Resource scheduling method, scheduler, medium and electronic device of aircraft

Abstract

This application discloses a resource scheduling method, scheduler, medium, and electronic equipment for an aircraft. The method includes: identifying the cruise phase by detecting the aircraft's altitude change rate and attitude angle change rate, and dynamically allocating CPU resources between the flight control unit and the cockpit application unit in conjunction with the user-selected flight mode. In a first flight mode, the flight control unit occupies CPU resources at a rate not less than a first preset proportion, and the cockpit application unit occupies CPU resources at a rate not greater than a second preset proportion, prioritizing flight safety. In a second flight mode, the first preset proportion corresponding to the flight control unit is lowered, and the second preset proportion corresponding to the cockpit application unit is increased, improving passenger experience. This application achieves an intelligent balance between flight safety and cockpit functionality, maximizing system resource utilization efficiency.

Description

Technical Field

[0001] This application belongs to the field of aircraft technology, and in particular relates to a resource scheduling method, scheduler, medium and electronic equipment for aircraft. Background Technology

[0002] The cockpit system of an electric vertical take-off and landing (eVTOL) aircraft needs to perform multiple functions, including flight control, human-machine interaction, environmental perception, and mission scheduling, within limited computing and communication resources.

[0003] However, existing cockpit systems lack reasonable resource scheduling when handling multiple tasks concurrently, which leads to resource contention and low resource scheduling efficiency between flight control-related functions and entertainment-related functions. This may result in delayed flight command response and create safety hazards.

[0004] Therefore, this application proposes a resource scheduling method for aircraft to solve the above problems. Summary of the Invention

[0005] The embodiments of this application provide a resource scheduling method, scheduler, medium, and electronic device for aircraft, which can solve resource contention, low resource scheduling efficiency, command response delay, and security problems caused by unreasonable resource scheduling.

[0006] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0007] According to one aspect of the embodiments of this application, a resource scheduling method for an aircraft is provided, the method comprising: If the rate of change of altitude of the aircraft is less than the first threshold and the rate of change of attitude angle is less than the second threshold, then the aircraft is determined to be in the cruise phase. If the aircraft is in the cruise phase and in a pre-set first flight mode, the flight control unit is allowed to use CPU resources at a rate greater than or equal to a first preset ratio, and the cockpit application unit is allowed to use CPU resources at a rate less than or equal to a second preset ratio; wherein, the tasks in the first flight mode include flight attitude control tasks; the first preset ratio is greater than the second preset ratio; If the aircraft is in the cruise phase and in the pre-set second flight mode, the flight control unit is allowed to occupy CPU resources at a rate greater than or equal to a third preset ratio, and the cockpit application unit is allowed to occupy CPU resources at a rate less than or equal to a fourth preset ratio; wherein, the tasks in the second flight mode include music playback tasks; the third preset ratio is less than the fourth preset ratio.

[0008] In some embodiments of this application, if the aircraft is in the cruise phase and a pre-set second pilot mode, the method further includes: If the rate of change of the aircraft's attitude angle is detected to be greater than or equal to the second threshold, the cockpit application unit is controlled to interrupt the current task within a first preset time period, the first preset ratio is increased, and the aircraft is controlled to issue an alarm.

[0009] In some embodiments of this application, if the altitude change rate is greater than or equal to the first threshold and the attitude angle change rate is greater than or equal to the second threshold, then the aircraft is determined to be in the takeoff or landing phase. The method further includes: The flight control unit is allowed to occupy CPU resources at a rate greater than or equal to a fifth preset ratio, and the cockpit application unit is allowed to occupy CPU resources at a rate less than or equal to a sixth preset ratio; wherein the fifth preset ratio is greater than the sixth preset ratio and greater than the first preset ratio, and the sixth preset ratio is less than the second preset ratio.

[0010] In some embodiments of this application, if the aircraft remains on the ground and no user interaction occurs within a second preset time period, it is determined that the aircraft has entered a standby state. The method further includes: The flight control unit is allowed to occupy less than or equal to a seventh preset ratio of CPU resources, and the power supply of the cockpit application unit is turned off; wherein the seventh preset ratio is less than the second preset ratio.

