Flight control system and aircraft

Abstract

The invention provides a flight control system and an aircraft. The flight control system comprises a control rod, a transverse shaft, a longitudinal shaft and a handle rotationally mounted on the control rod; the transverse shaft is perpendicular to the longitudinal shaft, the control rod is connected with the transverse shaft and the longitudinal shaft, and the control rod is used for rotating around the transverse shaft to achieve longitudinal control over the aircraft and rotating around the longitudinal shaft to achieve transverse control over the aircraft; the handle is used for rotating around the operating lever to control the course of the aircraft, and a vertical control key for controlling the vertical movement of the aircraft is arranged on the handle. The mechanical structure of the flight joystick is simplified, the size and the weight are reduced, and the flight safety is improved.

Description

Technical Field

[0001] This invention belongs to the field of flight control technology, and in particular relates to a flight control system and an aircraft. Background Technology

[0002] Currently, aircraft typically only allow for longitudinal and lateral control via a joystick. Other control parameters require manipulation through other control structures on the aircraft. For example, some aircraft require pedal control to change heading and throttle control to adjust engine thrust for vertical ascent and descent. In the existing technologies described above, different flight parameters are controlled through separate control structures, which not only complicates the aircraft's control structure but also requires frequent switching between multiple control structures during flight. This process is also complex and prone to errors, leading to safety accidents. Summary of the Invention

[0003] This invention addresses the technical problems in existing technologies, such as the complexity of structure and operation and the susceptibility to operational errors caused by controlling different flight parameters through different control structures. It provides a flight control system and an aircraft.

[0004] In view of the above technical problems, embodiments of the present invention provide a flight control system, including a joystick, a horizontal axis, a vertical axis, and a handle rotatably mounted on the joystick; the horizontal axis is perpendicular to the vertical axis, the joystick connects the horizontal axis and the vertical axis, the joystick is used to rotate around the horizontal axis to achieve longitudinal control of the aircraft, and to rotate around the vertical axis to achieve lateral control of the aircraft; the handle is used to rotate around the joystick to achieve heading control of the aircraft, and the handle is provided with a vertical control key for controlling the vertical movement of the aircraft.

[0005] An aircraft including the aforementioned flight control system.

[0006] The flight control system provided by this invention includes a joystick, a horizontal axis, a vertical axis, and a handle rotatably mounted on the joystick; the horizontal axis is perpendicular to the vertical axis, the joystick connects the horizontal axis and the vertical axis, the joystick is used to rotate around the horizontal axis to achieve longitudinal control of the aircraft, and to rotate around the vertical axis to achieve lateral control of the aircraft; the handle is used to rotate around the joystick to achieve heading control of the aircraft, and the handle is provided with a vertical control key for controlling the vertical movement of the aircraft.

[0007] In the flight control system of this invention, the longitudinal and lateral control of the aircraft can be achieved through the joystick, the heading control can be achieved by rotating the handle mounted on the joystick, and the vertical control can be achieved through the vertical control key mounted on the handle. Thus, without the need for additional control structures, the control of four flight parameters—lateral, longitudinal, heading, and vertical—can be achieved through the same flight control system, simplifying the mechanical structure of the aircraft and reducing its size and weight. Furthermore, the control of the above four flight parameters can all be achieved through the joystick and its surrounding components, eliminating the need for the pilot to frequently switch between different control structures, simplifying the operation process, greatly reducing the possibility of operational errors, and improving flight safety. Attached Figure Description

[0008] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0009] Figure 1 This is a three-dimensional structural diagram of a flight control system provided in an embodiment of the present invention.

[0010] Figure 2 This is a three-dimensional structural diagram of a flight control system provided in one embodiment of the present invention from another angle.

[0011] Figure 3 This is a schematic diagram of the vertical and horizontal scales on the first display screen of the flight control system provided in an embodiment of the present invention.

[0012] Figure 4 This is a schematic diagram of the second display screen of a flight control system provided in an embodiment of the present invention.

[0013] Figure 5 This is a schematic diagram of the structure of a flight control system provided in an embodiment of the present invention.

[0014] The reference numerals in the accompanying drawings are as follows: 1. Joystick; 2. Horizontal axis; 3. Vertical axis; 4. Handle; 5. Vertical control key; 6. Longitudinal control module; 61. First sensing component; 611. First angular displacement sensor; 612. First photoelectric position sensor; 613. Photoelectric transmitting unit; 62. First torque feedback component; 7. Lateral control module; 71. Second sensing component; 711. Second angular displacement sensor; 712. Second photoelectric position sensor; 72. Second torque feedback component; 8. Yaw control module; 81. Third sensing component ; 811, Third angular displacement sensor; 82, Third torque feedback component; 9, Housing; 10, First display screen; 101, Opening; 11, Second display screen; 111, Vertical scale; 112, Horizontal scale; 12, Controller; 121, First channel; 122, Second channel; 123, ARM processor; 124, FPGA processor; 125, Cross-channel data link; 126, Data detection module; 127, Self-test module; 13, First bracket; 14, Second bracket. Detailed Implementation

[0015] To make the technical problems solved, the technical solutions, and the beneficial effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention.

