Double-rod mutual backup type aircraft control method and system and aircraft

Abstract

The invention relates to a double-rod mutual backup type aircraft control method and system and an aircraft. The method is applied to the aircraft provided with a first control rod and a second control rod. The first operating rod is in a power control special mode in a normal state and specially outputs a power control signal; and the second operating lever is in a posture control special mode in a normal state and specially outputs a posture control signal. Performing fault detection on the first operating lever and the second operating lever; under the condition that the first joystick breaks down, the second joystick is switched from the posture control special mode to the compound control mode; the second operating lever supports output of an attitude control signal and a power control signal in a compound control mode; switching the first joystick from the power control dedicated mode to the compound control mode in a case where the second joystick fails; the first joystick supports output of an attitude control signal and a power control signal in a compound control mode. The method can improve the flight control safety.

Description

Technical Field

[0001] This application relates to aircraft technology, specifically to a dual-stick mutual backup aircraft control method, system, and aircraft. Background Technology

[0002] As a core component ensuring flight safety, the aircraft control system must balance control precision and system reliability in its design. Currently, the industry widely adopts a zoned control architecture, using independent joysticks to achieve power control (such as throttle adjustment) and attitude control (such as pitch and roll). A dual-joystick independent control system achieves decoupling of power and attitude control through physical separation.

[0003] Traditional dual-stick independent control systems achieve single-point fault tolerance for power sticks (such as the throttle stick) or attitude sticks (such as the side stick) through hardware backup. For example, the attitude stick has two built-in sensors (which serve as backups for each other). When one sensor fails, the system automatically switches to the output attitude control signal of the backup sensor. However, this method can only reduce the risk of failure to a limited extent, and flight control safety still needs to be improved.

[0004] Therefore, improving the flight control safety of aircraft is an urgent problem to be solved. Summary of the Invention

[0005] Therefore, it is necessary to provide a dual-stick, mutually redundant aircraft control method, system, aircraft, computer-readable storage medium, and computer program product that can improve flight control safety in response to the above-mentioned technical problems.

[0006] In a first aspect, this application provides a dual-stick backup aircraft control method, applied to an aircraft equipped with a first control stick and a second control stick; the first control stick is in a dedicated power control mode under normal conditions, and outputs a dedicated power control signal; the second control stick is in a dedicated attitude control mode under normal conditions, and outputs a dedicated attitude control signal. The method includes: Perform fault detection on the first and second joysticks; In the event of a malfunction of the first control stick, the second control stick is switched from attitude control-only mode to composite control mode; in composite control mode, the second control stick supports the output of attitude control signals and power control signals for the aircraft. In the event of a malfunction of the second joystick, the first joystick is switched from the dedicated power control mode to the composite control mode; in the composite control mode, the first joystick supports the output of attitude control signals and power control signals for the aircraft.

[0007] In one embodiment, a power adjustment device is provided on the second joystick; when the second joystick is in attitude control dedicated mode, the power adjustment function of the power adjustment device is disabled; after the second joystick switches from attitude control dedicated mode to composite control mode, the power adjustment function of the power adjustment device is activated to output power control signals for the aircraft.

[0008] In one embodiment, the power adjustment device includes a rotary power adjustment button; the rotation angle of the rotary power adjustment button has a preset mapping relationship with the power output value corresponding to the power control signal.

[0009] In one embodiment, the first joystick is provided with an attitude adjustment device; when the first joystick is in the power control dedicated mode, the attitude adjustment function of the attitude adjustment device is disabled; after the first joystick switches from the power control dedicated mode to the composite control mode, the attitude adjustment function of the attitude adjustment device is activated to output attitude control signals for the aircraft.

[0010] In one embodiment, the attitude adjustment device includes at least one of a roll control paddle or a pitch control wheel; when the roll control function of the roll control paddle is activated, it is used to output a control signal for the roll angle of the aircraft; when the pitch control function of the pitch control wheel is activated, it is used to output a control signal for the pitch angle of the aircraft. After the first joystick switches from the dedicated power control mode to the composite control mode, the yaw control function of the aircraft is implemented by the foot pedal assembly in the aircraft, which is used to output control signals for the yaw angle of the aircraft.

[0011] In one embodiment, the method further includes: During mode switching, the current parameter value of the target flight parameter is locked, so that flight control of the aircraft can be performed based on the locked parameter value of the target flight parameter during mode switching; After switching to the composite control mode, the target flight parameters are transitioned from locked parameter values ​​to target values ​​in the composite control mode according to a preset curve.

[0012] In one embodiment, fault detection includes at least one of signal anomaly detection, physical travel anomaly detection, or communication link fault detection; Fault detection was performed on the first and second joysticks, including: For any of the first and second joysticks, if the amplitude of the output signal of the joystick exceeds the preset effective range or the sampling frequency corresponding to the output signal is lower than the preset frequency threshold, it is determined that the joystick has a signal abnormality fault. In one embodiment, the method further includes: For any of the first and second joysticks, if the displacement of the joystick exceeds the preset mechanical limit or the feedback force of the joystick does not match the displacement, it is determined that the joystick has a physical travel jamming fault. In one embodiment, the method further includes: For any of the first and second joysticks, a verification data packet is periodically sent to the joystick. If no response data packet is received from the joystick for a preset number of consecutive times, or if the error rate of the received response data packet exceeds a preset ratio, the communication link with the joystick is determined to be faulty.

