TWI818361B - Dual Autopilot System with Control Transfer and Backup Aviation Sensors - Google Patents

Abstract

The invention relates to a dual automatic driving system with control transfer and backup aviation sensors, which includes a drone, a main automatic driving system, a secondary automatic driving system and a first switching unit. The autopilot system is used to control the flight control system to drive the flight of the drone. The main autopilot system includes a signal trigger part for sending the first trigger signal. The first switching unit can be triggered by the first trigger signal and choose to let the main automatic pilot system take over the control of the flight control system to control the flight of the drone; when the first trigger signal disappears, the switch unit chooses to let the secondary automatic pilot system take over the control. The flight control system is used to control the flight of the drone, so that it can be built with hardware such as dual main and secondary autopilot systems and dual aviation sensing systems, so that the primary autopilot system is responsible for normal automatic flight control, and the secondary autopilot system is responsible for normal automatic flight control. The system is responsible for monitoring the health status of the main autopilot system and the sensor reading function of the I2C interface that exerts better interface capabilities. When the main autopilot system fails, the secondary autopilot system takes over the automatic flight control work.

Description

Dual Autopilot System with Control Transfer and Backup Aviation Sensors

The present invention relates to a dual automatic driving system with control transfer and backup aviation sensors, and particularly refers to a high-altitude long-lag (HALE) system with dual main and secondary automatic driving systems and dual aviation sensing systems. Solar-powered unmanned aerial vehicle dual autopilot system technology.

According to the press, once the high-altitude long-lag (HALE) solar-powered unmanned aircraft takes off and flies, it can rely on the power supply of solar cells and battery energy storage cycles. It can fly for a few days in a short time or for a few months in the long term, so it can Observe the ground from the air for a long time. It can be seen that the biggest advantage of high-altitude long-lag (HALE) solar-powered unmanned aircraft is that it can replace satellites to perform tasks. Satellite technology has needs for national defense and civilian livelihood applications, and HALE (High altitude and long endurance) solar-powered drones are a combination of the two fields of satellites and drones, and give unmanned aircraft new applications and challenges. HALE solar unmanned aircraft (Solar UAV) are recognized by the international aerospace community as satellites in the atmosphere. They can fly in the stratosphere at an altitude of 20 kilometers and provide satellite-like services with low manufacturing costs and better photographic resolution than satellites. Communication quality, recycling and repairability. Currently, Airbus’ Zephyr, BAE Systems’ PHASA, and Boeing’s Odysseus are the most successful. The Korean EAV1~3 is tested almost every year; the Swiss Atlantik Solar has a wingspan of 6 meters and set a successful solar-powered flight record of 81 hours at an altitude of 1000m in July 2015; the Russian Sova has a wingspan of 9.5 meters and has three fuselages and Three controllers achieve active wing deformation control to reduce the risk of excessive wing bending in gusts and bad weather flying.

Autopilot for high-altitude endurance (HALE) solar UAV (autopilot) must face strong winds of 54~80km/hr (at altitudes between 7~14km) when the aircraft travels through the troposphere, power management for long-term flights day and night, flight control for high-altitude missions, and stability of long-term low-temperature and low-pressure flights, etc. , which has exceeded the functions of general UAV autopilot and requires a dedicated autonomous flight system, especially an autopilot. Pixhawk autopilot, which became widely popular after 2013, is implemented using a single ST company's 32-bit single chip. However, the computing power and guidance loop calculation speed of these chips have their limits. They are just usable designs. If we want to increase the integration of the aviation system periphery and the guidance loop calculation speed, we should also take into account future expansion. It is quite limited and impossible to even introduce more advanced flight control theory, formation flying of multiple aircraft for national defense, image processing or intelligent calculation.