[0011] In some embodiments of this application, if the aircraft is in the cruise phase and a pre-set first flight mode, the method further includes: Flight data is allowed to consume network bandwidth at a rate greater than or equal to the eighth preset ratio; flight data includes navigation data. The display priority of the full-screen interface of the flight instrument is higher than that of the full-screen interface of the non-flight instrument, wherein the full-screen interface of the non-flight instrument includes the full-screen interface for music playback. The control priority of flight voice functions is higher than that of non-flight voice functions. The flight voice functions include in-cabin conversation functions, and the non-flight voice functions include music on-demand functions.

[0012] In some embodiments of this application, if the aircraft is in the cruise phase and a pre-set second pilot mode, the method further includes: Allow users to use wireless network access services with network bandwidth less than or equal to the ninth preset ratio; The display priority of the full-screen interface of the flight instrument is lower than that of the full-screen interface of the non-flight instrument, wherein the full-screen interface of the non-flight instrument includes the full-screen interface for music playback. The control priority of flight voice functions is lower than that of non-flight voice functions. The flight voice functions include in-cabin conversation functions, and the non-flight voice functions include music on-demand functions.

[0013] In some embodiments of this application, the flight control unit is used to perform aircraft safety tasks, including flight attitude control tasks, navigation tasks, and fault diagnosis tasks; The cockpit application unit is used to perform non-safety tasks of the aircraft, including music playback, communication, and voice interaction.

[0014] According to one aspect of the embodiments of this application, a scheduler is provided, the scheduler comprising: The determination module is used to determine that the aircraft is in the cruise phase if the aircraft's altitude change rate is less than a first threshold and its attitude angle change rate is less than a second threshold. The first resource allocation module is configured to, if the aircraft is in the cruise phase and in a pre-set first driving mode, allow the flight control unit to occupy CPU resources at a rate greater than or equal to a first preset ratio, and allow the cockpit application unit to occupy CPU resources at a rate less than or equal to a second preset ratio; wherein, the tasks in the first driving mode include flight attitude control tasks; and the first preset ratio is greater than the second preset ratio. The second resource allocation module is configured to, if the aircraft is in the cruise phase and in a pre-set second flight mode, allow the flight control unit to occupy CPU resources at a ratio greater than or equal to a third preset ratio, and allow the cockpit application unit to occupy CPU resources at a ratio less than or equal to a fourth preset ratio; wherein, the tasks in the second flight mode include music playback tasks; and the third preset ratio is less than the fourth preset ratio.

[0015] According to one aspect of the embodiments of this application, a computer-readable storage medium is provided, wherein at least one piece of program code is stored therein, the at least one piece of program code being loaded and executed by a processor to implement the method described above.

[0016] According to one aspect of the embodiments of this application, an electronic device is provided, the electronic device including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the at least one piece of program code being loaded and executed by the one or more processors to implement the method as described above.

[0017] Based on the above solution, the technical solution provided in this application has at least the following advantages and advancements: This application accurately identifies the cruise phase by detecting the aircraft's altitude change rate and attitude angle change rate. Based on this, and combined with the user's selected flight mode (first flight mode or second flight mode), it dynamically and differentially allocates CPU resources (including central processing unit computing resources) of the flight control unit and cockpit application units. When the aircraft is in the first flight mode (e.g., pilot mode), which has higher flight safety requirements, the system ensures that the flight control unit occupies no less than a first preset proportion of CPU resources, while limiting the proportion of CPU resources occupied by the cockpit application units to no more than a second preset proportion. This prioritizes the real-time performance and stability of safety-critical tasks such as flight attitude control, significantly reducing the risk of command response delays or loss of control due to resource contention. When the aircraft is in the second flight mode (e.g., passenger mode), which prioritizes passenger experience, the system allows the cockpit application units to occupy a higher proportion of CPU resources (fourth preset proportion), while ensuring that the flight control unit occupies no less than a third preset proportion. This is to ensure the smooth operation of non-safety tasks such as music playback and entertainment interaction, thereby improving the passenger experience. This application achieves an intelligent balance between flight safety and cockpit functionality, which avoids safety-critical tasks from being interfered with by non-safe tasks, and maximizes the utilization efficiency of system resources within the scope of safety, thereby improving the overall safety, adaptability and user satisfaction of the eVTOL cockpit system.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 Schematic diagram of the resource scheduling method for the aircraft provided in this application Figure 1 ; Figure 2 Schematic diagram of the resource scheduling method for the aircraft provided in this application Figure 2 ; Figure 3 Schematic diagram of the resource scheduling method for the aircraft provided in this application Figure 3 ; Figure 4 A schematic diagram of a scheduler provided in this application; Figure 5This is a schematic diagram of the structure of a computer system for an electronic device provided in this application. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0022] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0023] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0024] It should also be noted that the terms "first," "second," etc., used in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such uses of the terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described.

