CN112114593A

CN112114593A - Control system

Info

Publication number: CN112114593A
Application number: CN202010997676.8A
Authority: CN
Inventors: 邢文彦; 张世隆; 王谦; 张瀛; 王传松; 邓丽敏; 葛航
Original assignee: Feidi Technology Co ltd
Current assignee: Feidi Technology Co ltd
Priority date: 2020-09-21
Filing date: 2020-09-21
Publication date: 2020-12-22

Abstract

The invention provides a control system, comprising: the airborne equipment is arranged in the aircraft, is configured to acquire flight data, first visual angle image information and aircraft state detection data, and sends the flight data, the first visual angle image information and the aircraft state detection data to the monitoring station, and controls the aircraft to fly according to a preset air route or control the aircraft to finish landing under the condition of receiving a first target control signal sent by the monitoring station or a second target control signal sent by the simulated cockpit; the monitoring station is configured to send the first target control signal to the airborne equipment under the condition that the flight state signal is a first fault signal; the simulated cockpit is configured to control the aircraft to fly according to a preset route or complete landing according to the second target control signal. The monitoring station and the simulation cockpit are redundant with airborne equipment, a last layer of guarantee is provided for passengers and the aircraft, and safety of the unmanned aircraft, especially the unmanned manned aircraft, can be improved.

Description

Control system

Technical Field

The invention relates to the technical field of control, in particular to a control system.

Background

With the development of the field of unmanned aerial vehicles, unmanned aerial vehicles are also rapidly developed, and for unmanned aerial vehicles, especially manned aerial vehicles which automatically fly according to set air routes, because no driver is in the cabin, some unexpected situations (such as failure of a flight computer) cannot be handled in time, the aircraft cannot continuously fly autonomously, and safety threats are caused to passengers in the aircraft.

At present, in the unmanned aerial vehicle field, in order to improve the security of aircraft, mainly utilize Remote Control (Remote Control, RC) Remote controller, wireless local area network (Wifi) or bluetooth etc. carry out short distance measurement and Control, it is interior to make the aircraft in the stadia usually, make subaerial aircraft operator can observe the aircraft, thereby Control unmanned aerial vehicle, but its monitoring Control range is very limited, only be several hundred meters to several kilometers, therefore, the Remote Control system in above-mentioned unmanned aerial vehicle field is not applicable to the unmanned driving field, to unmanned driving aircraft, its timely processing to unexpected circumstances is a problem that needs to solve now urgently.

Disclosure of Invention

In view of the above, the present invention is directed to a control system for solving the problem of timely handling of unexpected situations for an unmanned aerial vehicle.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

in a first aspect, an embodiment of the present invention provides a control system, where the system includes: airborne equipment, a monitoring station and a simulation cockpit;

the airborne equipment is arranged in an aircraft, and is configured to acquire flight data, first visual angle image information and aircraft state detection data and send the flight data, the first visual angle image information and the aircraft state detection data to the monitoring station;

the onboard apparatus is further configured to: under the condition of receiving a first target control signal sent by the monitoring station or a second target control signal sent by the simulated cockpit, controlling the aircraft to fly according to the preset air route or controlling the aircraft to finish landing in response to the first target control signal or the second target control signal;

the monitoring station is configured to acquire a flight state signal corresponding to the aircraft based on the flight data, the first perspective image information and/or the aircraft state detection data, send the first target control signal to the airborne equipment when the flight state signal is a first fault signal, and send a second target control signal to the simulated cockpit when the flight state signal is a second fault signal;

the simulated cockpit is configured to control the aircraft to fly according to the preset air route or finish landing according to the second target control signal.

Optionally, the onboard equipment comprises a detection unit, a first self-driving instrument, a standby power distribution module, a positioning module, a camera module, a data distribution module and a first communication module, and the detection unit, the first self-driving instrument, the standby power distribution module, the positioning module, the camera module, the data distribution module and the first communication module are connected with one another;

the detection unit and the location module are each configured to acquire the flight data and the aircraft state detection data;

the flight data comprises aircraft position data, aircraft speed data, aircraft attitude data and aircraft course data, and the aircraft state detection data comprises health state data of each component of the aircraft;

the detection unit comprises a positioning subunit and an inertial navigation subunit which are connected, wherein the positioning subunit is configured to acquire the aircraft position data, the aircraft speed data, the aircraft course data and the health state data of each component of the aircraft, and the inertial navigation subunit is configured to acquire the aircraft attitude data;

the first autopilot is configured to control the aircraft to fly according to the preset route;

the standby power distribution module is configured to send the standby power distribution module to each power point of the aircraft according to the preset route control instruction under the condition that a fault signal for indicating that the first autopilot is in fault is received; the power points comprise wings, rotors, propellers, vertical tails and horizontal tails;

the camera module is configured to acquire the first perspective image information;

the first communication module is configured to transmit the flight data, the first perspective image information, and the aircraft state detection data to the data distribution module;

the data distribution module is configured to send the flight data, the first perspective image information, and the aircraft state detection data to the monitoring station.

Optionally, the simulated cockpit comprises a digital processor, and a display screen, an instrument panel and a manipulation unit which are connected with the digital processor;

the digital processor is configured to receive the first perspective image information sent by the camera module and/or receive third perspective image information, and the third perspective image information is generated through a virtual reality technology according to the posture information provided by the detection unit and the image information of the camera module;

the display screen is configured to display the first perspective image information and/or the third perspective image information;

the dashboard is configured to display the flight data and the aircraft state detection data;

the control unit is configured to control the aircraft to fly according to the preset air route or complete landing according to the second target control signal.