At present, large-area environmental monitoring is still based on satellites, but the design, production, launch and deployment of satellites are relatively expensive. Satellites can only take pictures of Taiwan for a few minutes every day. Only geosynchronous satellites can stay on task full-time. To take pictures over the area, the satellite orbit is at least 400 kilometers high, and the image resolution or communication delay is not as good as that of unmanned aircraft. For example, a stratospheric vehicle similar to a satellite (Pseudo satellite) can be designed to use daytime solar power generation and battery energy storage for long-term use. The unmanned aerial vehicle carries the mission payload at an altitude (3~22km), similar to a geostationary satellite that stays in the sky above the mission area for several days to several months.

According to what we know, if you want to add the function of the autopilot, the current common practice is to use a multi-board system to divide the work with the autopilot. The most important technical core of a drone is the autopilot, which integrates aviation sensing and flight recording systems, power management systems, flight servo control systems, communication and navigation systems, etc. After the autopilot receives aviation sensing data, it can perform flight control and navigation calculations, where it can further achieve the purpose of autonomous flight, receive ground control commands through wireless communication, and transmit flight status to the ground station. , so the owner of the drone is the operator of the ground station. Furthermore, existing knowledge and skills The technology only has a single control chip and a set of aviation sensing systems. When one of the important sensing modules such as GPS, AHRS, and pitot tube fails, the aircraft will be unable to fly, resulting in the drone flying in the air for a long time. time safety and inconvenience etc. arise.

From the above, it can be seen that the functional construction of the above-mentioned conventional technology in the automatic driving system and the flight sensing system is indeed not perfect, so there is a need for further improvement. In view of this, how to develop a system with control transfer and backup The dual-autonomous driving technology of navigation sensors has actually become a technical issue that industry and academia scholars in related technical fields are eager to challenge and solve. The reason is that after continuous efforts in research and development, the inventors finally developed a set of The present invention is different from the above-mentioned conventional technology.

The main purpose of the present invention is to provide a dual autopilot system with control transfer and backup aviation sensors. It is mainly constructed through hardware such as dual main and secondary automatic flight systems and dual aviation sensing systems to allow normal operation. The main automatic flight system is responsible for automatic flight control. The secondary automatic flight system is responsible for monitoring the health status of the main automatic flight system and reading the sensors of the I2C interface to exert better interface capabilities. When the main automatic flight system is disabled, the The secondary automatic flight system takes over the automatic flight control work. The technical means to achieve the main purpose of the present invention include a solar drone, a main automatic flight system, a secondary automatic flight system and a first switching unit. The automatic flight system is used to control the flight control system to drive the flight of the solar drone. The main automatic flight system includes a signal trigger part for sending out a first trigger signal. The first switching unit can be triggered by the first trigger signal and choose to let the main automatic flight system take over the control of the flight control system to control the flight of the solar drone; when the first trigger signal disappears, the switching unit chooses to let the secondary automatic flight system Take over the control of the flight control system to control the flight of the solar powered drone.

10:Solar-powered drone

11:Flight control system

110:Servo channel

12:Third Aviation Sensing System

122: Current consumption meter

121:Sun intensity meter

120: Voltage ammeter

20: Main autonomous driving system

21:First Aviation Sensing System

210,310: airspeed meter

211,311: Barometric altimeter

212,312: Three-axis attitude indicator

213,313:GPS positioning module

214:Broadcast automatic surveillance module

215: Payload sensing module

216: Aircraft display lights

217:Flight record card

218: Thermohygrometer

22:First signal processor

220: Signal trigger part

221: First data output pin

222: The first wireless signal output pin

30: Assistant automatic driving system

31: Second aviation sensing system

32: Second signal processor

320: Second data output pin

321: Second wireless signal output pin

324: Ultrasonic wind speed sensor

325:SBUS receiver

40: First switching unit

41: First data multiplexer

42: First signal input circuit

50:Long distance wireless communication module

51: Data receiving end

60: Second switching unit

61: Second data multiplexer

62: Second signal input circuit

70: Signal transmission interface

80: Third data multiplexer

C1: first capacitor

R1: first resistor

C2: second capacitor

C3: The third capacitor

C4: The fourth capacitor

R2: second resistor

S1, S1', S2, S2': switch selection pin

Figure 1 is a functional block diagram of a specific implementation of the present invention.