[0025] Currently, eVTOL, as an important component of future urban air mobility, has an intelligent cockpit system that undertakes multiple tasks, including flight control, human-machine interaction, environmental perception, and mission scheduling. Existing technologies typically employ a distributed architecture for eVTOL cockpit systems, comprising flight control modules, cockpit entertainment modules, and communication modules, with these modules communicating via a bus.

[0026] The lack of a reasonable resource scheduling method in the existing technology leads to the flight control module and entertainment module competing for CPU resources when multiple tasks are running in parallel. This results in low system resource scheduling efficiency and may also cause delayed response to flight commands, posing safety hazards. High-power modules cannot be effectively isolated in standby or low-power mode, resulting in reduced battery life. Sensor data such as inertial measurement unit (IMU) and global positioning system (GPS) are only used for flight control and are not included in the cockpit resource scheduling decision chain, resulting in a response lag between flight phase switching and system resource scheduling; The system cannot dynamically adjust resource allocation based on flight phase (takeoff, cruise, and landing) or user driving mode (such as driver mode and passenger mode); the existing system does not differentiate resource allocation for the human-machine interface between the driver and passenger, which may result in the display of safety-critical information being interfered with by non-safe tasks.

[0027] These issues limit the intelligence and safety of eVTOL cockpit systems. Therefore, this application proposes a reasonable resource scheduling method to address these problems.

[0028] Figure 1 Schematic diagram of the resource scheduling method for the aircraft provided in this application Figure 1 ,like Figure 1 As shown, the method includes: S101. If the rate of change of altitude of the aircraft is less than the first threshold and the rate of change of attitude angle is less than the second threshold, then the aircraft is determined to be in the cruise phase.

[0029] The cockpit system of an aircraft includes the Flight Control Unit (FCU), the Cabin Control Unit (CCU), the Multi-Modal Scheduler (MMS), and the Power Management Unit (PMU). The flight control unit is primarily responsible for safety-critical tasks such as flight attitude control, navigation, and fault diagnosis. For example, the flight control unit can acquire data such as angular velocity and acceleration output from the IMU in real time, and determine the current attitude angle of the aircraft based on the angular velocity and acceleration data, controlling the attitude angle to approach the target value and stabilize the attitude; the flight control unit can receive latitude, longitude, and altitude data provided by GPS to determine the deviation between the aircraft's current position and the target route; the flight control unit can detect whether the power system response is abnormal and whether the sensor data is abnormal. The cockpit application unit is primarily responsible for non-safety tasks such as entertainment, communication, and voice interaction; entertainment tasks include music and video playback; communication includes user wireless network (Wireless Fidelity, WIFI) connection and Bluetooth device connection; voice interaction includes voice recognition and voice control. A multimodal scheduler is used to manage the scheduling of different resources for different operating states of an aircraft (such as takeoff, cruise, landing and standby). The power management unit is used to control the power status of different modules (such as sensors, human-machine interfaces, and WIFI modules) according to the instructions of the scheduler.

[0030] From the perspective of flight phases, an aircraft includes the ground standby phase, takeoff phase, cruise phase, landing phase, and ground parking phase. The ground parking phase is when a new round of standby begins, and the resource allocation method is the same as that of the ground standby phase. From the perspective of user modes (pilot mode and passenger mode), the cruise phase allows users to switch between pilot mode and passenger mode. The takeoff and landing phases force the use of pilot mode to ensure safe driving. During the ground standby phase, many functions are powered down (the cockpit application units are also powered down), so there is no need to consider whether switching between pilot mode and passenger mode is allowed.