[0013] In one embodiment, the method further includes: In the event that both the first and second joysticks malfunction, the emergency control mode will be automatically activated. In emergency control mode, the power system maintains the power output value before the failure, and the attitude system maintains the current flight attitude through the autopilot until the pilot takes over the flight operation based on the mechanical backup device on the emergency panel, and then exits the emergency control mode.

[0014] Secondly, this application provides a dual-stick backup aircraft control system, which is applied to an aircraft equipped with a first control stick and a second control stick; the first control stick is in a dedicated power control mode under normal conditions, and outputs a dedicated power control signal; the second control stick is in a dedicated attitude control mode under normal conditions, and outputs a dedicated attitude control signal; the system includes a controller; the controller includes a processor and a memory, the memory stores a computer program, and the processor executes the computer program to implement the steps in the method involved in the first aspect above.

[0015] Thirdly, this application also provides an aircraft. The aircraft is equipped with a first control stick and a second control stick; the first control stick is in a dedicated power control mode under normal conditions, and outputs a dedicated power control signal; the second control stick is in a dedicated attitude control mode under normal conditions, and outputs a dedicated attitude control signal; the aircraft also includes the dual-stick backup aircraft control system mentioned in the second aspect above.

[0016] Fourthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the steps of the method described in the first aspect above.

[0017] Fifthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the steps of the method described in the first aspect above.

[0018] The aforementioned dual-stick backup aircraft control method, system, aircraft, computer-readable storage medium, and computer program product feature two control sticks that serve as functional backups for each other. Under normal conditions, the first control stick is in a dedicated power control mode, outputting dedicated power control signals; the second control stick is in a dedicated attitude control mode, outputting dedicated attitude control signals. In other words, under normal conditions, the control functions of the two sticks are professionally and independently divided, without interference. When either control stick fails, the corresponding backup control function of the other control stick is activated to replace the faulty stick. Specifically, in the event of a failure of the first control stick, the second control stick is switched from the dedicated attitude control mode to a composite control mode; in composite control mode, the second control stick supports outputting both attitude control and power control signals for the aircraft. Conversely, in the event of a failure of the second control stick, the first control stick is switched from the dedicated power control mode to a composite control mode; in composite control mode, the first control stick supports outputting both attitude control and power control signals for the aircraft. This significantly improves flight control safety. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating a dual-stick, mutually redundant aircraft control method in one embodiment. Figure 2 This is a schematic diagram illustrating the principle of multiple fault detection in one embodiment; Figure 3 This is a schematic diagram illustrating the principle of switching the mode of the second joystick in one embodiment; Figure 4 This is a flowchart illustrating the control method for a dual-stick interoperable aircraft in another embodiment. Figure 5 This is a schematic diagram illustrating the principle of a dual-stick, mutually redundant aircraft control method in one embodiment. Figure 6 This is an internal structural diagram of a dual-stick, mutually redundant aircraft control system in one embodiment. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0021] It should be understood that, unless otherwise defined, all technical terms used herein have the same meaning as commonly understood by those skilled in the art. The technical terms used herein are for the purpose of describing specific examples only and are not intended to limit the scope of this application.

[0022] like Figure 1As shown, in one embodiment, a dual-stick complementary aircraft control method is provided. This method is applied to an aircraft equipped with a first control stick and a second control stick, and more specifically, it can be applied to a dual-stick complementary aircraft control system (hereinafter referred to as an aircraft control system). The method specifically includes the following steps: S11, perform fault detection on the first and second joysticks.

[0023] It should be understood that the first control stick is configured as a dedicated power control unit, and under normal conditions, it is in dedicated power control mode, outputting dedicated power control signals (i.e., only power control signals are output under normal conditions). The power control signals are used to influence flight airspeed.

[0024] The second joystick is configured as a dedicated attitude control unit, which is in a dedicated attitude control mode under normal conditions, and outputs attitude control signals exclusively (i.e., only attitude control signals are output under normal conditions). These attitude control signals are used to influence flight attitude. For example, the attitude control signals include control signals for at least one of pitch angle, roll angle, or yaw angle.

[0025] The first and second control sticks can establish a two-way signal interaction link through the aircraft's control system controller. It should be understood that in this embodiment, control function partitioning is achieved through physical isolation. Specifically, the first control stick uses linear displacement input, and the second control stick uses multi-degree-of-freedom pivot input. The control signals output by both sticks (i.e., the first and second control sticks) are aggregated by the controller to generate coordinated control commands for the aircraft's power and attitude control. Under normal conditions, each stick outputs its corresponding control signal independently without interfering with the others. This reduces the impact of a single control stick failure on the overall system.

[0026] The aircraft (or the controller in the aircraft's control system) can perform real-time fault detection on both joysticks. If a fault is detected in the first joystick, step S12 is executed to switch modes; if a fault is detected in the second joystick, step S13 is executed to switch modes.

[0027] In some embodiments, both the first and second joysticks undergo at least one fault detection process, such as signal anomaly detection, physical travel anomaly detection, or communication link failure detection. For example, a triple fault detection mechanism of "signal-physical-communication" can be used to perform multiple detection and verification at the signal, physical, and communication levels. For instance, as... Figure 2 As shown, both the first and second joysticks can be subjected to signal anomaly detection, physical travel anomaly detection, and communication link fault detection, thereby determining whether the first or second joystick has malfunctioned and the specific type of fault.

[0028] The signal anomaly detection refers to detecting whether the control signal (such as a power control signal or attitude control signal) output by any of the two joysticks is abnormal, for example, signal loss. It should be noted that, in this embodiment, the signal anomaly detection refers to detecting whether the abnormal output signal is caused by a joystick malfunction.