Figure 2 is an architectural schematic diagram of the core processing and aviation sensing implementation of the main autonomous driving system of the present invention.

Figure 3 is an architectural schematic diagram of the core processing and aviation sensing implementation of the active and passive driving systems of the present invention.

Figure 4 is a schematic diagram of the implementation architecture of switching control between the primary and secondary autonomous driving systems of the present invention.

Figure 5 is a schematic diagram of the system switching control implementation of the switching unit of the present invention.

Figure 6 is a schematic diagram of the communication format of the main automatic driving system of the present invention sending a data reading command to the sub-automatic driving system.

Figure 7 is a schematic diagram of the communication format for the secondary automatic driving system of the present invention to issue required instructions to the main automatic driving system.

Figure 8 is a schematic diagram of aviation sensing data switching control of important modules of the present invention.

Figure 9 is a schematic diagram of the control flow implementation of the sub-autonomous driving system of the present invention.

Figure 10 is a schematic diagram of the control flow implementation of the main automatic driving system of the present invention.

In order to allow your review committee to further understand the overall technical characteristics of the present invention and the technical means to achieve the purpose of the present invention, specific embodiments are described in detail with reference to the drawings:

Please refer to FIG. 1 , a specific embodiment of the present invention includes a high-altitude long-lag (HALE) solar drone 10 , a main automatic driving system 20 , a secondary automatic driving system 30 and a first switching unit 40 and other technical content. The flight control system 11 is provided on the solar drone 10 to control the flight of the solar drone 10 . The main autopilot system 20 is installed on the solar drone 10 and is used to control the flight control system 11 to control the flight of the solar drone 10. The main autopilot system 20 includes a signal triggering part for issuing a first trigger signal. 220. The sub-autonomous driving system 30 is installed on the solar drone 10 . The first switching unit 40 can be triggered by the first trigger signal to select the main automatic driving system 20 to take over the control of the flight control system 11 to control the flight of the solar drone 10; when the first trigger signal disappears, the switching unit selects Let the sub-autopilot system 30 take over the control of the flight control system 11 to control the flight of the solar drone 10 .

Please refer to FIG. 1 . The main automatic driving system 20 includes a first aviation sensing system 21 for generating a variety of first navigation status data and a first navigation status data for interpreting and processing the first navigation status data into first navigation status information. The first signal processor 22. The secondary autopilot system 30 includes a second aviation sensing system 31 for generating a variety of second navigation status data and a second signal processor 32 for interpreting and processing the second navigation status data into second navigation status information.

Please refer to Figures 2 and 3. The first aviation sensing system 21 and the second aviation sensing system 31 each include an airspeed meter 210, 310 for generating airspeed sensing data, and an airspeed meter for generating air pressure and altitude sensing data. A barometric altimeter 211,311 for measuring data, a three-axis attitude meter 212,312 for generating three-axis attitude sensing data, a GPS positioning 213,313 for generating positioning signals, and other important flight sensors.

Please refer to Figures 2 and 3 again. The present invention further includes a third aviation sensing system 12 shared by the main automatic driving system 20 and the secondary automatic driving system 30 and electrically connected together. The third aviation sensing system 12 12 includes a current consumption meter 122 for sensing the current consumption of the solar drone 10 , a solar intensity meter 121 for sensing the intensity of sunlight, and a solar power generator installed on the solar drone 10 System, flight control system 11 power consumption voltage ammeter 120 and its sensor.