[0031] The scheduler can identify different operating states of the aircraft (flight phase and user mode) and dynamically configure the resource allocation ratio of the flight control unit and cockpit application unit according to the different operating states of the aircraft to achieve reasonable resource allocation and balance. During the flight mission, after the takeoff phase, the aircraft can enter the cruise phase. The cruise phase is the stable flight phase in which the aircraft's altitude and attitude angles are stable within the target altitude range. The altitude change rate can be used to measure whether the aircraft's altitude is stable, and the attitude angle change rate can be used to measure whether the flight attitude angles are stable. The scheduler can determine the rate of change of altitude and the rate of change of attitude angle in real time using sensor data (attitude angle and altitude) received from the IMU and GPS. If the rate of change of altitude is less than a first threshold, the aircraft's flight altitude is determined to be stable. If the rate of change of attitude angle is less than a second threshold, the aircraft's flight attitude angle is determined to be stable. If both altitude and attitude angle are stable, the aircraft is determined to be in the cruise phase. The scheduler determines the flight phase to be the cruise phase and proceeds to subsequent resource scheduling. The rate of change of attitude angle can also be calculated by the flight control unit through the IMU and transmitted to the scheduler. Both the rate of change of altitude and the rate of change of attitude angle can be absolute values. The first threshold can be set to 2 m / s, and the second threshold can be set to 0.5 ° / s, where m is meters, s is seconds, and ° is angles. If the rate of change of altitude and the rate of change of attitude angle are not absolute values, then the conditions for their stability can be that the rate of change of altitude is within a first preset range, and the rate of change of attitude angle is within a second preset range. The upper limit of the first preset range is 2 m / s, and the lower limit of the first preset range is -2 m / s. The upper limit of the second preset range is 0.5 ° / s, and the lower limit of the second preset range is -0.5 ° / s.

[0032] To increase recognition accuracy, additional detection conditions can be added: If the aircraft's altitude is within the target altitude range, and the aircraft's altitude change rate is less than the first threshold and the attitude angle change rate is less than the second threshold, then the aircraft is determined to be in the cruise phase.

[0033] Assuming the target altitude of the aircraft is 600 meters, the target altitude range can fluctuate by 5% from this, that is, the upper limit of the target altitude range is 630 meters and the lower limit of the target altitude range is 570 meters.

[0034] S102. If the aircraft is in the cruise phase and in a pre-set first driving mode, the flight control unit is allowed to occupy CPU resources greater than or equal to a first preset ratio, and the cockpit application unit is allowed to occupy CPU resources less than or equal to a second preset ratio; wherein, the tasks in the first driving mode include flight attitude control tasks; the first preset ratio is greater than the second preset ratio.

[0035] If the aircraft is in the cruise phase, the user can switch between preset flight modes. The preset flight modes include a first flight mode (pilot mode) and a second flight mode (passenger mode). In pilot mode, safe flight is the priority. A first preset ratio is set for the number of tasks allowed to be executed by the cockpit application unit relative to the total number of tasks corresponding to the cockpit application unit. The execution priority of the tasks allowed to be executed by the cockpit application unit is lower than the execution priority of the tasks corresponding to the flight control unit. For example, in pilot mode, the execution priority of tasks related to the flight control unit, such as flight attitude control tasks, is higher than the execution priority of tasks related to the cockpit application unit, such as music playback tasks, or music playback tasks may be prohibited.

[0036] Tasks related to the flight control unit and cockpit application unit: For example, the flight control unit is used to perform aircraft safety tasks, which include flight attitude control tasks, navigation tasks, and fault diagnosis tasks; The cockpit application unit is used to perform non-safety tasks of the aircraft, including music playback, communication, and voice interaction.

[0037] In the first flight mode, the aircraft focuses on safe flight, allowing the flight control unit to occupy CPU resources greater than or equal to a first preset ratio, and allowing the cockpit application unit to occupy CPU resources less than or equal to a second preset ratio, with the sum of the first and second preset ratios being less than 100%; wherein, the first preset ratio can be set to 60%, and the second preset ratio can be set to 20%.