[0029] Physical travel anomaly detection refers to detecting whether the physical or mechanical movement of the joystick deviates from the expected, normal movement pattern, such as physical travel jamming.

[0030] Communication link fault detection refers to detecting whether there are any abnormalities in the communication link between the joystick and the controller of the aircraft's control system, such as a communication link interruption.

[0031] It should be understood that traditional methods can only provide a vague health assessment of the control stick, roughly determining whether it is malfunctioning. Fault identification is inaccurate and cannot distinguish specific fault types. For example, when the attitude stick experiences abnormal output due to mechanical jamming, traditional methods may misjudge it as "signal interference" instead of identifying a control stick malfunction. Therefore, they may only attempt signal filtering instead of promptly triggering an emergency mode switch, leading to delayed or misjudged fault response and affecting flight control safety. The solution proposed in this application, through multiple fault detection mechanisms, can promptly, quickly, and accurately detect potential faults and their specific types, and also provide accurate information for subsequent mode switching.

[0032] In some embodiments, the fault detection cycle of the first and second control sticks is configurable. Specifically, the fault detection interval time can be set via ground station tools (e.g., a default of 50ms, which can be adjusted according to flight mission requirements, with an adjustable range of a preset time interval, such as 20ms-100ms). In missions requiring high reliability, the fault detection cycle can be shortened (to detect faults earlier), while in ordinary missions, the fault detection cycle can be extended (to reduce system load).

[0033] S12, in the event of a malfunction of the first control stick, switch the second control stick from the attitude control dedicated mode to the composite control mode; in the composite control mode, the second control stick supports the output of attitude control signals and power control signals for the aircraft.

[0034] It should be understood that steps S12 and S13 achieve dynamic mode switching through the established function migration logic under fault conditions, so as to activate the backup function of another joystick in the event of a joystick failure.

[0035] Specifically, when a malfunction is detected in the first control stick, the backup power control function of the second control stick is activated to switch the second control stick from the attitude control-only mode to a "attitude + power" composite control mode. In this composite control mode, the second control stick possesses both attitude control and power control functions, allowing it to output attitude control signals and power control signals for the aircraft, thereby controlling the aircraft's flight speed and attitude.

[0036] In some embodiments, the first joystick is a linear push-pull throttle lever, and its axial displacement is converted into a power control signal by a displacement sensor. Exemplarily, the joystick integrates a mechanical locking mechanism that automatically locks the current position (i.e., fixes or locks the joystick in its current position) upon detecting a malfunction, preventing accidental operation. The mechanical locking mechanism can fix the joystick's position in a malfunctioning state, avoiding unexpected power changes and improving system safety.

[0037] In some examples, the mechanical locking mechanism employs an electromagnetic unlocking design. When the first lever is in the normal operating state, the mechanical locking mechanism remains unlocked. Upon detecting a malfunction in the first lever, the controller sends an electrical signal to trigger locking, with sufficient locking force to prevent accidental movement of the first lever. The electromagnetic unlocking design offers rapid response and reliable locking, effectively avoiding the risk of misoperation after a fault switch and improving system safety.

[0038] In some examples, if the mechanical locking mechanism of the first control stick is detected to be in the locked state and the pilot manually applies an operating force exceeding a preset safety value (such as attempting to forcibly push the stick), the mechanical locking mechanism will automatically trigger unlocking and record the abnormal operation log. Additionally, a prompt message, such as "Locking mechanism malfunction, please check," can be displayed through the cockpit display system to prevent damage to the stick or injury to the pilot due to excessive locking force.

[0039] S13, in the event of a malfunction of the second joystick, switch the first joystick from the dedicated power control mode to the composite control mode; in the composite control mode, the first joystick supports the output of attitude control signals and power control signals for the aircraft.

[0040] Specifically, when a malfunction of the second joystick is detected, the attitude control backup function of the first joystick is activated to switch the first joystick from the dedicated power control mode to a "power + attitude" composite control mode. In this composite control mode, the first joystick possesses both power control and attitude control functions, allowing it to output attitude control and power control signals for the aircraft, thereby controlling the aircraft's flight speed and attitude.

[0041] In some embodiments, the second joystick is a multi-degree-of-freedom side joystick that outputs attitude control signals via pivot angle. Exemplarily, the second joystick incorporates a dual-redundant sensor array (such as an optical encoder and a Hall sensor), automatically switching to the other sensor to output attitude control signals when either sensor fails. This dual-redundancy design significantly reduces the risk of single-point sensor failure and improves the reliability of the attitude control signals.

[0042] In some examples, the output signals of the dual-redundant sensor array employ a cross-validation mechanism. Specifically, the aircraft control system controller compares the output values ​​(i.e., output signal values) of the two sensors in real time. If the deviation is within a preset range, both sensors are deemed fault-free, and the average of the two sensor output values ​​is used as the output value of the second control stick. If the deviation exceeds the preset range, one sensor is deemed faulty, and the system switches to the fault-free sensor, using its output value. This cross-validation mechanism significantly improves the reliability of signal acquisition and reduces the risk of system misjudgment due to a single sensor failure.

[0043] It should be understood that if all the sensor groups in the second joystick are faulty, the second joystick is determined to be faulty, and the first joystick can be switched from the power control dedicated mode to the composite control mode.

[0044] In some embodiments, during mode switching of any joystick (first joystick or second joystick), a smooth transition algorithm for control quantity is implemented by a controller (such as a digital filter built into the controller) to maintain the continuity of control quantity during mode switching and avoid aircraft attitude disturbance caused by step changes, thereby effectively improving flight stability during mode switching.