Optionally, the monitoring station comprises: the system comprises a ground backup self-driving instrument, a monitoring module, a fault diagnosis module and a control module;

the ground backup autopilot is configured to control the aircraft to fly according to a preset route in the case of a failure of the first autopilot;

the monitoring module is configured to determine and display the flight state signal corresponding to the aircraft through the flight data, the first perspective image information and the aircraft state detection data;

the fault diagnosis module is configured to determine a flight status signal as the first fault signal or the second fault signal;

the control module is configured to control the aircraft to fly or complete landing according to the preset air route under the condition that the flight state signal is the first fault signal, and send the second target control signal to the simulated cockpit under the condition that the flight state signal is the second fault signal.

Optionally, the system further includes a second communication module, the second communication module is in communication connection with the monitoring console, and the second communication module is in communication connection with the first communication module.

Optionally, the first communication module and the second communication module are fifth generation network communication modules, and the second communication module and the first communication module are communicatively connected through a fifth generation communication link.

Optionally, the monitoring station is configured to control the aircraft to complete landing if the flight status signal is a positioning subunit fault signal;

wherein the first fault signal comprises the locating subunit fault signal.

Optionally, the monitoring station is configured to control the aircraft to open a parachute in case that the flight status signal is an inertial navigation subunit fault and a camera module fault signal;

wherein the first fault signal comprises the inertial navigation subunit fault and a camera module fault signal.

Optionally, under the condition that the flight state signal is a fault signal of a self-driving instrument, a fault signal of a positioning subunit and a fault signal of a camera module, sending a second target control signal to the simulation cockpit;

the second fault signal comprises a fault of the autopilot, a fault of the positioning subunit and a fault signal of the camera module.

Optionally, the monitoring station is configured to send a second target control signal to the simulated cockpit in case the flight status signal is an inertial navigation subunit fault signal;

wherein the second fault signal comprises the inertial navigation subunit fault signal.

Compared with the prior art, the embodiment of the invention has the following advantages:

in the control system provided in the embodiment of the present invention, the control system may include: airborne equipment, a monitoring station and a simulation cockpit; the airborne equipment is arranged in the aircraft and is configured to acquire flight data, first visual angle image information and aircraft state detection data, send the flight data, the first visual angle image information and the aircraft state detection data to the monitoring station, and control the aircraft to fly according to a preset air route or control the aircraft to finish landing under the condition of receiving a first target control signal sent by the monitoring station or a second target control signal sent by the simulated cockpit; the monitoring station is configured to acquire a flight state signal corresponding to the aircraft based on the flight data, the first visual angle image information and/or the aircraft state detection data, send a first target control signal to the airborne equipment under the condition that the flight state signal is a first fault signal, and send a second target control signal to the simulated cockpit under the condition that the flight state signal is a second fault signal; and the simulated cockpit is configured to control the aircraft to fly according to a preset air route or finish landing according to the second target control signal. The monitoring station and the simulation cockpit are redundant with airborne equipment, a last layer of guarantee is provided for passengers and aircrafts, safety of the unmanned aircrafts, especially the unmanned manned aircrafts, can be improved, and accidents can be timely and accurately processed.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

fig. 1 is a schematic structural diagram illustrating a control system according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of an onboard device according to a second embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a simulated cockpit according to a second embodiment of the present invention;

fig. 4 is a schematic structural diagram of a monitoring station according to a second embodiment of the present invention;

fig. 5 is a schematic diagram illustrating a partial structure of a control system according to a second embodiment of the present invention;

fig. 6 is a schematic structural diagram of a 5G communication module according to a second embodiment of the present invention;

fig. 7 is a schematic diagram illustrating a 5G link data flow according to a second embodiment of the present invention;

fig. 8 is a schematic diagram illustrating a flow of a data stream in a device according to a second embodiment of the present invention;

FIG. 9 illustrates an aircraft state transition diagram provided by a second embodiment of the present invention;

FIG. 10 is a flowchart illustrating the operation of the control system in State 1 according to the second embodiment of the present invention;

FIG. 11 is a flowchart illustrating the operation of the control system in State 2 according to the second embodiment of the present invention;

FIG. 12 is a flowchart illustrating operation of the control system in State 3 according to the second embodiment of the present invention;

FIG. 13 is a flowchart illustrating operation of the control system in State 4 according to the second embodiment of the present invention;

FIG. 14 is a flowchart illustrating the operation of the control system in state 5 according to the second embodiment of the present invention;

FIG. 15 is a flowchart illustrating operation of the control system in state 6 according to the second embodiment of the present invention;

FIG. 16 is a flowchart illustrating the operation of the control system in state 8 according to the second embodiment of the present invention;

FIG. 17 is a flowchart illustrating the operation of the control system in state 10 according to the second embodiment of the present invention;

FIG. 18 is a flowchart illustrating the operation of the control system in state 11 according to the second embodiment of the present invention;

fig. 19 shows a flowchart of the operation of the control system in state 13 according to the second embodiment of the present invention.

Detailed Description

It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.

Before explaining the control system provided by the embodiment of the present invention, an application scenario of the control system provided by the embodiment of the present invention is specifically explained:

in order to improve the safety of the aircraft, a multi-redundancy design, such as three-redundancy and four-redundancy, can be adopted for the key subsystems. Redundancy can be simply understood as backup, for example, an aircraft of a certain model has two sets of flight management computers, any fault can be controlled by the other, and the design is a dual-redundancy design. However, in some cases, the multiple redundancy system still fails, and at this time, the driver needs to judge the fault timely and accurately by virtue of abundant flight experience to take measures. However, for unmanned aircraft, no pilot can do emergency treatment.