[0038] In the first driving mode during the cruise phase, other resource allocation is as follows: If the aircraft is in the cruise phase and a pre-set first pilot mode, the method further includes: Flight data is allowed to consume network bandwidth at a rate greater than or equal to the eighth preset ratio; flight data includes navigation data. The display priority of the full-screen interface of the flight instrument is higher than that of the full-screen interface of the non-flight instrument, wherein the full-screen interface of the non-flight instrument includes the full-screen interface for music playback. The control priority of flight voice functions is higher than that of non-flight voice functions. The flight voice functions include in-cabin conversation functions, and the non-flight voice functions include music on-demand functions.

[0039] Flight data mainly consists of data related to the tasks performed by the flight control unit, including navigation data; the network bandwidth occupied by flight data is greater than or equal to the eighth preset ratio, meaning the network bandwidth occupied by the tasks corresponding to the flight control unit is greater than or equal to the eighth preset ratio; the eighth preset ratio can be set to 70%; In the human-machine interface (HMI), the display priority of the full-screen interface of flight instruments is higher than that of the full-screen interface of non-flight instruments. Flight voice functions are tasks corresponding to the flight control unit, including cockpit voice functions and air traffic control (ATC) communication functions; non-flight voice functions are tasks corresponding to the cockpit application units.

[0040] S103. If the aircraft is in the cruise phase and the preset second flight mode, the flight control unit is allowed to occupy the CPU resources at a ratio greater than or equal to a third preset ratio, and the cockpit application unit is allowed to occupy the CPU resources at a ratio less than or equal to a fourth preset ratio; wherein, the tasks in the second flight mode include music playback tasks; the third preset ratio is less than the fourth preset ratio.

[0041] In passenger mode, the user experience can be improved by pre-setting a second preset task ratio for the number of tasks allowed to be executed by the cockpit application unit relative to the total number of tasks corresponding to the cockpit application unit. The execution priority of the tasks allowed to be executed by the cockpit application unit is lower than the execution priority of the tasks corresponding to the flight control unit. The second preset task ratio is greater than the first preset task ratio, which can appropriately increase the number of tasks allowed to be executed by the cockpit application unit. In the stable flight phase, the resources occupied by the tasks corresponding to the flight control unit are appropriately reduced, so more tasks corresponding to the cockpit application unit can be executed.

[0042] In the second flight mode, the aircraft takes into account both safe flight and user experience, allowing the flight control unit to occupy CPU resources at a rate greater than or equal to a third preset ratio, and allowing the cockpit application unit to occupy CPU resources at a rate less than or equal to a fourth preset ratio, with the sum of the third and fourth preset ratios being less than 100%; wherein, the third preset ratio can be set to 40%, and the fourth preset ratio can be set to 50%.

[0043] Since the sum of the third and fourth preset ratios is less than 100%, and the execution priority of the tasks allowed to be executed by the cockpit application unit is lower than the execution priority of the tasks corresponding to the flight control unit, then: during actual task execution, if the flight control unit actually occupies less than 40% of CPU resources, the cockpit application unit has the opportunity to occupy 50% of CPU resources; if the flight control unit actually occupies more than 40% of CPU resources, then the cockpit application unit actually occupies less than 50% of CPU resources. For example, if the flight control unit's task has priority and occupies 60% of CPU resources, then the cockpit application unit's actual CPU resource occupation will be less than 40%. Therefore, both safe flight and user experience can be balanced.

[0044] During the cruise phase, the aircraft may be subjected to airflow impacts. An aircraft subjected to these impacts may exhibit an attitude angle change rate exceeding a second threshold. Anomalies can be identified by monitoring the attitude angle change rate. Example: If the aircraft is in the cruise phase and a pre-set second pilot mode, the method further includes: If the rate of change of the aircraft's attitude angle is detected to be greater than or equal to the second threshold, the cockpit application unit is controlled to interrupt the current task within a first preset time period, the first preset ratio is increased, and the aircraft is controlled to issue an alarm.

[0045] During the cruise phase in passenger mode, if the dispatcher (or flight control unit) detects airflow disturbances causing attitude deviations to exceed a second threshold, the dispatcher will interrupt all tasks in the cockpit application unit within a first preset duration (which could be 10 milliseconds). Flight control unit resources will immediately be increased to over 90%, and the human-machine interface will be forcibly switched to a flight warning interface, notifying passengers that the aircraft has entered a safety-priority mode. Alternatively, if sensor malfunctions or other faults are detected, an alarm will be issued in the same manner after the attitude angle change rate exceeds the second threshold.