[0045] Specifically, during mode switching, the current value of the target flight parameter (such as attitude angle, airspeed, or power output value) is locked. Flight control is then performed on the aircraft based on the locked parameter value during mode switching, i.e., state freezing is implemented. This provides a stable initial reference for subsequent gradual output and prevents parameter jumps during the switching process. For example, the locking time is the first control cycle after fault determination. Further, after switching to the composite control mode, gradual output is performed. That is, the target flight parameter (i.e., the control quantity) transitions from the locked parameter value to the target value in the composite control mode according to a preset curve. For example, the transition duration is dynamically adjusted according to the fault type (e.g., short duration for signal abnormality faults, long duration for physical travel delay faults). Then, based on the target flight parameter, the locked parameter value transitions to the target value in the composite control mode within a preset transition duration according to the preset curve. By dynamically adjusting the transition strategy, both the timeliness of fault handling and the stability of the flight state can be considered.

[0046] In some examples, the preset curve is an S-shaped curve, with a small slope in the initial stage (slow acceleration), an increasing slope in the middle stage (rapid transition), and a decreasing slope in the final stage (smooth convergence), avoiding attitude fluctuations during mode switching. The S-shaped curve transition makes the changes in control variables more consistent with dynamic characteristics, significantly reducing the risk of attitude disturbances.

[0047] In some examples, the parameters of the preset curve (such as the initial slope, the middle slope, and the final slope) can be dynamically adjusted according to the aircraft's current flight status (such as airspeed, altitude, and attitude angle). For example, a gentler curve is used during the high-altitude cruise phase (to reduce attitude fluctuations), while a steeper curve is used during the low-altitude maneuver phase (to improve response speed), to adapt to the needs of different flight scenarios.

[0048] In some embodiments, the mode switching logic is implemented through the controller firmware to ensure a seamless handover of control in the event of a fault, and to avoid fluctuations in flight status during the switching process.

[0049] It should be understood that in traditional dual-stick independent control systems, the functional boundaries of each stick are fixed. The power stick only has power control functions, and the attitude stick only has attitude control functions. If one sensor on any stick fails, the problem can only be resolved by the backup sensor on that stick. This means that fault tolerance can only be achieved through that single stick's single function. If all sensors on that stick fail or become ineffective, the problem cannot be resolved, which can easily lead to control gaps and loss of flight control. For example, "if power control fails, attitude control becomes helpless" or "if attitude control fails, power adjustment becomes meaningless." These control gaps may ultimately lead to loss of flight control.

[0050] The above method employs the inventive concept and design philosophy of "dedicated function + dynamic mutual backup," where the two control sticks of the aircraft serve as functional backups for each other. Under normal conditions, the first control stick is in a dedicated power control mode, outputting dedicated power control signals; the second control stick is in a dedicated attitude control mode, outputting dedicated attitude control signals. In other words, under normal conditions, the control functions of the two sticks are professionally and independently divided, without interference. When either control stick fails, the corresponding backup control function of the other control stick is dynamically activated to replace the faulty stick. In this way, the dedicated and independent nature of the two sticks in daily operation (i.e., operation under normal conditions) is achieved, while mutual backup and replacement—i.e., redundancy—is used in fault scenarios. This overcomes the problem of incompatibility or inability to simultaneously achieve dedicatedness and redundancy in traditional control systems, forming a full-scenario safety system from daily operation to fault scenarios, greatly improving flight control safety and reliability.

[0051] In other words, the above method achieves redundant design of the control system through functional partitioning and dynamic backup mechanisms. The core lies in decoupling power control and attitude control into independent physical channels, while establishing functional migration logic under fault conditions, effectively improving the aircraft's survivability in the event of control system failure. This approach balances flight control safety in both routine operation and fault scenarios.

[0052] In some embodiments, a power adjustment device is provided on the second joystick; when the second joystick is in attitude control dedicated mode, the power adjustment function of the power adjustment device is disabled; after the second joystick switches from attitude control dedicated mode to composite control mode, the power adjustment function of the power adjustment device is activated to output power control signals for the aircraft.

[0053] In some examples, the power adjustment device includes a rotary power adjustment button. The rotary power adjustment button can be set at a preset position on the second joystick (e.g., the top). The rotation angle of the rotary power adjustment button has a preset mapping relationship with the power output value corresponding to the power control signal. This design can expand the power adjustment function without changing the original attitude control logic of the second joystick (e.g., the side joystick), ensuring ease of operation in the composite control mode. That is, power control is more conveniently achieved when the second joystick is switched to the "attitude + power" composite control mode. The power adjustment device can also be other forms of devices, without limitation.

[0054] For ease of understanding, combined with Figure 3 Provide a illustrative explanation. For example... Figure 3 As shown, a rotary power adjustment knob is added to the top of the second control stick. When the second control stick is in a dedicated attitude control mode under normal conditions, the power adjustment function of the rotary power adjustment knob is disabled; even if it is rotated, it will not generate power output. In other words, the aircraft's power output is still controlled by the first control stick, and the second control stick only outputs attitude control signals. In the event of a malfunction of the first control stick, the second control stick is switched from dedicated attitude control mode to a shared control mode. The power adjustment function of the rotary power adjustment knob is then activated, and the second control stick can output both attitude control and power control signals. Specifically, the pilot can rotate the knob, and the rotation angle is mapped to the corresponding power output value, allowing the second control stick to replace the malfunctioning first control stick for power control of the aircraft. The added rotary power adjustment knob does not affect the original attitude control logic of the second control stick; the pilot can still use the second control stick for flight attitude control according to previous operating habits.