For unmanned manned servers, for example, used in the field of public transportation within or between cities, the flight distances range from a few kilometers to hundreds of kilometers. In some special fields, for example, military reconnaissance, remote forest fire extinguishing, petroleum pipeline patrol and the like, a mobile satellite communication system can be carried on for remote control, but the method has the disadvantages of heavy equipment quality and long time delay, and cannot observe the peripheral environment at a first visual angle so as to avoid accurate operation. For the application fields of military reconnaissance, remote forest fire extinguishing, petroleum pipeline patrol and the like, generally speaking, the requirements on safety and transmission rate are low, so that the method cannot cause too large problems. However, for unmanned manned vehicles, the safety level requirements are high, and a large amount of data and images need to be transmitted to acquire more vehicle states, so as to ensure that the vehicle can be operated more efficiently and reliably. The control system provided by the embodiment of the invention is applied to the scene.

The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

Referring to fig. 1, a schematic structural diagram of a control system according to a first embodiment of the present invention is shown, where the control system may include: the airborne equipment 10, the monitoring station 20 and the simulation cockpit 30;

the airborne equipment 10 is arranged in the aircraft, and the airborne equipment 10 is configured to acquire flight data, first visual angle image information and aircraft state detection data and send the flight data, the first visual angle image information and the aircraft state detection data to the monitoring station 20;

the onboard apparatus is further configured to: under the condition of receiving a first target control signal sent by a monitoring station or a second target control signal sent by a simulated cockpit, controlling the aircraft to fly according to a preset air route or controlling the aircraft to finish landing in response to the first target control signal or the second target control signal;

the flight data comprises aircraft position data, aircraft speed data, aircraft attitude data and aircraft heading data, and the aircraft state detection data comprises health state data of each component of the aircraft.

The first visual angle image information is image information corresponding to the first visual angle image of the driver, so that the driver can obtain visual feeling of driving on a real aircraft through the first visual angle image information, and quick response is facilitated.

The onboard equipment is equipment mounted in the aircraft

The monitoring station 20 is configured to acquire a flight state signal corresponding to the aircraft based on the flight data, the first perspective image information and/or the aircraft state detection data, send a first target control signal to the airborne equipment when the flight state signal is a first fault signal, and send a second target control signal to the simulation cockpit 30 when the flight state signal is a second fault signal;

the method comprises the steps of determining whether a flight state signal belongs to a first fault signal or a second fault signal, wherein the first fault signal comprises a positioning subunit fault signal, the first fault signal comprises an inertial navigation subunit fault and a camera module fault signal, the second fault signal comprises a self-driving instrument fault, a positioning subunit fault and a camera module fault signal, and the second fault signal comprises an inertial navigation subunit fault signal.

And the simulated cockpit 30 is configured to control the aircraft to fly according to a preset air route or complete the landing according to the second target control signal.

The onboard equipment 10 and the monitoring station 20 can be in communication connection through a 5G link, the onboard equipment 10 and the simulation cockpit 30 can be in communication connection through a 5G link, and the monitoring station 20 and the simulation cockpit 30 can be in wired communication connection.

Optionally, the communication connection through the 5G link may also be a communication connection through a 4G link or a 3G link, and specifically, the adjustment may be made according to an actual application scenario, which is not limited in this embodiment of the application.

It should be noted that the control system provided by the embodiment of the present invention may be applied to the field of remote monitoring of an unmanned manned aircraft, may be applied to the field of remote control of a manned aircraft, may be applied to the field of remote control of an unmanned aerial vehicle, and may be applied to various scenes including surveying and mapping, aerial photography, rescue, and the like, and may be applied to the development process of a manned aircraft.

When the airborne equipment breaks down, the aircraft can be taken over through the monitoring station and/or the simulation cockpit, namely the monitoring station and the simulation cockpit, the monitoring station and the simulation cockpit are redundant with the airborne equipment, the last layer of guarantee is provided for passengers and the aircraft, the safety of the unmanned aircraft, especially the unmanned manned aircraft, can be improved, and the accident situation can be timely and accurately processed.

In the control system provided in the embodiment of the present invention, the control system may include: airborne equipment, a monitoring station and a simulation cockpit; the airborne equipment is arranged in the aircraft and is configured to acquire flight data, first visual angle image information and aircraft state detection data and send the flight data, the first visual angle image information and the aircraft state detection data to the monitoring station; the monitoring station is configured to acquire a flight state signal corresponding to the aircraft based on the flight data, the first visual angle image information and/or the aircraft state detection data, send a first target control signal to the airborne equipment under the condition that the flight state signal is a first fault signal, and send a second target control signal to the simulated cockpit under the condition that the flight state signal is a second fault signal; and the simulated cockpit is configured to control the aircraft to fly according to a preset air route or finish landing according to the second target control signal. The monitoring station and the simulation cockpit are redundant with airborne equipment, a last layer of guarantee is provided for passengers and aircrafts, safety of the unmanned aircrafts, especially the unmanned manned aircrafts, can be improved, and accidents can be timely and accurately processed.

Referring to fig. 2, which shows a schematic structural diagram of an onboard device according to a second embodiment of the present invention, the onboard device 10 includes a detection unit 101, a first self-driving instrument 102, a standby power distribution module 103, a positioning module 104, a camera module 105, a data distribution module 106, and a first communication module 107, and the detection unit 101, the first self-driving instrument 102, the standby power distribution module 103, the positioning module 104, the camera module 105, the data distribution module 106, and the first communication module 107 are connected to each other;

optionally, the detection unit 101 and the positioning module 104 are each configured to acquire flight data and aircraft state detection data.

The detection unit 101 comprises a positioning subunit and an inertial navigation subunit connected, the positioning subunit being configured to acquire aircraft position data, aircraft speed data, aircraft heading data and health status data of various components of the aircraft, and the inertial navigation subunit being configured to acquire aircraft attitude data.