[0046] In the second driving mode during the cruise phase, other resource allocation includes: If the aircraft is in the cruise phase and a pre-set second pilot mode, the method further includes: Allow users to use wireless network access services with network bandwidth less than or equal to the ninth preset ratio; The display priority of the full-screen interface of the flight instrument is lower than that of the full-screen interface of the non-flight instrument, wherein the full-screen interface of the non-flight instrument includes the full-screen interface for music playback. The control priority of flight voice functions is lower than that of non-flight voice functions. The flight voice functions include in-cabin conversation functions, and the non-flight voice functions include music on-demand functions.

[0047] For example, when a passenger accesses the Wi-Fi service, the network bandwidth consumed by the passenger is less than or equal to a ninth preset percentage; where the ninth preset percentage can be set to 50%. In the human-computer interaction interface, the display priority of the full-screen flight instrument interface is lower than that of the full-screen non-flight instrument interface, unless an emergency occurs (such as turbulence). In an emergency, the display priority of the full-screen flight instrument interface is still higher than that of the full-screen non-flight instrument interface.

[0048] During the cruise phase, the power management unit maintains normal power supply.

[0049] Figure 2 Schematic diagram of the resource scheduling method for the aircraft provided in this application Figure 2 ,like Figure 2 As shown, the method includes: S201. If the altitude change rate is greater than or equal to the first threshold and the attitude angle change rate is greater than or equal to the second threshold, then the aircraft is determined to be in the takeoff or landing phase.

[0050] S202, the flight control unit is allowed to occupy CPU resources at a ratio greater than or equal to a fifth preset ratio, and the cockpit application unit is allowed to occupy CPU resources at a ratio less than or equal to a sixth preset ratio; wherein the fifth preset ratio is greater than the sixth preset ratio and greater than the first preset ratio, and the sixth preset ratio is less than the second preset ratio.

[0051] During the takeoff or landing phase, an aircraft needs to quickly ascend or land within a certain projected distance range. Therefore, its altitude change rate and attitude angle change rate are relatively large. If both the altitude change rate and attitude angle change rate exceed their preset thresholds, the aircraft is determined to be in the takeoff or landing phase.

[0052] If the aircraft is in the takeoff or landing phase, the flight control unit is allowed to use CPU resources at a rate greater than or equal to a fifth preset percentage, and the cockpit application unit is allowed to use CPU resources at a rate less than or equal to a sixth preset percentage, with the sum of the fifth and sixth preset percentages being less than 100%. The fifth preset percentage can be set to 80%, and the sixth preset percentage can be set to 10%. The power management unit can maintain a minimum power supply. This also ensures the real-time performance of flight control commands.

[0053] Figure 3 Schematic diagram of the resource scheduling method for the aircraft provided in this application Figure 3 ,like Figure 3 As shown, the method includes: S301. If the aircraft remains on the ground and no user interaction occurs within a second preset time period, it is determined that the aircraft has entered a standby state.

[0054] S302, Allow the flight control unit to occupy less than or equal to a seventh preset ratio of CPU resources, and turn off the power of the cockpit application unit; wherein the seventh preset ratio is less than the second preset ratio.

[0055] When the aircraft is in standby mode, power consumption should be minimized. The dispatcher can identify the aircraft as stationary on the ground in the following ways: the aircraft is basically stationary (speed, acceleration, and rate of change of attitude angle are all very small, approaching zero), and the aircraft's altitude above the ground is the target altitude when the aircraft stops; the second preset duration can be 5 minutes. The seventh preset ratio can be set to 10%.

[0056] When the aircraft is on the ground and there is no user interaction for more than 5 minutes, the dispatcher instructs the power management unit to shut down the power of the cockpit application unit, and the flight control unit enters a deep sleep mode, retaining only the Controller Area Network (CAN) wake-up function, reducing overall power consumption by 60%.