[0055] It should be noted that, Figure 3This is only a simple illustration and does not limit the shape of the second joystick and the rotary power adjustment knob, nor does it limit the specific position of the rotary power adjustment knob on the second joystick.

[0056] In some examples, the surface of the rotary power adjustment button features tactile feedback protrusions that generate a mechanical vibration with each preset rotation to indicate adjustment precision. Tactile feedback helps pilots perceive adjustment amounts without relying on vision, improving operational accuracy in complex environments.

[0057] In some embodiments, an attitude adjustment device is provided on the first joystick; when the first joystick is in the power control dedicated mode, the attitude adjustment function of the attitude adjustment device is disabled; after the first joystick switches from the power control dedicated mode to the composite control mode, the attitude adjustment function of the attitude adjustment device is activated to output attitude control signals for the aircraft.

[0058] In some embodiments, the attitude adjustment device includes at least one of a roll control paddle or a pitch control wheel. When the roll control function of the roll control paddle is activated, it outputs a control signal for the roll angle of the aircraft. When the pitch control function of the pitch control wheel is activated, it outputs a control signal for the pitch angle of the aircraft.

[0059] For example, the side of the first control stick (such as the throttle lever) integrates a roll control paddle (which can be moved left and right) and a pitch control wheel (which can be rotated forward and backward); the layout of the paddle and wheel is ergonomically designed to reduce the pilot's operating switching costs.

[0060] In addition to using the attitude adjustment device added to the first control stick, existing devices or components on the aircraft can also be reused to output attitude control signals for the aircraft. For example, after the first control stick switches from the dedicated power control mode to the composite control mode, the yaw control function for the aircraft is implemented by the foot pedal assembly in the aircraft, that is, the foot pedal assembly outputs the control signal for the yaw angle of the aircraft.

[0061] It should be understood that after the first control stick switches from the dedicated power control mode to the combined control mode, yaw control is implemented by the foot pedal assembly, which is compatible with the yaw control logic of the second control stick. This control logic compatibility reduces the difficulty of adaptation for the pilot and ensures smooth operation in the combined control mode.

[0062] It should be understood that the attitude adjustment device can also be implemented in other ways, not limited to the above examples. For example, all flight attitudes can be controlled by the activated attitude adjustment device.

[0063] In some embodiments, the controller of the aircraft control system continuously receives output signals from both joysticks. Signal anomaly detection includes: for either the first joystick or the second joystick, if the amplitude of the output signal of the joystick exceeds a preset effective range or the sampling frequency corresponding to the output signal is lower than a preset frequency threshold, determining that the joystick has a signal anomaly fault.

[0064] In some examples, for each joystick (first joystick or second joystick), during the ground testing phase, the standard output signal of that joystick within its corresponding entire physical travel range (the movable physical space range) is collected to generate a signal template library. During flight, the deviation value of the current output signal of the joystick is compared in real time with the corresponding standard output signal in the signal template library. If the deviation value exceeds a preset deviation threshold, it indicates that the signal amplitude of the joystick's output signal exceeds a preset effective range, and the joystick is determined to have a signal abnormality fault. The template library comparison mechanism can adapt to individual differences between different joysticks, improving the accuracy of fault diagnosis.

[0065] In other examples, the preset effective range can also be a signal amplitude range. The signal amplitude of the joystick's output signal can be directly compared with this signal amplitude range. If it is within the signal amplitude range, the joystick's output signal is determined to be normal. If it exceeds the signal amplitude range, the joystick is determined to have a signal abnormality fault.

[0066] In some embodiments, physical travel abnormality detection includes: for any of the first and second joysticks, if the displacement of the joystick exceeds a preset mechanical limit range or the feedback force of the joystick does not match the displacement, determining that the joystick has a physical travel jamming fault.

[0067] In some examples, both levers have built-in travel limit sensors that detect whether the lever's displacement exceeds a preset mechanical limit range. For example, when the lever's displacement exceeds the preset mechanical limit range, the travel limit sensor can report this to the controller, which can then determine that the lever has a physical travel jamming fault.

[0068] In some examples, the matching relationship (match or mismatch) between the feedback force and the displacement of the joystick is detected based on a force sensor array. Specifically, a force sensor array (including multiple pressure sensors) is set along the travel direction of the joystick (first joystick or second joystick). The force sensor array continuously detects the feedback force of the joystick within its travel range and reports the detected feedback force to the controller. The controller can determine whether the detected feedback force matches the corresponding displacement. If they do not match, the joystick is determined to have a physical travel jamming fault. For example, when a change in the displacement is detected but the feedback force does not change according to a preset gradient, the joystick is determined to have a physical travel jamming fault. It should be understood that the force sensor array enables continuous force feedback monitoring within the travel range, improving the sensitivity of jamming fault identification and thus enhancing the comprehensiveness of fault detection.

[0069] In some examples, when attitude control is performed using the second joystick, a built-in force feedback motor simulates real flight drag. That is, based on the aircraft's current attitude (such as pitch and roll angles) and aerodynamic model, the feedback force of the joystick is adjusted in real time (e.g., the joystick drag increases with the pitch angle during pitch), enhancing the pilot's sense of realism and immersion in the controls.