The inertial navigation subunit has a positioning function, can also detect the attitude of the aircraft, and can control the aircraft to land at the nearest take-off and landing point only when acquiring the accurate attitude of the aircraft, and if the accurate attitude of the aircraft is not acquired, the aircraft can intelligently land nearby.

In addition, the positioning module 104 may be a 5G base station positioning module, and may acquire the position information of the aircraft by using a 5G base station positioning technology. The positioning module 104 and the detecting unit 101 are backup to each other. In the aspect of positioning accuracy, the GPS positioning of the positioning subunit and the 5G base station positioning have higher accuracy.

Optionally, the first autopilot 102 is configured to control the aircraft to fly according to a predetermined route.

Optionally, the backup power distribution module 103 is configured to, in the event of receiving a fault signal indicating that the first autopilot 102 is faulty, send a preset route control command to each power point of the aircraft; the power points include wings, rotors, propellers, vertical tails and horizontal tails.

The power distribution means that instructions required for completing flight actions are distributed to power electricity, the work is completed by the first self-driving instrument 102 in a normal flight mode, but under the condition that the first self-driving instrument 102 breaks down, the work is completed by the standby power distribution module 103, so that the aircraft is controlled to fly or land according to a preset air route after the driving instructions of a ground pilot are received.

In addition, the spare power distribution module has simple hardware and software functions, and has higher reliability.

Optionally, the camera module 105 is configured to acquire first perspective image information.

The camera module comprises a plurality of cameras installed at different positions of the aircraft, collects information of the cameras into one path of data, is connected with the first communication module (which can be a 5G communication module) through an Ethernet interface, and transmits the first visual angle image information to the monitoring station through a 5G link. The camera module can include 4 cameras, can install respectively at the forward-looking camera of aircraft front end, install at the left camera of looking left of aircraft, install at the right camera of looking right on aircraft right side and install the landing camera in the aircraft bottom, and wherein, the landing camera of aircraft bottom can detect the ground image for the aircraft can descend safely. The number and the installation position of the cameras are not particularly limited in the embodiment of the application.

The 5G link can enable the data transmission distance to be no longer limited, the 5G link can be used as long as the 5G link can be stably connected, the time delay problem can be reduced, the end-to-end time delay can be controlled at the millisecond level, the detection information can be timely returned, the control finger can timely reach the controlled object, and finally, the large bandwidth characteristic of the 5G link can well support the transmission of image and video information.

Optionally, the first communication module 107 is configured to transmit the flight data, the first perspective image information and the aircraft state detection data to the data distribution module 106.

The first communication module can be a 5G communication module, the 5G communication module can include a 5G SIM card, 5G internet access authority can be obtained, and other devices in the 5G network can obtain connection by accessing a public network IP of the 5G SIM card. The 5G communication module has a port mapping function, and can shunt data to the data distribution module through the port number. Public network IP, such as fiber, may also be obtained through a dedicated connection.

Optionally, the data hub module 106 is configured to transmit the flight data, the first perspective image information, and the aircraft state detection data to a monitoring station.

The data collecting and distributing module can integrate data corresponding to the detection unit and the first self-driving instrument into a signal according to an internal communication protocol, the signal is connected with the first communication module through a network port, and under the condition that the first communication module is a 5G communication module, the data corresponding to the detection unit and the first self-driving instrument are transmitted to the monitoring station through a 5G link.

Note that the onboard device is a device mounted inside an aircraft, and fig. 2 is a part of the onboard device provided to explain the present invention, but not all of the devices, and the arrow direction in the drawing indicates the direction of data flow.

Additionally, the description of the simulated cockpit is merely an example chosen for ease of discussion. The display screen, the control mechanism and the dynamic platform of the simulation cockpit can be changed in different forms. A simplified version of the simulated cockpit, such as an operating system consisting of a flight rocker and an accelerator, is also included in the scheme; a reinforced version of a simulated cockpit, such as one that is identical to a real aircraft (containing the same instrumentation, joysticks, seats, etc.), is also included in the present solution.

Referring to fig. 3, which shows a schematic structural diagram of a simulated cockpit according to a second embodiment of the present invention, the simulated cockpit 30 includes: a digital processor 301, and a display 302, a dashboard 303, and a manipulation unit 304 connected to the digital processor 301.

Optionally, the digital processor 301 is configured to receive the image information of the first viewing angle sent by the camera module and/or receive the image information of the third viewing angle, where the image information of the third viewing angle is generated by the virtual reality technology according to the posture information provided by the detection unit and the image information of the camera module.

The digital processor is a central processing unit of the simulation cockpit, and receives the first visual angle image information sent by the camera module.

In addition, the driver can switch the visual angle, the first visual angle is switched to a third visual angle, the attitude and the environment of the aircraft are visually obtained, and the image of the third visual angle is generated through a virtual reality technology according to the attitude information provided by the detection unit and the image information provided by the camera module. If the camera is faulty, multi-view image information can be generated by combining aircraft position information, attitude information and the urban three-dimensional map and displayed on the display screen 302.

Optionally, the display screen 302 is configured to display the first perspective image information or the third perspective image information.

The display screen can be an annular display, and can also be other types of display screens, and the embodiment of the application does not specifically limit the types and materials of the display screens.

Optionally, dashboard 303 is configured to display flight data and aircraft status detection data.

The instrument panel 303 may include instruments simulating a real aircraft, such as an attitude indicator 3031, a heading indicator 3032, and an altimeter 3033, and may be displayed on the corresponding instruments according to data provided by the detection unit.