Please refer to Figures 1 and 5. In the embodiment of the present invention, the first switching The unit 40 includes a first data multiplexer 41 (Mux) and a first signal input circuit 42. The first data multiplexer 41 includes two input parts, a switching part and an output part. The first input part is connected to the first signal input circuit 42. A signal processor 22 is electrically connected to a plurality of first data output pins 221 (TX) for outputting a first control command to control the flight control system 11, and its two input parts are connected to the second signal processor 32 for outputting a flight control command. The plurality of second data output pins 320 (TX) of the second control command of the control system 11 are electrically connected, the switching part is electrically connected to the output end of the first signal input circuit 42, and the input end of the switching part is electrically connected to the first signal input circuit 42. The signal processor 22 is electrically connected to the switching selection pin S2 of the signal trigger part 220, and the output part is electrically connected to the plurality of servo channels 110 of the flight control system 11; when the switching selection pin S2 generates the first trigger signal, the output part is electrically connected through the first trigger signal. A signal input circuit 42 is input to the switching part of the first data multiplexer 41, and the first data multiplexer 41 electrically conducts the plurality of first data output pins 221 (TX) and the plurality of servo channels 110 for The first control command of the first signal processor 22 is transmitted to the plurality of servo channels 110; when the switching selection pin S2 has no first trigger signal (such as a fault; or when the machine is down), the first data multiplexer 41 uses The plurality of second data output pins 320 (TX) are electrically connected to the plurality of servo channels 110 for transmitting the second control instructions of the second signal processor 32 to the plurality of servo channels 110 .

Specifically, as shown in FIG. 5 , the first signal input circuit 42 includes a first capacitor C1 , a first resistor R1 and a third capacitor C3 . One end of the first capacitor C1 serves as an input terminal and is connected to the switching selection pin S2 Electrically connected, the other end of the first capacitor C1 is electrically connected to one end of the first resistor R1, the other end of the first resistor R1 is electrically connected to one end of the third capacitor C3, the first resistor R1 is electrically connected to the third capacitor C3 The contact point of the sexual connection is electrically connected to the switching part, the other end of the third capacitor C3 is grounded, and a switching selection pin S2' of the second signal processor 32 is electrically connected to the first resistor R1 and the third capacitor C3 electrically connected contacts.

Please refer to Figures 2 to 4. The present invention further includes a device for communicating with a ground station A long-distance wireless communication module 50 for long-distance wireless communication and a second switching unit 60. The second switching unit 60 includes a second data multiplexer 61 and a second signal input circuit 62. The second data multiplexer 61 The processor 61 includes two input parts, a switching part and an output part. One of the input parts is electrically connected to a first wireless signal output pin 222 (TX) of the first signal processor 22 for outputting wireless signals. The two input parts are electrically connected to a second wireless signal output pin 321 (TX) of the second signal processor 32 for outputting wireless signals, and the switching part is electrically connected to the output end of the second signal input circuit 62. The input end of the switching part is electrically connected to the switching selection pin S1 of the first signal processor 22, and the output part is electrically connected to a data receiving end 51 of the long-distance wireless communication module 50; when the switching selection pin S1 generates the first When the second trigger signal (ie, square wave) is input to the switching part of the second data multiplexer 61 through the second signal input circuit 62, the second data multiplexer 61 connects the first wireless signal output pin 222 with The data receiving end 51 is electrically connected to enable the first signal processor 22 to conduct long-distance wireless communication with the ground station; when the switching selection pin S1 does not have a second trigger signal, the second data multiplexer 61 enables the third The two wireless signal output pins 321 are electrically connected to the data receiving end 51 to enable the second signal processor 32 to conduct long-distance wireless communication with the ground station.

Specifically, please refer to FIG. 5 . The second signal input circuit 62 includes a second capacitor C2, a second resistor R2 and a fourth capacitor C4. One end of the second capacitor C2 serves as an input terminal and is connected to the switching selection. The pin S1 is electrically connected, the other end of the second capacitor C2 is electrically connected to one end of the second resistor R2, the other end of the second resistor R2 is electrically connected to one end of the fourth capacitor C4, the second resistor R2 and the fourth capacitor C4 The electrically connected contact is electrically connected to the switching part, the other end of the fourth capacitor C4 is grounded, and the switching selection pin S1' of the second signal processor 32 is electrically connected to the second resistor R2 and the fourth capacitor. C4 is electrically connected to the contact point.

