can efficiently map reference values, allowing designers to choose the most suitable implementation based on the specific aircraft characteristics, accuracy requirements, and available onboard computing resources, demonstrating good engineering applicability.

[0045] In some alternative implementations, step S2, changing the control commands for the three-axis manipulation, includes:

[0046] The reference values ​​for the three-axis control commands are preset in the zero position of the position coordinate system on the cockpit display interface in a first shape;

[0047] The first shape is controlled to move from the zero position to the maximum positive position, then back to the zero position, then from the zero position to the maximum negative position, and finally back to the zero position.

[0048] This embodiment illustrates the specific trajectory of three-axis manipulation commands on the display interface, which is crucial for achieving clear and standardized human-computer interaction. For example... Figure 2 As shown, the motion trajectory is designed as a complete "U"-shaped loop: moving from zero to the maximum positive position → returning to zero → moving from zero to the maximum negative position → returning to zero. First, it systematically tests the system's extreme maneuverability in both positive and negative directions, ensuring comprehensive testing. Second, returning to zero verifies the system's centering characteristics and checks for any jamming or drift. To give the driver sufficient preparation time, the system delays for 2 seconds before the command block begins to move. The first shape on the interface, such as a square command block, begins moving along the aforementioned trajectory immediately after the delay. This intuitive and standardized visual guidance ensures that different operators can perform tests in a consistent manner, guaranteeing the repeatability and comparability of the test results.

[0049] In some alternative implementations, step S3 further includes:

[0050] The manual value of the three-axis control command is preset in a second shape at the zero position of the position coordinate system on the cockpit display interface, and its position changes according to the manual value of the three-axis control command given by the driver.

[0051] This embodiment introduces a second shape (such as...) Figure 2The rhombus shape shown provides real-time, intuitive feedback to the driver's input. This design significantly optimizes the human-machine interface and is a crucial guarantee for the successful implementation of the "human-in-the-loop" test. During the test, the driver's main task is to manipulate the joystick and pedals, making the second shape (rhombus) representing their input follow the movement of the first shape (square) representing the system command as closely as possible. This real-time comparison of the two indicators on the same screen provides the driver with clear and direct control feedback, enabling them to quickly and accurately adjust their inputs to complete the tracking task. Figure 1 As shown, this visual tracking task is intuitive and easy to understand, reducing the training requirements for operators. During this process, the flight control computer synchronously acquires the manual values ​​of the three-axis control commands represented by the diamond indicators. And the actual value of the resulting control surface deflection angle This provides input for the final data comparison. Therefore, this design not only realizes the detection process but also makes it efficient and user-friendly.

[0052] In step S4, the MBIT device compares the data uploaded by the flight control computer with the data pre-established in the MBIT device. If both sets of data simultaneously satisfy the following formula:

[0053] ;

[0054] ;

[0055] This indicates that the consistency of the three-axis control commands and the consistency of the control surface deflection angles both meet the predefined error requirements, further indicating that the system is operating normally and the MBIT test is passed. Otherwise, the system has a fault and the MBIT test fails. In the above formula, The absolute value of the instruction tracing error, defined by the designer; This is the absolute value of the tracking error of the control surface deflection angle, defined by the designer.

[0056] By following the steps above, MBIT testing of the human-in-the-loop flight control system can be achieved, reducing system design complexity, lowering system development costs, and increasing economic benefits.

[0057] In some alternative implementations, the motion time of the first shape between the zero position and the positive maximum position or the negative maximum position is determined. Set time constraints for the movement of the second shape between the zero position and the positive maximum position or the negative maximum position. for: ,in, Given a time error range.

[0058] This embodiment introduces a key time constraint parameter into the command motion process, further improving the accuracy and quantification level of detection. For example... Figure 2 As shown, the first shape at a specified time From zero to maximum position, the manual command (diamond indicator) must follow the three-axis control command (square indicator), with the following time error defined above. , Provided by the designers, it should generally conform to the operating habits of the staff. The time error range is also provided by the designer.

[0059] If the instruction moves too quickly, it may exceed the operator's normal reaction time, leading to a failure to follow the signal. This failure is not a system malfunction but rather due to unreasonable test conditions. If the movement is too slow, it may fail to effectively stimulate the system's dynamic response characteristics, resulting in insufficient detection. Therefore, a specified time... Time error range The setting essentially quantifies and manages the variable of "human operational ability," standardizing the testing conditions of "human in the loop," avoiding test result deviations caused by individual differences, and thus ensuring the fairness of the test and the effectiveness of fault criteria.

[0060] The second aspect of this application provides a human-in-the-loop flight control system MBIT detection device corresponding to the above method, mainly comprising:

[0061] The three-axis control command loading module is used to load three-axis control commands onto the cockpit display interface in MBIT working mode.

[0062] The reference value acquisition module is used to control the changes in the three-axis control commands and synchronously acquire the reference values ​​of the control surface deflection angle corresponding to the reference values ​​of the three-axis control commands given by the constraint relationship pre-made in the MBIT device.

[0063] The manual value acquisition module is used to acquire the manual values ​​of the three-axis control commands generated by the driver operating the control stick and pedals, and the actual values ​​of the control surface deflection angles under the manual values ​​of the three-axis control commands;

[0064] The error calculation module is used to ensure that the MBIT test passes if the deviation between the reference value and the manual value of the three-axis control command is within the first specified range, and the deviation between the reference value and the actual value of the control surface deflection angle is within the second specified range; otherwise, it fails.

[0065] In some alternative implementations, the constraint relationship is pre-set in the MBIT device in the form of a database of correspondences between three-axis control commands and control surface deflection angles, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated by interpolation. Alternatively, the constraint relationship is pre-set in the MBIT device in the form of a function, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated in real time based on the function.