Optionally, the maneuvering unit 304 is configured to control the aircraft to fly according to a preset route or to complete the landing according to the second target control signal.

The control unit 304 can comprise a rocker, an accelerator push rod and a foot rudder, the control unit 304 is a control mechanism simulating a real aircraft, a driver can complete the control of the control unit according to visual feeling, the control unit converts signals into electric signals and transmits the electric signals to the monitoring station, the monitoring station encapsulates data again according to a communication protocol, and the data are transmitted to the airborne equipment through a 5G link, so that the data can be correctly interpreted by both communication parties.

Optionally, the simulated cockpit further comprises a six degree of freedom motion platform 305 coupled to the digital processor 301.

The six-degree-of-freedom dynamic platform can generate corresponding pitching, rolling, yawing or lifting according to the attitude information of the aircraft, so that a driver can obtain visual feeling in the real aircraft, and the six-degree-of-freedom dynamic platform is convenient to quickly respond. For the fault state that both the attitude information and the position information can not be acquired, the current attitude and position of the aircraft can be judged only by a ground driver according to the real-time image, and the six-degree-of-freedom dynamic platform keeps a horizontal state.

Referring to fig. 4, which shows a schematic structural diagram of a monitoring station according to a second embodiment of the present invention, the monitoring station 20 includes: the system comprises a ground backup autopilot 201, a monitoring module 202, a fault diagnosis module 203 and a control module 204.

Optionally, ground backup autopilot 201 is configured to control the aircraft to fly according to a preset route in case of a failure of the first autopilot.

The ground backup autopilot realizes the same function as the first autopilot of the aircraft section, and when the first autopilot fails, the ground backup autopilot continues to complete automatic flight by using returned flight data (attitude data, speed data, position data, altitude data and course data of the aircraft).

Optionally, the monitoring module 202 is configured to determine and display a corresponding flight status signal of the aircraft according to the flight data, the first perspective image information and the aircraft status detection data.

The flight data and the aircraft state detection data of the aircraft can be received through the 5G link, the position of the aircraft is displayed on a map, the attitude and the heading of the aircraft are displayed through an instrument panel, and the health state of each component (such as a battery, a GPS, a first autopilot, a motor and the like) of the aircraft is displayed. The first self-driving instrument of the aircraft section can perform self-detection, airborne equipment such as a detection unit and a motor in the aircraft can also perform health state detection, and flight state signals of all the airborne equipment of the aircraft are determined and displayed.

Optionally, the fault diagnosis module 203 is configured to determine the flight status signal as the first fault signal or the second fault signal.

The fault diagnosis module determines whether the flight state signal belongs to a first fault signal or a second fault signal, the first fault signal comprises a positioning subunit fault signal, the first fault signal comprises an inertial navigation subunit fault and a camera module fault signal, the second fault signal comprises a self-driving instrument fault, a positioning subunit fault and a camera module fault signal, and the second fault signal comprises an inertial navigation subunit fault signal.

Optionally, the control module 204 is configured to control the aircraft to fly or complete the landing according to a preset flight path if the flight status signal is the first fault signal, and send the second target control signal to the simulated cockpit if the flight status signal is the second fault signal.

The control module can control the aircraft to fly or complete landing according to a preset air route through the 5G link under the condition that the flight state signal is the first fault signal according to the flight state signal determined by the fault diagnosis module. And under the condition that the flight state signal is a second fault signal, namely, the flight needs human intervention and full autonomous flight, generating a second target control signal, and transmitting the second target control signal to the simulated cockpit through wired connection on the ground. The monitoring station can also take over the aircraft, including modifying the flight path, returning, emergency landing, etc.

Referring to fig. 5, a schematic diagram of a partial structure of a control system according to a second embodiment of the present invention is shown, where the control system further includes a second communication module M, the second communication module M is communicatively connected to the monitoring station 20, and the second communication module M is communicatively connected to the first communication module 107.

The first communication module and the second communication module are fifth generation network communication modules, and the second communication module and the first communication module are in communication connection through a fifth generation communication (5G) link.

Referring to fig. 6, which shows a schematic structural diagram of a 5G communication module according to a second embodiment of the present invention, the 5G communication module 40 may include a SIM card 401, a first local area network (LAN1)402, and a second local area network (LAN2) 403.

Wherein, 5G communication module has following function: the SIM card 401 is inserted to obtain the Internet access authority of the operator and obtain the public network IP (IP 1). Two local area network interfaces are provided for connecting local area network devices. The terminal has a port mapping function, other terminals in the public network can access the IP1, and the 5G communication module can shunt data to the local area network device by distinguishing port numbers.

Fig. 7 shows a schematic diagram of 5G link data flow provided in the second embodiment of the present invention, for an uplink data flow, the analog cockpit transmits data to the monitoring station through a wired connection, the monitoring station is connected to the LAN1 port of the second communication module (5G communication module 2), the second communication module (5G communication module 2) is connected to the first communication module (5G communication module 1) through a 5G link communication, and the LAN1 port of the first communication module (5G communication module 1) is connected to the data distribution module to complete transmission of uplink data, and reference may be made to fig. 7 for a downlink data flow, which is not described herein in detail in the second embodiment of the present invention.

In the embodiment of the invention, data can be transmitted by one link, images can be transmitted by the other link and respectively transmitted to different terminals, so that the decoding process can be reduced, the complexity and the time delay are reduced, and the taking over of a point cockpit can be finished only by one link which can normally work.

Fig. 8 shows a schematic diagram of data flow in the device according to the second embodiment of the present invention, where the ground monitoring center includes a monitoring console, a simulation cockpit, and a second communication module (5G communication module 2), and the ground monitoring center and the aircraft are connected by a 5G network.