[0070] In some embodiments, communication link fault detection includes: periodically sending verification data packets to either the first joystick or the second joystick; if no response data packet is received from the joystick for a preset number of consecutive cycles, or if the error rate of the received response data packets exceeds a preset proportion, a communication link fault with the joystick is determined. By periodically sending verification data packets and verifying the accuracy of data transmission, communication link faults such as link interruptions or data corruption can be detected in a timely manner, ensuring the reliability of the communication link.

[0071] In some examples, both joysticks and the controller transmit signals in parallel via corresponding primary and backup communication links. When the primary communication link is found to be faulty (e.g., a communication interruption), it automatically switches to the backup communication link, with the switching time not exceeding a preset switching duration. Dual-channel parallel transmission reduces the probability of communication interruption and ensures continuous transmission of critical control signals. If both the primary and backup communication links for a particular joystick are faulty, the joystick is determined to have a communication link fault. For example, the backup communication link uses a different communication protocol than the primary communication link (e.g., the primary communication link is a CAN bus, and the backup communication link is an RS-422 serial port). When the primary communication link is interrupted due to protocol conflicts or interference, the backup communication link can still maintain communication, improving the reliability of link redundancy.

[0072] In some embodiments, status feedback can also be provided. Specifically, the cockpit display system provides real-time feedback on at least one of the following: the dual-stick operating mode (e.g., dedicated control mode / composite control mode), fault indication information (including the type of fault indicated, such as signal abnormality / physical travel blockage / communication link abnormality), or switching status (e.g., switching in progress / switching complete), and triggers audible and visual prompts. Thus, the feedback information is output through both visual and auditory channels, ensuring that the pilot can quickly obtain the system status in complex environments and improving human-machine interaction efficiency.

[0073] In some examples, the audio-visual alert signals can be designed differently. Specifically, different frequencies of beeping sounds can be set for different fault types. For example, a low-frequency intermittent tone can be used to alert for signal abnormality faults, a medium-frequency continuous tone can be used to alert for physical travel obstruction, and a high-frequency rapid tone can be used to alert for communication link abnormalities.

[0074] In some examples, the cockpit display system uses a tiered fault display, with different colors used to distinguish the different levels of faults. For example, a Level 1 fault (such as a signal anomaly) is indicated by yellow text: "XX lever signal anomaly"; a Level 2 fault (such as a physical travel jam or communication link failure) is indicated by a flashing red icon and text: "XX lever malfunction, switched to hybrid control mode." This tiered display helps pilots quickly identify the type of fault, thereby quickly assessing its severity and optimizing emergency response decision-making processes.

[0075] In some embodiments, fault information is simultaneously displayed on the head-up display (HUD) to ensure the pilot's line of sight remains within the airspace ahead. The integrated HUD display reduces pilot eye movement and enhances situational awareness.

[0076] In some embodiments, the displayed fault information includes fault location guidance. Specifically, a 3D animation demonstrates the location of the faulty component (e.g., the animation highlights the sensor installation location for "throttle lever displacement sensor fault") to assist ground crew in quickly troubleshooting. 3D visualization guidance can significantly shorten fault location time, improve maintenance efficiency, and reduce aircraft downtime.

[0077] In some embodiments, such as Figure 4 As shown, another method for controlling a dual-stick interoperable aircraft is provided, which includes the following steps: S41, the first joystick is configured to be in a dedicated power control mode under normal conditions, outputting only power control signals; the second joystick is configured to be in a dedicated attitude control mode under normal conditions, outputting only attitude control signals.

[0078] S42, the controller of the aircraft control system performs at least one fault detection process on the first and second control sticks, including signal anomaly detection, physical travel anomaly detection, and communication link fault detection.

[0079] S43, the controller determines whether the first and second joysticks are faulty.

[0080] If the first joystick malfunctions, proceed to step S44. If the second joystick malfunctions, proceed to step S45. If both joysticks are functioning correctly, return to step S42 to continue fault detection and processing.

[0081] Although not shown in the diagram, it should be understood that when both sticks are functioning properly, in addition to continuing to perform fault detection and handling in real time, the flight attitude and power output of the aircraft can also be controlled based on the control signals output by each stick (i.e., attitude control signal and power control signal).

[0082] S44, the controller activates the power control backup function of the second joystick to switch the second joystick from the attitude control dedicated mode to the "attitude + power" composite control mode.

[0083] It should be understood that in the "attitude + power" composite control mode, the second joystick supports the output of attitude control signals and power control signals for the aircraft, so that the flight attitude and output power of the aircraft can be controlled based solely on the second joystick.

[0084] S45, the controller activates the attitude control backup function of the first joystick to switch the first joystick from the dedicated power control mode to the "power + attitude" composite control mode.

[0085] It should be understood that in the "power + attitude" composite control mode, the first joystick supports the output of attitude control signals and power control signals for the aircraft, so that the flight attitude and output power of the aircraft can be controlled based solely on the first joystick.

[0086] S46, during mode switching, the controller maintains the stability of the aircraft's flight status through a smooth transition algorithm for control quantities.

[0087] The specific processing flow of the control quantity smooth transition algorithm is described above and will not be repeated here.

[0088] The S47 provides real-time feedback on the dual-stick operating mode, fault prompts, and switching status through the cockpit display system, and triggers audible and visual alerts.