[0016] In the description of this invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0017] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0018] like Figure 1 and Figure 2As shown, this embodiment of the invention provides a flight control system, including a joystick 1, a horizontal axis 2, a vertical axis 3, and a handle 4 rotatably mounted on the joystick 1. The horizontal axis 2 is perpendicular to the vertical axis 3. The joystick 1 connects the horizontal axis 2 and the vertical axis 3. The joystick 1 is used to rotate around the horizontal axis 2 to achieve longitudinal control of the aircraft, and to rotate around the vertical axis 3 to achieve lateral control of the aircraft. The handle 4 is used to rotate around the joystick 1 to achieve heading control of the aircraft. The handle 4 is provided with a vertical control key 5 for controlling the vertical movement of the aircraft. The joystick 1 is rotatably mounted on the horizontal axis 2 via a first bracket 13 and on the vertical axis 3 via a second bracket 14.

[0019] That is, when the control stick 1 rotates around the horizontal axis 2, the longitudinal push amount of the control stick 1 around the horizontal axis 2 can be measured by the first sensing component 61. Therefore, the longitudinal control (pitch or forward / backward movement) of the aircraft can be achieved based on this longitudinal push amount. Similarly, when the control stick 1 rotates around the vertical axis 3, the lateral push amount of the control stick 1 around the vertical axis 3 can be measured by the second sensing component 71. Therefore, the lateral control (roll or left / right movement) of the aircraft can be achieved based on this lateral push amount. And when the control handle 4 rotates around the control stick 1, the yaw angle of the handle 4 rotating around the control stick 1 can be measured by the third sensing component 81. Therefore, the yaw control (turning) of the aircraft can be achieved based on this yaw angle.

[0020] Understandably, there can be two vertical control keys 5, with each key serving as a backup for the other. The vertical control key 5 can be configured as a three-position self-resetting rocker switch, outputting different high-level signals for vertical control at three different positions, thereby controlling the ascent, hovering, and descent movements in the vertical motion. Alternatively, the two vertical control keys 5 can be installed separately in other locations on the flight control system, such as on the housing 9, or as virtual buttons on the display screen. To reduce costs, a single vertical control key 5 can also be used, but its usability will be reduced.

[0021] In the flight control system of this invention, the longitudinal and lateral control of the aircraft can be achieved through the joystick 1, the heading control of the aircraft can be achieved by rotating the handle 4 mounted on the joystick 1, and the vertical control of the aircraft can be achieved through the vertical control key 5 mounted on the handle 4. Thus, without the need for additional control structures, the control of four flight parameters—lateral, longitudinal, heading, and vertical—can be achieved through the same flight control system, simplifying the mechanical structure of the aircraft and reducing its size and weight. Moreover, the control of the above four flight parameters can all be achieved through the joystick 1 and its surrounding components, eliminating the need for the pilot to frequently switch between different control structures, simplifying the operation process, greatly reducing the possibility of operational errors, and improving flight safety.