In the method, the state of the aircraft can be determined according to flight health state data of the first autopilot, the detection unit and the camera module, wherein the first autopilot is configured to control the aircraft to fly according to a preset air route.

The detection unit comprises a positioning subunit (GPS) and an inertial navigation subunit connected, the GPS being configured to provide position data (which may include latitude and longitude, and altitude), velocity data, and acceleration data of the aircraft.

The inertial navigation subunit mainly comprises a gyroscope, an accelerometer, a magnetometer and a barometer, and is used for providing attitude data, acceleration data and altitude data of the aircraft, and obtaining speed data and displacement data of the aircraft through an integral algorithm.

The control system provided by the invention combines the GPS positioning, the inertial navigation subunit, the 5G base station positioning and the three-dimensional map, thereby not only improving the positioning precision, but also providing more possibilities for the safety redundancy of the aircraft.

The aircraft may include 16 operating states, fig. 9 shows a state transition diagram of the aircraft according to a second embodiment of the present invention, as shown in fig. 9, where state 1 corresponds to a healthy state, state 2 corresponds to a first autopilot failure, state 3 corresponds to a GPS failure, state 4 corresponds to an inertial navigation subunit failure, state 5 corresponds to a camera failure, state 6 corresponds to a GPS failure on the basis of state 2, state 7 corresponds to an inertial navigation subunit failure on the basis of state 2, state 8 corresponds to a camera module failure on the basis of state 2, state 9 corresponds to an inertial navigation subunit failure on the basis of state 3, state 10 corresponds to a camera module failure on the basis of state 3, state 11 corresponds to a camera module failure on the basis of state 4, state 12 corresponds to a navigation subunit failure on the basis of state 6, state 13 corresponds to a camera module failure on the basis of state 6, the state 14 is that the camera module is disabled on the basis of the state 7, the state 15 is that the camera module is disabled on the basis of the state 9, and the state 16 is that the camera module is disabled on the basis of the state 12.

Specifically, the workflow of each state is described below:

optionally, fig. 10 shows a work flow diagram of the control system in state 1, where for state 1, that is, the healthy state, the aircraft performs autonomous flight by means of the first autopilot.

The specific working process is as follows, and the first autopilot in the aircraft can control the aircraft to carry out completely autonomous flight. The first autopilot transmits the flight data to the monitoring station through a 5G link, and the monitoring station displays the flight data and the aircraft state detection data;

the camera module transmits image information of each angle to the simulation cockpit through the 5G link, and under the default condition, the display screen in front of or in the simulation cockpit will show the image of first visual angle, and this display screen can be annular display screen.

Optionally, fig. 11 shows a work flow chart of the control system in state 2 according to the second embodiment of the present invention, and in the state 2, that is, in a state where the first autopilot fails, in this state, only the first autopilot fails, and all other modules are normal, the backup autopilot of the ground monitoring station takes over the control of the aircraft, where the specific work process is as follows:

the detection unit transmits the flight data to the monitoring station through a 5G link, and the monitoring station displays the flight data of the aircraft and the aircraft state detection data;

the camera module transmits image information (including first visual angle image information) of each angle to the simulation cockpit through the 5G link, and under the default condition, a display screen in front of or in the simulation cockpit displays the image of the first visual angle.

The monitoring station starts the backup autopilot module and sends a control instruction, the control instruction is transmitted to the digital distributed module in the aircraft through the 5G link, and the digital distributed module forwards the control instruction to the backup power distribution module to complete control of the aircraft.

Optionally, fig. 12 shows a working flow chart of the control system in state 3 according to the second embodiment of the present invention, where in state 3, that is, in a case that the GPS fails, the inertial navigation subunit obtains the navigation data, and corrects the navigation position by using the base station position, so as to reduce an accumulated error of the positioning data of the inertial navigation subunit, and meanwhile, it is required to detect whether the GPS signal is recovered, and if the GPS signal is recovered, the control system switches to the GPS; if the GPS signal is not recovered for a period of time (T1), the aircraft will land at the nearest takeoff and landing point. That is, under the condition that the flight state signal is a fault signal of the positioning subunit, the aircraft is controlled to complete landing; wherein the first fault signal comprises a locating subunit fault signal. And sending a second target control signal to the simulated cockpit under the condition that the flight state signal is an inertial navigation subunit fault signal, wherein the second fault signal comprises the inertial navigation subunit fault signal. The specific working process is as follows:

after the GPS fails, the navigation data can not be obtained from the GPS, but the navigation data is obtained by switching to an inertial navigation subunit, and the inertial navigation positioning is corrected by using the 5G base station positioning, so that the accumulated error of the positioning data of the inertial navigation subunit is reduced;

controlling the aircraft to fly autonomously according to a set air route through a first autopilot; meanwhile, whether the GPS signal is recovered or not is detected in real time; if the GPS signal is recovered within the time T1, switching to GPS navigation, and finishing autonomous flight of the established route by means of the first autopilot; if the GPS signal is not recovered within the time of T1, the monitoring station sends a control instruction to cancel the flight of the set air route and change the flight to the landing at the nearest take-off and landing point; after receiving a control command sent by a monitoring station, the first self-driving instrument lands at a nearest landing point; the transmission of flight data and image data, and the transmission is carried out synchronously with the work; after the aircraft lands at the nearest take-off and landing point, passengers can quickly transfer other aircraft at the take-off and landing point to finish the remaining routes.

Optionally, fig. 13 shows a working flowchart of the control system in state 4 according to the second embodiment of the present invention, where for state 4, that is, when the inertial navigation subunit fails, the camera module operates normally. The attitude of the aircraft cannot be known, which is a very dangerous state, and at the moment, the simulation cockpit takes over the aircraft and searches for a proper position to land nearby. When the inertial navigation subunit fails and the camera is normal, the states of the autopilot and the GPS are not concerned any more, so the states 7, 9 and 12 adopt the same workflow.