[0089] In some embodiments, in the event of a failure of both the first and second control sticks, an emergency control mode is automatically activated. In emergency control mode, the power system maintains its pre-failure power output to avoid drastic changes in flight status caused by sudden power fluctuations, providing a basis for attitude stability control. The attitude system maintains the current flight attitude via autopilot until the pilot takes over flight operations using the mechanical backup device on the emergency control panel, at which point the emergency control mode is exited. The attitude system's maintenance of the current flight attitude via autopilot achieves stability augmentation control, effectively suppressing the impact of external disturbances on the aircraft's attitude and ensuring flight stability before pilot takeover. It should be understood that the emergency control mode, as a last resort safety mechanism, maintains basic flight control capabilities in extreme failure situations, buying time for pilot takeover.

[0090] For ease of understanding, combined with Figure 5 Provide a illustrative explanation. For example... Figure 5 As shown, the first control stick, under normal conditions, is in a dedicated power control mode, outputting only power control signals, essentially configured as a dedicated power control unit. The second control stick, under normal conditions, is in a dedicated attitude control mode, outputting only attitude control signals, essentially configured as a dedicated attitude control unit. To ensure flight control safety, the controller in the aircraft's control system performs fault detection on both the first and second control sticks. The following discussion addresses the fault detection results in three scenarios.

[0091] Scenario 1: The first joystick is malfunctioning.

[0092] In scenario 1, the second joystick is switched from the attitude control dedicated mode to the "attitude + power" composite control mode. In this composite control mode, the second joystick supports outputting both attitude control signals and power control signals.

[0093] Scenario 2: Second joystick malfunction.

[0094] In scenario 2, the first joystick is switched from the dedicated power control mode to the "power + attitude" combined control mode. In this combined control mode, the first joystick supports outputting both power control signals and attitude control signals.

[0095] Scenario 3: Dual-bar failure.

[0096] That is, both the first and second control sticks malfunction. In scenario 3, the emergency control mode can be automatically activated. In emergency control mode, the power system maintains the power output value before the malfunction; the attitude system maintains the current flight attitude through the autopilot, thereby maintaining basic flight control capabilities. It should be understood that the emergency control mode can be automatically exited after the pilot takes over flight operations based on the mechanical backup device on the emergency panel (not shown in the figure).

[0097] In some embodiments, the method of this application further includes a fault self-recovery mechanism.

[0098] Specifically, when a transient fault is detected (i.e., the fault duration is less than a preset duration threshold), the aircraft control system controller does not trigger a mode switch. Instead, it attempts to recover by retransmitting signals or resetting sensors. Upon successful recovery, only a fault log is recorded. This self-recovery mechanism reduces unnecessary mode switches and improves the system's fault tolerance to transient disturbances.

[0099] For example, the number of signal retransmissions can be configured. For instance, the maximum number of retransmissions can be set via ground station tools (e.g., 3 times by default, which can be adjusted to 1-5 times). When a signal malfunction occurs, the aircraft control system controller can attempt to retransmit the signal according to the set maximum number of retransmissions. If the control stick remains abnormal after a successful retransmission, it is determined to be a permanent malfunction and a mode switch is triggered to avoid unnecessary mode switching due to momentary interference.

[0100] In some examples, the preset duration threshold for detecting transient faults can be configured via ground station tools. This allows for differentiated settings of the preset duration threshold for different flight phases (takeoff / cruise / landing), enabling dynamic adjustment of the preset duration threshold. This improves the system's fault tolerance to transient disturbances during stable flight phases such as cruise, while maintaining timely fault response during critical phases such as takeoff and landing.

[0101] In some examples, the cockpit display system also offers sensitivity adjustment functionality. Specifically, in response to the pilot's adjustments to the menu options or dedicated knobs on the cockpit display system, the mapping relationship between the output signals of the dual sticks and flight parameters is adjusted in real time (e.g., when sensitivity is increased, a small displacement of the stick corresponds to a larger change in power or attitude), to meet the operating habits of different pilots or the needs of special missions (e.g., low sensitivity is required for precise hovering, while high sensitivity is required for rapid maneuvering).

[0102] In some embodiments, the aircraft control system also provides a joystick calibration function. Specifically, when a calibration command is triggered during ground startup or in flight, the dual sticks automatically enter calibration mode, collect zero-position offset through built-in calibration sensors (such as accelerometers and gyroscopes), and update the controller of the aircraft control system to eliminate stick drift errors caused by long-term use or environmental changes.

[0103] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0104] Based on the same inventive concept, this application also provides an embodiment for implementing the aforementioned dual-stick backup aircraft control system. The solution provided by this system is similar to the implementation described in the above method; therefore, the specific limitations of one or more dual-stick backup aircraft control system embodiments provided below can be found in the limitations of the dual-stick backup aircraft control method described above, and will not be repeated here.

[0105] In one embodiment, a dual-stick complementary aircraft control system is provided. This system is applied to an aircraft equipped with a first stick and a second stick. The first stick is in a dedicated power control mode under normal conditions, outputting dedicated power control signals; the second stick is in a dedicated attitude control mode under normal conditions, outputting dedicated attitude control signals. The system includes a controller; the controller includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the dual-stick complementary aircraft control method of this embodiment.

[0106] The modules in this dual-stick, mutually redundant aircraft control system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of a computer device in hardware form or independent of it, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0107] In one embodiment, the internal structure diagram of a dual-stick interoperable aircraft control system can be as follows: Figure 6As shown, the dual-stick interoperable aircraft control system includes a controller, which comprises a processor and a memory. The processor provides computational and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. When the computer program is executed by the processor, it implements a dual-stick interoperable aircraft control method.