Please refer to Figures 1, 3, and 4. The main automatic driving system 20 is driven by A signal transmission interface 70 (such as the 12C communication interface) is information-linked to the sub-autopilot system 30. When the solar drone 10 is flying, the sub-autopilot system 30 will send a normal response through the signal transmission interface 70 at a preset fixed interval. The request command is sent to the main automatic driving system 20. When the main automatic driving system 20 receives the request command, the main automatic driving system 20 sends a normal response signal to the secondary automatic driving system 30 through the signal transmission interface 70. When the sub-autonomous driving system 30 does not receive a reply signal, it will continue to send the request command repeatedly. When the request command continues to be sent for a preset time, the sub-autonomous driving system 30 will determine that the main auto-driving system 20 is faulty, and The first trigger signal is disconnected and disappears through a switching circuit (not shown in this figure; such as a transistor or a relay), allowing the sub-autopilot system 30 to take over the control of the flight control system 11 .

The autopilot hardware system and various aviation sensing systems of the present invention can indeed realize the redundancy autopilot hardware architecture of dual chips and dual aviation sensing systems. Among them, the dual-chip system adopts master and slave division of labor. Normal autonomous driving (autopilot) is responsible for the first signal processor 22 master (three-core 32-bit) with strong computing power, and the second signal processor 32 slave (single core) 16-bit) is responsible for monitoring the health status of the master and reading the I2C communication interface sensor for better interface capabilities, and sharing the second set of aviation sensing systems and wind direction and speed data to the master. If any and When it is confirmed that the master has been disabled, it will take over most of the work of the autopilot, end the mission, return home and perform landing inspections. The health status of the slave is maintained by its own watchdog, and the dual chips use the I2C communication interface to communicate.

Preferably, the first signal processor 22 (ie, the main chip) of the present invention adopts the first-generation AURIX ^TM three-core TC275T chip, which has 1440DMIPS@200MHz integrated airspeed meter, barometric altimeter, three-axis attitude, GPS and other aviation sensing controller and Micro SD flight record card, and add the solar intensity meter, temperature and humidity meter, voltmeter, ammeter, etc. required by the solar drone 10, and then output 8 PWM servo channels 110 to control the motor and wing servo. And through the (P900) long-distance wireless communication module 50, wireless transmission of data in the up and down links is performed.

Preferably, the second signal processor 32 (ie, sub-chip) of the present invention is a cheaper Microchip 16-bit disPIC33 single-core chip. In the development environment of the first signal processor 22 program, the interface of the aviation sensing system is first designed to read the driver and sensor data fusion integration program, integrating the airspeed meter 210,310 (airspeed), barometric altimeter 211,311 (altimeter), and three-axis Attitude instrument 212, 312 (AHRS), GPS positioning module 213, 313 and other sensors and Micro SD flight record card 217, and add the solar intensity meter 121 (BPW34), temperature and humidity meter 218 (SHT35) required for the solar drone 10, Voltage and ammeter 120 (WCS1800), etc. However, since the driver around the TC275T is not easy to modify, there is currently no problem in using the UART interface and AD conversion, but the use of the I2C communication interface and direct memory access (DMA) is limited by the sample code. Modify to the functions required by the present invention. There are many sensors using I2C as the interface, so the present invention uses the dsPIC33EP chip series, which is more convenient for modifying I2C and DMA programs, as the slave chip of the master TC275T, which has the function of autopilot. ) redundancy signal processor function. The dsPIC33EP chip uses I2C2 to collect sensor data and process it, and then transmits it to TC275T through another I2C1 or UART interface. The invention combines the more important GPS positioning module 213,313, three-axis attitude sensor 212,31 state (AHRS), barometric altimeter 211,311 and airspeed meter 210,310, so that each of the TC275T and dsPIC33EP chips has a set, so that the aviation sensing system has redundancy planning.