[0057] The resource allocation information corresponding to the different flight phases and user modes can be stored in the scheduler in tabular or matrix form, allowing the scheduler to dynamically match the corresponding resource proportions after identifying the flight phase and user mode. This application uses a state machine model to define the system's operating mode (flight phase state machine × user role state machine). The user mode can be switched by the user through the human-machine interface (such as pilot authentication or passenger registration). Data synchronization and command issuance are achieved between the flight control unit and the cockpit application unit through Data Distribution Service (DDS) or Scalable service-Oriented Middleware over IP (SOME / IP) protocol. Sensor group data is accessed to the scheduler through an independent high-priority bus to ensure real-time flight phase identification with a response latency of less than or equal to 50 milliseconds.

[0058] In summary, this application improves the response priority of flight missions in the flight control unit to ensure flight safety; enables dynamic resource allocation between flight missions and non-safety missions, and dynamically adjusts system power consumption to extend aircraft endurance; supports switching and interaction between different flight phases and user modes to enhance user experience; reduces response latency during flight phase switching through proactive scheduling based on real-time sensor data; implements quantified resource isolation between pilot and passenger modes to avoid interference from non-safety missions on safety-critical missions; and enhances the system's scalability and adaptability through a modular scheduling strategy.

[0059] The following describes an apparatus embodiment of this application, which can be used to perform the methods described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the methods described in the above embodiments of this application.

[0060] Figure 4 This application provides a schematic diagram of a scheduler. The scheduler 400 may include: a data acquisition module 401, a first processing module 402, and a second processing module 403; The data acquisition module 401 is used to determine that the aircraft is in the cruise phase if the aircraft's altitude change rate is less than a first threshold and its attitude angle change rate is less than a second threshold. The first processing module 402 is configured to, if the aircraft is in the cruise phase and in a pre-set first driving mode, allow the flight control unit to occupy CPU resources at a rate greater than or equal to a first preset ratio, and allow the cockpit application unit to occupy CPU resources at a rate less than or equal to a second preset ratio; wherein, the tasks in the first driving mode include flight attitude control tasks; and the first preset ratio is greater than the second preset ratio. The second processing module 403 is configured to, if the aircraft is in the cruise phase and in a pre-set second flight mode, allow the flight control unit to occupy CPU resources at a rate greater than or equal to a third preset ratio, and allow the cockpit application unit to occupy CPU resources at a rate less than or equal to a fourth preset ratio; wherein, the tasks in the second flight mode include music playback tasks; and the third preset ratio is less than the fourth preset ratio.

[0061] It should be noted that for any content not described in detail in this embodiment of the device, please refer to the method described above.

[0062] Figure 5 This is a schematic diagram of the structure of a computer system for an electronic device provided in this application. It should be noted that... Figure 5 The computer system 500 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0063] like Figure 5 As shown, the computer system 500 includes a Central Processing Unit (CPU) 501, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 502 or programs loaded from storage portion 508 into Random Access Memory (RAM) 503, such as performing the methods described in the above embodiments. The RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An Input / Output (I / O) interface 505 is also connected to the bus 504.

[0064] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to I / O interface 505 as needed. Removable media 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 510 as needed so that computer programs read from them can be installed into storage section 508 as needed.

[0065] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by central processing unit (CPU) 501, it performs various functions defined in the system of this application.

[0066] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, or they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0067] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0068] In another aspect, this application also provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform the methods described in the above embodiments.

[0069] In another aspect, this application also provides a computer-readable medium, which may be included in the electronic device described in the above embodiments; or it may exist independently and not assembled into the electronic device. The computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to implement the methods described in the above embodiments.

[0070] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to the embodiments of this application, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0071] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0072] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A resource scheduling method for an aircraft, characterized in that, The method includes: If the rate of change of altitude of the aircraft is less than the first threshold and the rate of change of attitude angle is less than the second threshold, then the aircraft is determined to be in the cruise phase. If the aircraft is in the cruise phase and in a pre-set first flight mode, the flight control unit is allowed to use CPU resources at a rate greater than or equal to a first preset ratio, and the cockpit application unit is allowed to use CPU resources at a rate less than or equal to a second preset ratio; wherein, the tasks in the first flight mode include flight attitude control tasks; the first preset ratio is greater than the second preset ratio; If the aircraft is in the cruise phase and in the pre-set second flight mode, the flight control unit is allowed to occupy CPU resources at a rate greater than or equal to a third preset ratio, and the cockpit application unit is allowed to occupy CPU resources at a rate less than or equal to a fourth preset ratio; wherein, the tasks in the second flight mode include music playback tasks; the third preset ratio is less than the fourth preset ratio.