[0108] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the dual-stick interoperable aircraft control system (also referred to as the aircraft control system) applied thereto. A specific aircraft control system may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0109] In one embodiment, an aircraft is provided. The aircraft is configured with a first control stick and a second control stick; the first control stick is in a dedicated power control mode under normal conditions, and outputs a dedicated power control signal; the second control stick is in a dedicated attitude control mode under normal conditions, and outputs a dedicated attitude control signal. The aircraft also includes a dual-stick backup aircraft control system, which includes a controller; the controller includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the steps in the embodiments of this application. Exemplarily, the aircraft also includes an actuator.

[0110] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the embodiments of this application.

[0111] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the embodiments of this application.

[0112] It should be noted that the user information (including but not limited to user device information, user attribute content, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0113] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. The processors involved in the embodiments provided in this application can be general-purpose processors, central processing units, graphics processors, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited thereto.

[0114] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0115] The above embodiments are merely illustrative of several implementation methods of this application and should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A dual-stick, mutually redundant aircraft control method, characterized in that, It is applied to aircraft equipped with a first control stick and a second control stick; the first control stick is in a dedicated power control mode under normal conditions, and outputs a dedicated power control signal; the second control stick is in a dedicated attitude control mode under normal conditions, and outputs a dedicated attitude control signal. The method includes: Perform fault detection on the first and second joysticks; In the event of a malfunction of the first joystick, the second joystick is switched from the attitude control dedicated mode to the composite control mode; in the composite control mode, the second joystick supports the output of attitude control signals and power control signals for the aircraft. In the event of a malfunction of the second joystick, the first joystick is switched from the dedicated power control mode to the composite control mode; in the composite control mode, the first joystick supports the output of attitude control signals and power control signals for the aircraft.

2. The method according to claim 1, characterized in that, The second joystick is equipped with a power adjustment device; when the second joystick is in the attitude control dedicated mode, the power adjustment function of the power adjustment device is disabled; when the second joystick switches from the attitude control dedicated mode to the composite control mode, the power adjustment function of the power adjustment device is activated to output a power control signal for the aircraft.

3. The method according to claim 2, characterized in that, The power adjustment device includes a rotary power adjustment button; the rotation angle of the rotary power adjustment button has a preset mapping relationship with the power output value corresponding to the power control signal.

4. The method according to claim 1, characterized in that, The first control stick is equipped with an attitude adjustment device; when the first control stick is in the dedicated power control mode, the attitude adjustment function of the attitude adjustment device is disabled; after the first control stick switches from the dedicated power control mode to the composite control mode, the attitude adjustment function of the attitude adjustment device is activated to output attitude control signals for the aircraft.

5. The method according to claim 4, characterized in that, The attitude adjustment device includes at least one of a roll control lever or a pitch control wheel; when the roll control function of the roll control lever is activated, it is used to output a control signal for the roll angle of the aircraft; when the pitch control function of the pitch control wheel is activated, it is used to output a control signal for the pitch angle of the aircraft. After the first joystick switches from the dedicated power control mode to the composite control mode, the yaw control function of the aircraft is implemented by the foot pedal assembly in the aircraft, which is used to output a control signal for the yaw angle of the aircraft.

6. The method according to claim 1, characterized in that, The method further includes: During mode switching, the current parameter value of the target flight parameter is locked, so that flight control of the aircraft is performed based on the locked parameter value of the target flight parameter during the mode switching process; After switching to the composite control mode, the target flight parameters are controlled to transition from the locked parameter values ​​to the target values ​​in the composite control mode according to a preset curve.

7. The method according to claim 1, characterized in that, The fault detection includes at least one of signal anomaly detection, physical travel anomaly detection, or communication link fault detection; The fault detection of the first joystick and the second joystick includes: For any of the first joystick and the second joystick, if the signal amplitude of the output signal of the joystick exceeds a preset effective range or the sampling frequency corresponding to the output signal is lower than a preset frequency threshold, it is determined that the joystick has a signal abnormality fault. And / or, For any of the first and second joysticks, if the displacement of the joystick exceeds a preset mechanical limit or the feedback force of the joystick does not match the displacement, it is determined that the joystick has a physical travel jamming fault. And / or, For any one of the first joystick and the second joystick, a verification data packet is periodically sent to the joystick. If a response data packet is not received from the joystick for a preset number of consecutive times, or if the error rate of the received response data packet exceeds a preset ratio, the communication link with the joystick is determined to be faulty.

8. The method according to any one of claims 1 to 7, characterized in that, The method further includes: In the event that both the first and second joysticks malfunction, the emergency control mode is automatically activated. In the emergency control mode, the power system maintains the power output value before the failure, and the attitude system maintains the current flight attitude through the autopilot until the pilot takes over the flight operation based on the mechanical backup device on the emergency panel, and then exits the emergency control mode.

9. A dual-stick, mutually redundant aircraft control system, characterized in that, The system is applied to an aircraft equipped with a first control stick and a second control stick; the first control stick is in a dedicated power control mode under normal conditions, and outputs a dedicated power control signal; the second control stick is in a dedicated attitude control mode under normal conditions, and outputs a dedicated attitude control signal. The system includes a controller; the controller includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the steps of the method according to any one of claims 1 to 8.

10. An aircraft, characterized in that, The aircraft is equipped with a first control stick and a second control stick; the first control stick is in a dedicated power control mode under normal conditions, and outputs a dedicated power control signal; the second control stick is in a dedicated attitude control mode under normal conditions, and outputs a dedicated attitude control signal; the aircraft also includes the dual-stick backup aircraft control system as described in claim 9.

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