[0022] In one example, such as Figure 1 and Figure 2 As shown, the flight control system also includes: The longitudinal control module 6 includes a first sensing component 61 for detecting the longitudinal push amount of the joystick 1 rotating around the horizontal axis 2, and a first torque feedback component 62 for providing the joystick 1 with a longitudinal feedback torque corresponding to the longitudinal push amount; further, the first sensing component 61 includes two first angular displacement sensors 611 spaced apart on the horizontal axis 2, and a first photoelectric position sensor 612 disposed opposite to the joystick 1; the two first angular displacement sensors 611 are respectively located on opposite sides of the joystick 1; the first torque feedback component 62 includes two first motors mounted on opposite sides of the horizontal axis 2; like Figure 5 As shown, the joystick 1 moves back and forth around the horizontal axis 2, and the two first angular displacement sensors 611 include Figure 5 The longitudinal RVDT (Rotary Variable Differential Transformer) sensor-1 and longitudinal RVDT sensor-2 shown are two independent first angular displacement sensors 611 distributed along the axial direction of the transverse axis 2. The first photoelectric position sensor 612 is... Figure 5 The longitudinal position photoelectric sensor shown is illustrated. The photoelectric emitting unit 613 is... Figure 5The horizontal and vertical photoelectric emitting units 613 in the control stick 1 can emit light signals to the first photoelectric position sensor 612 to measure the change in the vertical position of the control stick 1. In this embodiment, the two first angular displacement sensors 611 respectively output two longitudinal control angles of the joystick 1 rotating around the horizontal axis 2. After the first photoelectric position sensor 612 measures the longitudinal position change signal, it can convert the longitudinal position change signal into the longitudinal change angle of the joystick 1 rotating around the horizontal axis 2. Then, the two longitudinal control angles and one longitudinal change angle are compared in a 2:3 voting manner to determine the actual longitudinal push angle of the joystick 1 rotating around the horizontal axis 2. The actual longitudinal push angle is the aforementioned longitudinal push amount. The first sensing component 61 is provided with three sensors to measure and determine the longitudinal push amount, which can improve data integrity. The use of two angular displacement sensors for direct measurement and an additional photoelectric position sensor for indirect calculation measurement realizes a heterogeneous design with triple redundancy of sensors, avoiding common-mode failure. That is, if any sensor fails, the remaining two sensors can still be compared to maintain a high integrity output of the longitudinal push amount, thus ensuring failure safety. Its failure probability is ≤1E-9 / FH. Its heterogeneous design has high reliability. Understandably, the combination of two first angular displacement sensors 611 and one first photoelectric position sensor 612 in the aforementioned first sensing component 61 can also be modified to a combination of two first angular displacement sensors 611, or a combination of one first angular displacement sensor 611 and one Hall sensor (characterized by "low cost and light weight"), based on cost reduction considerations, as long as reliability requirements are met. The two first motors include... Figure 5 The diagram shows two brushless motors, one for longitudinal control torque and one for longitudinal control torque, both equipped with drivers. Both motors can provide longitudinal feedback torque to the joystick 1 corresponding to the longitudinal push amount; that is, both motors can provide longitudinal force feedback to the joystick 1 to meet the damping force feedback requirements of the pilot or operator for longitudinal operation (push / rotate) of the joystick 1. Furthermore, if either motor fails, the other, still functioning motor can provide sufficient minimum required longitudinal feedback torque and force feedback to the pilot or operator to ensure fail-safe operation. Understandably, to save costs, the design of the two redundant motors can be modified to use only a single motor, but its availability will be reduced. In some embodiments, the design of the two redundant motors can also be modified to provide force feedback through one motor and a physical spring or hydraulic damper, or through two physical springs or hydraulic dampers.

[0023] The lateral control module 7 includes a second sensing component 71 for detecting the lateral push amount of the joystick 1 rotating around the longitudinal axis 3, and a second torque feedback component 72 for providing the joystick 1 with a lateral feedback torque corresponding to the lateral push amount; further, the second sensing component 71 includes two second angular displacement sensors 711 spaced apart on the longitudinal axis 3, and a second photoelectric position sensor 712 disposed opposite to the joystick 1; the two second angular displacement sensors 711 are respectively located on opposite sides of the joystick 1; the second torque feedback component 72 includes two second motors mounted on opposite sides of the longitudinal axis 3; like Figure 5 As shown, the joystick 1 moves left and right around the longitudinal axis 3, and the two second angular displacement sensors 711 include Figure 5 The lateral RVDT sensor-1 and lateral RVDT sensor-2 shown are two independent second angular displacement sensors 711 distributed along the longitudinal axis 3. The second photoelectric position sensor 712 is... Figure 5 The lateral position photoelectric sensor shown is illustrated. The photoelectric emitting unit 613 can emit light signals to the second photoelectric position sensor 712 to measure the lateral position change of the joystick 1. In this embodiment, the two second angular displacement sensors 711 respectively output two lateral control angles of the joystick 1 rotating around the longitudinal axis 3. After the second photoelectric position sensor 712 measures the lateral position change signal, it can convert the lateral position change signal into the lateral change angle of the joystick 1 rotating around the longitudinal axis 3. Then, the two lateral control angles and one lateral change angle are compared in a 2:3 voting manner to determine the actual lateral push angle of the joystick 1 rotating around the longitudinal axis 3. This actual lateral push angle is the aforementioned lateral push amount. The second sensing component 71 is provided with three sensors to measure and determine the lateral push amount, which can improve data integrity. The use of two angular displacement sensors for direct measurement and one photoelectric position sensor for indirect calculation measurement realizes a heterogeneous design with triple redundancy of sensors, avoiding common-mode failure. That is, if any sensor fails, the remaining two sensors can still be compared to maintain a high integrity output of the lateral push amount, thus ensuring failure safety. Its failure probability is ≤1E-9 / FH, and its heterogeneous design has high reliability. Understandably, the combination of two second angular displacement sensors 711 and one second photoelectric position sensor 712 in the aforementioned second sensing component 71 can also be modified to a combination of two second angular displacement sensors 711, or a combination of one second angular displacement sensor 711 and one Hall sensor (characterized by "low cost and light weight"), based on cost reduction considerations, as long as reliability requirements are met. The two second motors include... Figure 5The diagram shows two brushless motors, 1 and 2, for lateral control torque, both equipped with drivers. Both second motors can provide lateral feedback torque to the joystick 1 corresponding to the amount of lateral push. That is, both second motors can provide lateral force feedback to the joystick 1 to meet the damping force feedback requirements of the pilot or operator for lateral operation (push / rotate) of the joystick 1. Furthermore, if either second motor fails, the other, still functioning motor, can still provide sufficient minimum required lateral feedback torque and force feedback to the pilot or operator to ensure fail-safe operation. Understandably, to save costs, the design of the two redundant second motors can be modified to use only a single second motor, but its availability will be reduced. In some embodiments, the design of the two redundant second motors can also be modified to provide force feedback through one second motor and a physical spring or hydraulic damper, or through two physical springs or hydraulic dampers.