The specific workflow diagram is shown in fig. 13:

the detection unit transmits the flight data to the monitoring station through a 5G link, and the monitoring station displays the flight data of the aircraft and the position, track, speed and health state information corresponding to the aircraft state detection data;

the camera module transmits image information of each angle to the simulated cockpit through a 5G link, and under the default condition, an annular display screen in front of or in the simulated cockpit displays an image of a first visual angle; after the monitoring station finds a fault, a command of 'request take over' is sent to the simulation cockpit; after the simulated cockpit receives a command of 'request for taking over', the visual angle of the display screen is switched to be downward-looking, and a driver judges the attitude of the aircraft according to a real-time image below the aircraft and observes environmental information; the driver of the simulated cockpit obtains the driving feeling of being personally on the scene, the driver operates the rocker, the foot rudder and the accelerator push rod, and the operation amount of the rocker, the foot rudder and the accelerator push rod is transmitted to the monitoring station; the monitoring station transmits the control instruction to a digital distributed module in the aircraft through a 5G link, and the digital distributed module forwards the control instruction to a standby power distribution module to complete control of the aircraft; because no attitude information exists, the six-degree-of-freedom dynamic platform keeps horizontal; for the most part, the aircraft cannot land at the take-off and landing point, but rather on a relatively flat open ground, maximizing safety of the passengers and the aircraft.

Optionally, fig. 14 shows a working flow chart of the control system in state 5 according to the second embodiment of the present invention, where in state 5, the camera module fails, and other modules are all normal, so that the original flight mission is not affected, and the specific working process is as follows:

the aircraft can completely and autonomously fly through the first autopilot. The autopilot transmits the flight data to the monitoring station through a 5G link, and the monitoring station displays the flight data of the aircraft and the position, track, speed and health state information corresponding to the aircraft state detection data; the monitoring platform transmits the attitude and position information of the aircraft to the simulation cockpit; the digital processor of the simulated cockpit stores city three-dimensional map data of the local flight in advance and combines with real-time attitude and position information of the aircraft to synthesize a multi-view image; the annular display screen displays the first visual angle image by default.

Optionally, fig. 15 shows a working flow chart of the control system in state 6 according to the second embodiment of the present invention, where in state 6, if the first autopilot and the GPS fail at the same time, the inertial navigation subunit obtains navigation data, corrects the navigation position by using the base station position, and meanwhile, the backup autopilot of the monitoring station takes over the aircraft, and the specific working process is as follows:

after the GPS fails, navigation data cannot be obtained from the GPS, the navigation data is switched to the inertial navigation subunit to obtain the navigation data, and the 5G base station positioning is used for correcting the positioning of the inertial navigation subunit so as to reduce the accumulated error of the positioning data of the inertial navigation subunit; taking over the aircraft by a ground backup autopilot, and autonomously flying according to a set air route; meanwhile, whether the GPS signal is recovered or not is detected in real time; if the GPS signal is recovered within the time T1, switching to GPS navigation, and finishing autonomous flight of the established air route by depending on a ground backup autopilot; if the GPS signal is not recovered within the time of T1, the monitoring station sends an instruction to the ground backup autopilot to request that the set airline flight is cancelled and the set airline flight is changed to the nearest take-off and landing point landing; after receiving a control command sent by a monitoring station, the ground backup autopilot lands at a nearest take-off and landing point; the transmission of flight data and image data, and the transmission is carried out synchronously with the work; after the aircraft lands at the nearest take-off and landing point, passengers can quickly transfer other aircraft at the take-off and landing point to finish the remaining routes.

Optionally, for the state 7, the state 7 is that the inertial navigation subunit fails on the basis of the state 2, and the same workflow as the state 4 will be taken, which is not described herein again.

Optionally, fig. 16 shows a work flow chart of the control system in state 8 according to the second embodiment of the present invention, and for state 8, if the autopilot and the camera fail, the backup autopilot of the monitoring station takes over the aircraft, which specifically includes the following working processes:

the detection unit transmits the flight data to the monitoring station through a 5G link, and the monitoring station displays the flight data of the aircraft and the position, track, speed and health state information corresponding to the aircraft state detection data; the monitoring station starts the ground backup autopilot module and sends a control instruction, the control instruction is transmitted to the digital distributed module in the aircraft through the 5G link, and the digital distributed module forwards the control instruction to the backup power distribution module to complete control of the aircraft. The digital processor of the simulated cockpit stores city three-dimensional map data of the local flight in advance and combines with real-time attitude and position information of the aircraft to synthesize a multi-view image. The annular display screen displays the first visual angle image by default.

Optionally, for the state 9, the state 9 is that the inertial navigation subunit fails on the basis of the state 3, and the same workflow as the state 4 will be taken, which is not described herein again.