2. The method according to claim 1, characterized in that, If the aircraft is in the cruise phase and a pre-set second pilot mode, the method further includes: If the rate of change of the aircraft's attitude angle is detected to be greater than or equal to the second threshold, the cockpit application unit is controlled to interrupt the current task within a first preset time period, the first preset ratio is increased, and the aircraft is controlled to issue an alarm.

3. The method according to claim 1, characterized in that, If the rate of change of altitude is greater than or equal to the first threshold and the rate of change of attitude angle is greater than or equal to the second threshold, then the aircraft is determined to be in the takeoff or landing phase. The method further includes: The flight control unit is allowed to occupy CPU resources at a rate greater than or equal to a fifth preset ratio, and the cockpit application unit is allowed to occupy CPU resources at a rate less than or equal to a sixth preset ratio; wherein the fifth preset ratio is greater than the sixth preset ratio and greater than the first preset ratio, and the sixth preset ratio is less than the second preset ratio.

4. The method according to claim 1, characterized in that, If the aircraft remains on the ground and no user interaction occurs within a second preset time period, the aircraft is determined to enter a standby state. The method further includes: The flight control unit is allowed to occupy less than or equal to a seventh preset ratio of CPU resources, and the power supply of the cockpit application unit is turned off; wherein the seventh preset ratio is less than the second preset ratio.

5. The method according to claim 1, characterized in that, If the aircraft is in the cruise phase and a pre-set first pilot mode, the method further includes: Flight data is allowed to consume network bandwidth at a rate greater than or equal to the eighth preset ratio; flight data includes navigation data. The display priority of the full-screen interface of the flight instrument is higher than that of the full-screen interface of the non-flight instrument, wherein the full-screen interface of the non-flight instrument includes the full-screen interface for music playback. The control priority of flight voice functions is higher than that of non-flight voice functions. The flight voice functions include in-cabin conversation functions, and the non-flight voice functions include music on-demand functions.

6. The method according to claim 1, characterized in that, If the aircraft is in the cruise phase and a pre-set second pilot mode, the method further includes: Allow users to use wireless network access services with network bandwidth less than or equal to the ninth preset ratio; The display priority of the full-screen interface of the flight instrument is lower than that of the full-screen interface of the non-flight instrument, wherein the full-screen interface of the non-flight instrument includes the full-screen interface for music playback. The control priority of flight voice functions is lower than that of non-flight voice functions. The flight voice functions include in-cabin conversation functions, and the non-flight voice functions include music on-demand functions.

7. The method according to claim 1, characterized in that, The flight control unit is used to perform aircraft safety tasks, which include flight attitude control tasks, navigation tasks, and fault diagnosis tasks. The cockpit application unit is used to perform non-safety tasks of the aircraft, including music playback, communication, and voice interaction.

8. A scheduler, characterized in that, The scheduler includes: The determination module is used to determine that the aircraft is in the cruise phase if the aircraft's altitude change rate is less than a first threshold and its attitude angle change rate is less than a second threshold. The first resource allocation module is configured to, if the aircraft is in the cruise phase and in a pre-set first driving mode, allow the flight control unit to occupy CPU resources at a rate greater than or equal to a first preset ratio, and allow the cockpit application unit to occupy CPU resources at a rate less than or equal to a second preset ratio; wherein, the tasks in the first driving mode include flight attitude control tasks; and the first preset ratio is greater than the second preset ratio. The second resource allocation module is configured to, if the aircraft is in the cruise phase and in a pre-set second flight mode, allow the flight control unit to occupy CPU resources at a ratio greater than or equal to a third preset ratio, and allow the cockpit application unit to occupy CPU resources at a ratio less than or equal to a fourth preset ratio; wherein, the tasks in the second flight mode include music playback tasks; and the third preset ratio is less than the fourth preset ratio.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded and executed by a processor to implement the method as described in any one of claims 1 to 7.

10. An electronic device, characterized in that, The electronic device includes one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to implement the method as claimed in any one of claims 1 to 7.

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