[0024] The yaw control module 8 includes a third sensing component 81 for detecting the yaw angle of the handle 4 rotating around the control stick 1, and a third torque feedback component 82 for providing a turning feedback torque to the control stick 1 corresponding to the yaw angle. Further, the third sensing component 81 includes two third angular displacement sensors 811 mounted on the control stick 1; the third torque feedback component 82 includes a third motor mounted on the control shaft 3.

[0025] Among them, the handle 4 rotates clockwise or counterclockwise around the axis of the control lever 1, such as Figure 5 As shown, the third sensing component 81 includes two third angular displacement sensors 811 axially distributed along the central axis of the joystick 1, i.e. Figure 5 The diagram shows yaw RVDT sensor-1 and yaw RVDT sensor-2. In this embodiment, the yaw angle is output through two redundant third angular displacement sensors 811, achieving high data integrity and ensuring the correctness and reliability of the output yaw angle. However, to save costs, the two redundant third angular displacement sensors 811 can be replaced with a single third angular displacement sensor 811, which would reduce availability and data integrity. The third motor is... Figure 5 The yaw torque brushless motor shown, with a driver, can provide a turning feedback torque to the joystick 1, thereby providing force feedback to the pilot or operator.

[0026] In this embodiment, the specific design of the sensors and motors in the longitudinal control module 6, the lateral control module 7, and the yaw control module 8 ensures high data integrity and reliability of the flight control parameters.

[0027] In one example, such as Figure 5 As shown, the flight control system also includes a controller 12; the controller 12 is connected to the vertical control key 5, the longitudinal control module 6, the lateral control module 7, the yaw control module 8, and the vertical control module; furthermore, the controller 12 can receive the lateral, longitudinal, heading, and vertical flight parameters output by the above modules, calculate them, and send them to the controller. Figure 5 The flight control computer shown (i.e.) Figure 5 The FCC flight control computer shown in the image controls the corresponding motion mechanisms to perform corresponding control actions, and simultaneously sends these actions to the flight data recorder (black box). Figure 5 The FDR (Flight Data Recorder) shown in the diagram stores data. The controller 12 can be installed inside or outside the housing 9. Each submodule in the controller 12 can be implemented entirely or partially through software, hardware, or a combination thereof. These submodules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each submodule.

[0028] Specifically, the controller 12 in this invention can be used to record key control information. That is, the controller 12 has a storage function and can record the control stick 1 parameter data and log to the controller 12 local in real time. At the same time, it communicates with the flight data recorder and records remotely. In addition, the controller 12 is also responsible for functions such as numerical calculation, graphics generation, calibration, command control, in-flight self-test, fault reporting, IO communication, power conversion and internal power supply. The controller 12 can be an electronic controller 12.

[0029] Furthermore, the controller 12 includes multiple sets of dual power supply channels. Each set of dual power supply channels includes a first power supply channel and a second power supply channel for redundantly supplying power to a target motor. The target motor includes a first motor, a second motor, and a third motor. That is, in this embodiment, in the force feedback architecture based on the motor, all target motors are powered by dual power supply channels to achieve high safety through dual-channel redundancy. Specifically, all target motors are powered by two redundant power supply channels, namely, the first power supply channel and the second power supply channel of the controller 12 are used to transfer the redundant power supply to the target motor drive servo driver. In this way, if one of the power supply channels fails, the other power supply channel can still output 100% of the rated damping. Moreover, if a single target motor (brushless DC motor) experiences a short circuit fault, the faulty motor can still output a certain residual torque to maintain the force feedback of the joystick 1 and ensure safety during short circuit faults.

[0030] Understandably, in this invention, the controller 12 possesses bidirectional communication and NVM (Non-Volatile Memory) storage capabilities. Through bidirectional communication between the controller 12's electronic control unit (ECU) and the torque motor, it can set, adjust, and save the "personal force curve" of the control force feedback to adapt to individual operating habits; it can naturally establish an active sidestick system for the aircraft. The controller 12 can also be used to set, adjust, and save the "personal force curve" corresponding to the force feedback during operation. Specifically, the partial bidirectional communication capability between the controller 12 and the target motor allows the pilot or operator to retrieve and set / adjust the motor torque output magnitude through the UI (User Interface) interface on the first display screen 10 and / or the second display screen 11, according to their personal operating habits. The "personal force curve" is then associated with a unique personal identifier and stored in the controller 12's non-volatile memory (i.e.,...). Figure 5 In the NVM storage shown.