Optionally, fig. 17 shows a flowchart of the control system in the state 10 according to the second embodiment of the present invention, where for the state 10, if the GPS and camera module fails, the inertial navigation subunit and the base station obtain the position information by positioning, and the control system flies to the nearest landing point and lands under the control of the first autopilot. Because positioning accuracy is poor, the information that the landing camera below the aircraft can be combined in the landing process, and specific working process is as follows:

after the GPS fails, navigation data cannot be obtained from the GPS, the navigation data is switched to the inertial navigation subunit to obtain the navigation data, and the 5G base station positioning is used for correcting the positioning of the inertial navigation subunit so as to reduce the accumulated error of the positioning data of the inertial navigation subunit; the flight data are transmitted to the monitoring station through a 5G link; the digital processor of the simulated cockpit stores city three-dimensional map data of the local flight in advance and combines with real-time attitude and position information of the aircraft to synthesize a multi-view image; the aircraft continuously and autonomously flies by means of the autopilot; meanwhile, whether the GPS signal is recovered or not is detected in real time; if the GPS signal is recovered within the time T1, switching to GPS navigation, and finishing autonomous flight of the established route by means of the autopilot; if the GPS signal is not recovered within the time of T1, the monitoring station sends a control instruction to cancel the flight of the set air route and change the flight to the landing at the nearest take-off and landing point; after receiving a control instruction sent by the monitoring station, the self-driving instrument goes to the nearest take-off and landing point; after the position above the take-off and landing point is reached, the monitoring station sends an instruction to the simulation cockpit to request take-over; the ground driver operates the rocker, the foot rudder and the accelerator push rod according to the attitude information and the synthesized image, and manually descends; the operating quantities of the rocker, the foot rudder and the accelerator push rod are transmitted to the monitoring station; the monitoring station transmits the control instruction to a digital distributed module in the aircraft through a 5G link, and the digital distributed module forwards the control instruction to a standby power distribution module to complete control of the aircraft; the six-degree-of-freedom dynamic platform inclines in corresponding dimension according to the attitude information; after the aircraft lands at the nearest take-off and landing point, passengers can quickly transfer other aircraft at the take-off and landing point to finish the remaining routes.

Optionally, fig. 18 shows a work flow diagram of the control system in state 11 according to the second embodiment of the present invention, where for state 11, the inertial navigation subunit and the camera module fail to know the attitude of the aircraft, so that the aircraft cannot be effectively controlled, which is a very dangerous state, and it is necessary to close all control instructions and open the parachute of the whole aircraft, that is, in a case where the flight state signal is the signal indicating that the inertial navigation subunit fails and the camera module fails, the aircraft is controlled to open the parachute; the first fault signal comprises an inertial navigation subunit fault signal and a camera module fault signal. The specific working process is as follows:

closing all control commands and stopping the engine; and opening the parachute of the whole aircraft, which is the last safety line of the aircraft.

Optionally, for the state 12, the state 12 is that the inertial navigation subunit fails on the basis of the state 6, and the same workflow as the state 4 will be taken, which is not described herein again.

Optionally, fig. 19 shows a work flow diagram of the control system in the state 13 according to the second embodiment of the present invention, where for the state 13, the first autopilot, the GPS and the camera module fail, and the work flow thereof is similar to the state 10, except that in the state 13, the ground backup autopilot needs to replace the autopilot to work, and specifically, referring to fig. 19, in the case that the flight status signal is an autopilot fault, a positioning subunit fault and a camera module fault signal, a second target control signal is sent to the simulated cockpit; the second fault signal comprises a fault of the autopilot, a fault of the positioning subunit and a fault signal of the camera module.

Optionally, in the state 14, the first autopilot, the inertial navigation subunit and the camera module fail simultaneously; in the state 15, the GPS, the inertial navigation subunit and the camera are simultaneously invalid; in the state 16, the autopilot, the GPS, the inertial navigation subunit and the camera fail simultaneously. These three states will take the same workflow as state 11 and will not be described here.

The control system provided by the invention can improve the safety of modern aircrafts, typically, the aircrafts are damaged by lightning strikes, lightning or other strong electromagnetic interference to airborne flight control computers or other sensitive devices to different degrees, and the control system can realize the take-over control of the aircrafts under different damage degrees, thereby improving the safety and the viability of the aircrafts.

The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A control system, characterized in that the system comprises: airborne equipment, a monitoring station and a simulation cockpit;

2. The system of claim 1, wherein the onboard equipment comprises a detection unit, a first autopilot, a backup power distribution module, a positioning module, a camera module, a data distribution module, and a first communication module, and the detection unit, the first autopilot, the backup power distribution module, the positioning module, the camera module, the data distribution module, and the first communication module are interconnected;

3. The system of claim 2, wherein the simulated cockpit includes a digital processor, and a display screen, a dashboard, and a steering unit coupled to the digital processor;

the digital processor is configured to receive the first perspective image information sent by the camera module and/or receive third perspective image information generated by a virtual reality technology according to the posture information provided by the detection unit and the image information of the camera module;

the display screen is configured to display the first perspective image information or the third perspective image information;

4. The system of claim 3, wherein the monitoring station comprises: the system comprises a ground backup self-driving instrument, a monitoring module, a fault diagnosis module and a control module;

5. The system of claim 1, further comprising a second communication module communicatively coupled to the monitoring station, the second communication module communicatively coupled to the first communication module.

6. The system of claim 5, wherein the first communication module and the second communication module are each fifth generation network communication modules, and wherein the second communication module and the first communication module are communicatively coupled via a fifth generation communication link.

7. The system of claim 6, wherein the monitoring station is configured to control the aircraft to complete a landing if the flight status signal is a positioning subunit fault signal;

wherein the first fault signal comprises the locating subunit fault signal.

8. The system of claim 6, wherein the monitoring station is configured to determine that the flight status signal is a first fault signal and control the aircraft to open a parachute if the flight status signal comprises an inertial navigation subunit fault and a camera module fault signal;

wherein the first fault signal comprises: inertial navigation subunit failure and camera module failure signals.

9. The system of claim 6, wherein the monitoring station is configured to send a second target control signal to the simulated cockpit if the flight status signal is an autopilot fault, a positioning subunit fault, and a camera module fault signal;

10. The system of claim 6, wherein in the event that the flight status signal is an inertial navigation subunit fault signal, sending a second target control signal to the simulated cockpit;