[0066] In some optional implementations, the reference value acquisition module includes:

[0067] An initialization unit is used to preset the reference values ​​of the three-axis control commands in a first shape at the zero position of the position coordinate system of the cockpit display interface;

[0068] A three-axis manipulation command reference value change control unit is used to control the first shape to move from the zero position to the maximum positive position, then back to the zero position, then move from the zero position to the maximum negative position, and finally back to the zero position.

[0069] In some alternative implementations, the manual value acquisition module includes:

[0070] The three-axis control command manual value change control unit is used to preset the three-axis control command manual value in a second shape at the zero position of the position coordinate system on the cockpit display interface, and change the position according to the three-axis control command manual value given by the driver.

[0071] In some optional implementations, a time constraint module is also included to determine the motion time of the first shape between the zero position and the positive maximum position or the negative maximum position. Set time constraints for the movement of the second shape between the zero position and the positive maximum position or the negative maximum position. for: ,in, Given a time error range.

[0072] 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. A method for detecting MBIT (Man-in-the-Loop) in a human-in-the-loop flight control system, characterized in that, include: Step S1: In MBIT working mode, load the three-axis control commands into the cockpit display interface; Step S2: Control the three-axis maneuvering commands to change, and synchronously obtain the reference value of the control surface deflection angle corresponding to the reference value of the three-axis maneuvering commands given by the constraint relationship pre-made in the MBIT device. Step S3: Obtain the manual value of the three-axis control command generated by the driver operating the control stick and pedals, and the actual value of the control surface deflection angle under the manual value of the three-axis control command; Step S4: If the deviation between the reference value of the three-axis control command and the manual value of the three-axis control command is within the first specified range, and the deviation between the reference value of the control surface deflection angle and the actual value of the control surface deflection angle is within the second specified range, then the MBIT test is passed; otherwise, it is not passed.

2. The MBIT detection method for human-in-the-loop flight control system as described in claim 1, characterized in that, The constraint relationship is pre-set in the MBIT device in the form of a database of correspondences between three-axis control commands and control surface deflection angles. The control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated by interpolation. Alternatively, the constraint relationship is pre-set in the MBIT device in the form of a function, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated in real time based on the function.

3. The MBIT detection method for a human-in-the-loop flight control system as described in claim 1, characterized in that, In step S2, the changes in the control commands for the three axes include: The reference values ​​for the three-axis control commands are preset in the zero position of the position coordinate system on the cockpit display interface in a first shape; The first shape is controlled to move from the zero position to the maximum positive position, then back to the zero position, then from the zero position to the maximum negative position, and finally back to the zero position.

4. The MBIT detection method for a human-in-the-loop flight control system as described in claim 3, characterized in that, Step S3 further includes: The manual value of the three-axis control command is preset in a second shape at the zero position of the position coordinate system on the cockpit display interface, and its position changes according to the manual value of the three-axis control command given by the driver.

5. The MBIT detection method for a human-in-the-loop flight control system as described in claim 4, characterized in that, Determine the motion time position of the first shape between the zero position and the positive maximum position or the negative maximum position. Set time constraints for the movement of the second shape between the zero position and the positive maximum position or the negative maximum position. for: ,in, Given a time error range.

6. A human-in-the-loop flight control system MBIT detection device, characterized in that, include: The three-axis control command loading module is used to load three-axis control commands onto the cockpit display interface in MBIT working mode. The reference value acquisition module is used to control the changes in the three-axis control commands and synchronously acquire the reference values ​​of the control surface deflection angle corresponding to the reference values ​​of the three-axis control commands given by the constraint relationship pre-made in the MBIT device. The manual value acquisition module is used to acquire the manual values ​​of the three-axis control commands generated by the driver operating the control stick and pedals, and the actual values ​​of the control surface deflection angles under the manual values ​​of the three-axis control commands; The error calculation module is used to ensure that the MBIT test passes if the deviation between the reference value and the manual value of the three-axis control command is within the first specified range, and the deviation between the reference value and the actual value of the control surface deflection angle is within the second specified range; otherwise, it fails.

7. The MBIT detection device for a human-in-the-loop flight control system as described in claim 6, characterized in that, The constraint relationship is pre-set in the MBIT device in the form of a database of correspondences between three-axis control commands and control surface deflection angles. The control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated by interpolation. Alternatively, the constraint relationship is pre-set in the MBIT device in the form of a function, and the control surface deflection angle reference value corresponding to the current three-axis control command reference value is calculated in real time based on the function.

8. The MBIT detection device for a human-in-the-loop flight control system as described in claim 6, characterized in that, The benchmark value acquisition module includes: An initialization unit is used to preset the reference values ​​of the three-axis control commands in a first shape at the zero position of the position coordinate system of the cockpit display interface; A three-axis manipulation command reference value change control unit is used to control the first shape to move from the zero position to the maximum positive position, then back to the zero position, then move from the zero position to the maximum negative position, and finally back to the zero position.

9. The MBIT detection device for a human-in-the-loop flight control system as described in claim 8, characterized in that, The manual value acquisition module includes: The three-axis control command manual value change control unit is used to preset the three-axis control command manual value in a second shape at the zero position of the position coordinate system on the cockpit display interface, and change the position according to the three-axis control command manual value given by the driver.

10. The MBIT detection device for a human-in-the-loop flight control system as described in claim 9, characterized in that, It also includes a time constraint module for determining the motion time of the first shape between the zero position and the positive maximum position or the negative maximum position. Set time constraints for the movement of the second shape between the zero position and the positive maximum position or the negative maximum position. for: ,in, Given a time error range.

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