[0031] In the process of providing force feedback through the target motors (including the first, second, and third motors), to prevent unintentional touches and to provide clear neutral zero-position cues, the operating force of joystick 1 is set with an initial force threshold (typically 2–5 N). When the pilot or operator moves joystick 1 from the neutral zero position, the operating force of joystick 1 must exceed this initial force threshold (which corresponds to preset longitudinal feedback torque, preset lateral feedback torque, and preset torsional feedback torque) before the joystick can move. After exceeding the initial force threshold, a pre-set operating force-travel feedback table is used based on test data, which sets the relative rotation angle (including longitudinal) of each joystick 1. The relationship between the amount of push-off, lateral push-off, and yaw angle (the amount of push-off, lateral push-off, and yaw angle) and the control resistance felt by the pilot (i.e., the resistance opposite to the feedback torque provided by the target motor) is generally represented by two slopes. That is, before the soft stop: gradient 5–6 N / °; after the soft stop: gradient 7–8 N / ° (giving the pilot a warning that the limit is approaching); until the mechanical hard stop (around ±25°), the force value is limited to ≤200 N. The above two slopes are the control force feedback coefficients. According to the individual differences and operating habits of the pilot or operator, different control force feedback coefficients can be set according to individual differences, such as from 80% to 150%, thereby enhancing controllability and human-machine adaptability of force feedback.

[0032] In one example, such as Figure 1 and Figure 2As shown, the flight control system also includes a housing 9 and a first display screen 10 mounted on the housing 9. The first display screen 10 has an opening 101. One end of the joystick 1 is connected to the handle 4, and the other end of the joystick 1 extends through the opening 101 into the housing 9 and connects to the horizontal axis 2 and the vertical axis 3. The first display screen 10 can be used to display some or all of the information such as scales, angles, force values, settings, and calibrations. For example, the aforementioned longitudinal push amount, longitudinal feedback torque, lateral push amount, lateral feedback torque, yaw angle, twist feedback torque, and vertical movement commands can all be displayed on the first display screen 10. The first display screen 10 can also serve as a human-machine interface (with physical buttons and / or touch controls) to facilitate function selection and settings. Understandably, the longitudinal control module 6, lateral control module 7, and yaw control module 8 in this invention are all housed within the housing 9.

[0033] In one example, such as Figure 4 As shown, the display module also includes a second display screen 11, which is rotatably connected to the first display screen 10. Similarly, the second display screen 11 can also be used to display some or all of the information such as scale, angle, force value, settings, and calibration. The second display screen 11 can be rotated relative to the first display screen 10 to a suitable viewing angle, and this viewing angle can be adjusted as needed. When the second display screen 11 is not needed, it can be folded forward and closed, attached to the front end of the housing 9. Understandably, the flight control system of the present invention may include only the first display screen 10, or it may include both the first display screen 10 and the second display screen 11. The display area of ​​the second display screen 11 can be larger than that of the first display screen 10, thereby displaying functions and information such as settings and calibration. For example, sensor perception information, drift and temperature error display and compensation, calibration of the feedback torque of the target motor, and degradation indication of the data integrity of key output parameters can all be displayed on the second display screen 11. Understandably, the second display screen 11 may also have a touch screen and physical buttons, providing richer interactive functions such as function selection and settings.

[0034] in, Figure 4 The second display screen 11 shown may include a touch screen, physical buttons, and graphical virtual buttons, wherein, Figure 4 The physical buttons may include, but are not limited to, a power button, a brightness adjustment button, a "Settings" button, "Up, Down, Left, Right" buttons, an "OK" button, and a "Back" button. Understandably, these physical buttons can also be replaced with touch-sensitive graphical virtual buttons. The touchscreen includes a display area that can display complex curves and charts. Figure 4The graphical virtual buttons included in the system include “Side Stick Force-Angle”, “Personal Force Curve ID”, and “BIT Self-Test Information”. On the second display screen 11, function selection, numerical editing, input and confirmation can be achieved through touch.

[0035] In one example, such as Figure 3 As shown, the first display screen 10 is provided with a longitudinal scale 111 for displaying the longitudinal push amount of the joystick 1 rotating around the horizontal axis 2, and a transverse scale 112 for displaying the lateral push amount of the joystick 1 rotating around the vertical axis 3; the longitudinal scale 111 and the transverse scale 112 are both located at the edge of the opening 101 and are perpendicular to each other. Understandably, in this embodiment, the first display screen 10 of the housing 9 can display the longitudinal scale 111 and the transverse scale 112. The longitudinal scale 111 indicates the current longitudinal push amount of the joystick 1 rotating around the horizontal axis 2, while the transverse scale 112 indicates the lateral push amount of the joystick 1 rotating around the vertical axis 3. Thus, the longitudinal scale 111 and the transverse scale 112 indicate the longitudinal and lateral flight parameters; that is, the first display screen 10 can directly display the precise longitudinal and lateral push amounts in real time.

[0036] In one example, such as Figure 5 As shown, the flight control system also includes a controller 12.

[0037] The controller 12 includes a first channel 121 and a second channel 122. The first channel 121 and the second channel 122 are respectively built based on two different types of processors to form a hot-backup redundancy architecture with an embedded heterogeneous computing control core. Further, the first channel 121 and the second channel 122 are respectively built based on an ARM (Advanced RISC Machine) processor 123 and an FPGA (Field Programmable Gate Array) processor 124. The controller 12 in this application adopts a hot-backup redundancy architecture with an embedded heterogeneous computing control core, featuring high security and high performance. The controller 12 possesses numerical calculation, graphics construction, software application expansion, communication, storage, and internal self-test diagnostic and fault reporting capabilities. Each submodule in the controller 12 can be implemented entirely or partially through software, hardware, or a combination thereof. Each submodule can be embedded in hardware or independently of the processor in the computer device, or stored in software in the memory of the computer device, so that the processor can call and execute the operations corresponding to each submodule.

[0038] That is, the embedded heterogeneous computing control core uses two different types of processors (such as ARM processor 123 and FPGA processor 124). Then, based on the above two different types of processors, the first channel 121 and the second channel 122 are constructed to form a hot backup redundancy architecture with the embedded heterogeneous computing control core. When the controller 12 is running, one of the first channel 121 and the second channel 122 is the main channel and the other is the hot standby channel. Both the standby channel and the main channel run in real time and the data is synchronized in real time. The standby channel takes over the service when the main channel fails, ensuring the continuous operation of the controller 12. The main-standby switching time is extremely short. In this way, the dual-channel redundant output in the hot backup redundancy architecture can guarantee high data integrity in computing and output.

[0039] Understandably, such as Figure 5 As shown, in the above hot backup redundancy architecture, the sensors in the flight control system output two redundant signals, which are input to the processors of the first channel 121 (channel A) and the second channel 122 (channel B) respectively through FPGA I / O (Field-Programmable Gate Array Input / Output). Figure 5 In this system, the first channel 121 uses an ARM processor 123, and the second channel 122 uses an FPGA processor 124, achieving heterogeneous computation and control for numerical calculation and graphics generation. If either the first channel 121 or the second channel 122 fails, the remaining channels can still perform basic functions, maintaining high data integrity for angle measurement, but the integrity of control commands and graphics data is degraded to normal.

[0040] In some embodiments, the first channel 121 and the second channel 122 of the hot backup redundancy architecture can also be built based on the same processor type. For example, they can both use microprocessors (such as ARM processor 123) or FPGA processor 124, but they will have common mode problems.

[0041] In one example, such as Figure 5 As shown, the controller 12 also includes a cross-channel data link 125 connected between the first channel 121 and the second channel 122 to realize real-time data interaction and synchronization between the first channel 121 and the second channel 122. The cross-channel data link 125 enables efficient data transmission between the first channel 121 and the second channel 122, with data packets being cross-transmitted between redundant channels (physical or logical channels) for data exchange and synchronization, thereby optimizing communication performance and improving the reliability of data transmission.

[0042] In one example, such as Figure 5As shown, the controller 12 also includes a data detection module 126 built into the first channel 121 and the second channel 122. The data detection module 126 is used to cross-compare and verify the data transmitted by the first channel 121 or the second channel 122 to output data after integrity verification. Figure 5 As shown, the data generated by the first channel 121 (including control commands and LVDS graphics; LVDS stands for Low-Voltage Differential Signaling) and the data received by the second channel 122 through the cross-channel data link 125 (including control commands and LVDS graphics) are cross-compared in the data detection module 126 within the first channel 121 to verify data integrity: if the data are the same or within the tolerance range, the high data integrity calculation is considered valid, and a valid command is output; if the comparison results of five consecutive calculation cycles all indicate that the data are different or outside the tolerance range, the high data integrity calculation is considered invalid, and it is processed in the following three ways: first, an invalid command is output; second, the data output of the first channel 121 is selected, and the pilot or operator is prompted to degrade the integrity of the output command; third, the valid command of the previous frame is retained, and the pilot or operator is prompted to degrade the integrity of the output command. Similarly, the data (including control commands and LVDS graphics) generated by the second channel 122 is also received from the first channel 121 via the cross-channel data link 125. Cross-comparison is performed within the data detection module 126 of the second channel 122 to verify data integrity. The verification process is the same as that set within the first channel 121. In this embodiment, the first channel 121 can be defaulted to being the main channel, and the commands output by the first channel 121 are associated with the main channel control identifier. The second channel 122 is a hot standby channel, and the commands output by the second channel 122 are associated with the hot standby channel control identifier.

[0043] In one example, such as Figure 5As shown, the controller 12 also includes a self-test module 127 built into the first channel 121 and the second channel 122, used for fault self-testing of the first channel 121 or the second channel 122. When the self-test module 127 detects a faulty channel from the first channel 121 and the second channel 122, the controller 12 sets the faulty channel as unavailable and sets the other channel as the main channel. In this real-time configuration, the controller 12 also has a self-testing function. Specifically, each of the first channel 121 and the second channel 122 has a self-test module 127 to perform internal self-tests on power supply, processor calculation, memory, and FPGA I / O, including internal self-tests for power supply, periodic internal self-tests, and maintenance internal self-tests. If the self-test module 127 performs an internal self-test on the first channel 121 or the second channel 122 and determines that the channel has an unacceptable fault, the channel will be automatically set to unavailable and the other channel (i.e., the other channel in the first channel 121 and the second channel 122 other than the faulty channel) will be notified to become the main channel via the cross channel data link 125.

[0044] Understandably, such as Figure 5 As shown, fault information identified by the in-flight self-test will be sent to the onboard maintenance system. Failures and errors in the overall functionality of the flight control system will be comprehensively assessed via the first channel 121 and the second channel 122 and output to the flight control computer, which will then report system function failures and error warnings to the crew alarm system.

[0045] The present invention also provides an aircraft including the aforementioned flight control system. The flight control system can be referred to in the above embodiments, and will not be repeated here.

[0046] In this embodiment of the aircraft, the flight control system enables longitudinal and lateral control of the aircraft via the joystick 1, yaw control via the handle 4 mounted on the joystick 1, and vertical control via the vertical control key 5 mounted on the handle 4. Thus, without the need for additional control structures, the same flight control system can control four flight parameters: lateral, longitudinal, yaw, and vertical. This simplifies the aircraft's mechanical structure and reduces its size and weight. Furthermore, the control of all four flight parameters can be achieved through the joystick 1 and its surrounding components, eliminating the need for the pilot to frequently switch between different control structures. This simplifies the operation process, greatly reduces the possibility of operational errors, and improves flight safety.

[0047] In summary, the flight control system in the aircraft of this invention, through the design of a high-safety, high-performance controller 12, possesses numerical calculation, graphics construction, software application expansion, communication, storage, and in-flight self-diagnosis and fault reporting capabilities, thereby enabling the aircraft to achieve the following effects: The first display screen 10 and / or the second display screen 11 can provide the pilot with more visual key information related to the joystick 1, including in-flight health information, high-precision and high-reliability flight parameter information, force feedback values, sensor zero-point error, drift and temperature error compensation, degradation indication of data integrity of key output parameters, longitudinal scale 111 and lateral scale 112, etc.

[0048] The controller 12 can record critical control information locally: the local records are stored in non-volatile memory, while it communicates with and records the flight data recorder.

[0049] The control force feedback coefficient can be set, adjusted and saved according to individual differences to adapt to personal control habits. The "personal force curve" is saved in non-volatile memory and can be retrieved and selected through the interactive interface of the first display screen 10 and / or the second display screen 11.

[0050] Enhanced security design with high data integrity: The first channel 121 and the second channel 122 are built on ARM processor 123 and FPGA processor 124 respectively, forming a hot-backup redundant architecture with an embedded heterogeneous computing control core, featuring high security and high performance; the self-test module 127 can perform internal self-tests; the longitudinal manipulation module 6 and the lateral manipulation module 7 utilize triple-redundant sensors (2:3 voting) and CRC-16 / 32 (Cyclic Redundancy)... Check, Cyclic Redundancy Check, the numbers 16 / 32 represent the number of bits in the check code, generating 16-bit and 32-bit check values ​​respectively. CRC-16 / CRC-32 calculates data using a preset generator polynomial (efficiently detecting errors generated during data transmission) or uses parity checking to determine the longitudinal and lateral push rod amounts, improving data integrity and avoiding common-mode failures. A dual-motor redundant design and short-circuit fault safety mode ensure force feedback requirements and short-circuit fault safety. The target motor uses a brushless DC torque motor with a driver, reducing weight and volume, improving redundancy, safety, maintainability, and high dynamic response. It also reduces the need for springs, linkages, gears, and other linkage mechanisms found in conventional technologies, reducing movement backlash and jamming faults.

[0051] The controller 12 has bidirectional communication capabilities and can establish an active side stick system for the aircraft, realizing: variable force gradient, dual side stick linkage, autopilot follow-up, envelope tactile alarm, fault injection training, convenient maintenance (force feedback model software rewriting), and a variety of safety designs, such as: dual redundant force, triple redundant sensors + dual redundant motors, automatic isolation of any channel fault, etc.

[0052] In summary, this invention features a highly secure and high-performance aircraft joystick controller, possessing capabilities for numerical calculation, graphical construction, software application expansion, communication, storage, and BIT diagnostics and fault reporting. It includes a control parameter indication display screen, providing longitudinal and lateral "stick angle scales" and real-time stick angle indication. An additional rotatable touchscreen with physical buttons offers richer, more visually appealing key information display and human-machine interaction, such as function settings, selections, key parameter curve display, calibration, and saving of the "personal force curve ID" for control force feedback. Employing a force feedback system architecture with dual-torque motor redundancy and a short-circuit fault-safe mode, it naturally establishes an active sidestick system for the aircraft. This invention expands the visualization and multi-functional customization capabilities of flight joysticks, improves the safety redundancy and data integrity of sensors and processors, simplifies the mechanical structure of flight joysticks, reduces size and weight, simplifies and reduces the difficulty of health monitoring, maintenance, calibration, and error compensation, and enhances flight safety.

[0053] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the system can be divided into different functional units or modules to complete all or part of the functions described above.

[0054] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A flight control system, characterized in that, The system includes a joystick, a horizontal axis, a vertical axis, and a handle rotatably mounted on the joystick. The horizontal axis is perpendicular to the vertical axis. The joystick connects the horizontal axis and the vertical axis. The joystick is used to rotate around the horizontal axis to achieve longitudinal control of the aircraft and to rotate around the vertical axis to achieve lateral control of the aircraft. The handle is used to rotate around the joystick to achieve heading control of the aircraft. The handle is equipped with a vertical control key for controlling the vertical movement of the aircraft.

2. The flight control system according to claim 1, characterized in that, The flight control system also includes a housing and a first display screen mounted on the housing; the first display screen has an opening, one end of the joystick is connected to the handle, and the other end of the joystick extends through the opening into the housing and is connected to the horizontal axis and the vertical axis.

3. The flight control system according to claim 2, characterized in that, The display module further includes a second display screen, which is rotatably connected to the first display screen; and / or The first display screen is provided with a longitudinal scale for displaying the longitudinal push amount of the joystick rotation around the horizontal axis, and a transverse scale for displaying the transverse push amount of the joystick rotation around the vertical axis; the longitudinal scale and the transverse scale are both located at the edge of the opening and are perpendicular to each other.

4. The flight control system according to claim 1, characterized in that, The flight control system also includes a controller, which includes a first channel and a second channel. The first channel and the second channel are built on two different types of processors to form a hot-backup redundancy architecture with an embedded heterogeneous computing control core.

5. The flight control system according to claim 4, characterized in that, The first channel and the second channel are built on an ARM processor and an FPGA processor, respectively; and / or The controller also includes a cross-channel data link connected between the first channel and the second channel to enable real-time data interaction and synchronization between the first channel and the second channel.

6. The flight control system according to claim 4, characterized in that, The controller further includes a data detection module built into the first channel and the second channel. The data detection module is used to perform cross-comparison verification on the data transmitted through the first channel or the second channel to output data after integrity verification; and / or The controller also includes a self-testing module built into the first channel and the second channel, which is used to perform fault self-testing on the first channel or the second channel. When the self-testing module detects a faulty channel from the first channel and the second channel, the controller sets the faulty channel as unavailable and sets the other channel as the main channel.

7. The flight control system according to claim 1, characterized in that, The flight control system also includes: The longitudinal control module includes a first sensing component for detecting the amount of longitudinal push of the joystick rotating about the horizontal axis, and a first torque feedback component for providing the joystick with a longitudinal feedback torque corresponding to the amount of longitudinal push. The lateral control module includes a second sensing component for detecting the amount of lateral push of the joystick rotating about the longitudinal axis, and a second torque feedback component for providing the joystick with a lateral feedback torque corresponding to the amount of lateral push. The yaw control module includes a third sensing component for detecting the yaw angle of the handle rotating about the joystick, and a third torque feedback component for providing the joystick with a turning feedback torque corresponding to the yaw angle.

8. The flight control system according to claim 7, characterized in that, The first sensing component includes two first angular displacement sensors spaced apart on the horizontal axis, and a first photoelectric position sensor disposed opposite to the joystick; the two first angular displacement sensors are respectively located on opposite sides of the joystick; the first torque feedback component includes two first motors mounted on opposite sides of the horizontal axis; The second sensing component includes two second angular displacement sensors spaced apart on the longitudinal axis, and a second photoelectric position sensor disposed opposite to the joystick; the two second angular displacement sensors are respectively located on opposite sides of the joystick; the second torque feedback component includes two second motors mounted on opposite sides of the longitudinal axis; The third sensing component includes two third angular displacement sensors mounted on the joystick; the third torque feedback component includes a third motor mounted on the control axis.

9. The flight control system according to claim 8, characterized in that, The flight control system also includes a controller; the controller is connected to the vertical control key, the longitudinal control module, the lateral control module, the yaw control module, and the vertical control module. The controller includes multiple sets of dual power supply channels. Each set of dual power supply channels includes a first power supply channel and a second power supply channel for redundant power supply to a target motor. The target motor includes a first motor, a second motor, and a third motor.

10. An aircraft, characterized in that, Includes the flight control system as described in any one of claims 1 to 9.

Images