As shown in Figures 2 and 3, the first signal processor 22 is electrically connected to an automatic broadcast surveillance module 214 (ADS-B), a payload sensing module 215 (payload), and an aircraft display light 216 (LIGHT). and flight record card 217 (MICRO SD); the second signal processor 32 is electrically connected to an ultrasonic wind speed sensor 324 (FT205) and an SBUS receiver 325. Among them, ADS-B is an aircraft surveillance technology. The aircraft determines its position through the satellite navigation system and broadcasts it regularly so that it can be tracked. FT205 is a new generation of lightweight ultrasonic wind speed sensor. SBUS receiver is In addition to the basic system that maintains operation of the receiver of the visual range manual remote control RC, the rest of the load is called the payload. In addition, payload is usually expressed in terms of weight. On an aircraft (including civil aircraft, military aircraft or unmanned aircraft), it refers to a load that can be consumed, transported or used to achieve certain specialized missions, such as a camera or a base. Taiwan etc.

It can be seen from Figure 3 that the peripherals shared by the main chip and the secondary chip include the current consumption meter 122 (ACS724) of the autopilot, the voltage and current meter 120 (WCS1800) that measures the power consumption of the solar power generation and flight control system 11, and the The solar intensity meter 121 (BPW34) that measures sunlight intensity is a voltage output, directly connected to the A/D conversion input of the two chips, and does not require a switching circuit. The TX pin of the long-distance wireless communication module 50 (P900) can also be directly connected to the RX pin of the Universal Asynchronous Receiver and Transmitter Interface (UART) of the two chips. As for the receiving end 51 of the long-distance wireless communication module 50 (P900) (RX) is for wireless transmission to the ground station, so it requires a channel switching function setting, mainly using the second switching selection pin (S1) to select whether to send by the main chip or the secondary chip. The eight servo channels 110 (servo) also require channel switching function settings, and the switching selection pin S2 is selected to determine whether the main chip or the secondary chip performs flight control and navigation. As shown in Figure 5, the main program of the main chip designed in the present invention will generate a square wave signal to the switching selection pin S2 and the switching selection pin S1. The switching selection pin S1 passes through the second capacitor C2 and the second resistor R2 and then to the switching selection pin S1'; or the switching selection pin S2 passes through the first capacitor C1 and the first resistor R1 and then to the switching selection pin S2'. At this time, the switching selection pins S1' and S2' are at high potential, and the selection server is controlled by the main chip TC275T; when the main chip is disabled, this square wave will not be generated, so the switching selection line automatically changes to low potential, and the selection The server of the flight control system 11 is controlled by the secondary chip (dsPIC33EP).

In this invention, when the main chip is disabled, the secondary chip receives and controls the aircraft to fly back to the ground station and land (RC remote control or automatic landing). When the secondary chip takes over the control of the aircraft, it must have the most basic aviation sensing and servo control capabilities. Therefore, basic sensors such as GPS2, AHRS2, airspeed meter and barometric altimeter are directly electrically connected to the secondary chip without the need for a main chip. supply. The only thing I have to say again What is clear is the switching signal of the RX of the long-distance communication module 50 (P900) and the servo channel 110. If the main chip is disabled, how can it generate a switching signal? The main program of the main chip designed in this invention will generate a square wave signal, which passes through the capacitor and then to the switching selection line and the ground resistor. At this time, the switching selection line is at a high potential, and the selection server is controlled by the main chip; when the main chip is disabled This square wave will not be generated, so the select line is switched low and the select servo is controlled by the subchip. How can the secondary chip know that the main chip is disabled? There are three steps:

(1) When the signal of S1’ or S2’ is continuously read as 0.

(2) The secondary chip repeatedly sends health requests through dual-chip communication. If the main chip does not reply within a certain period of time, it means that the main chip is disabled.

(3) If the secondary chip receives the health content of the main chip, it is in an abnormal health state.

The secondary chip software flow chart in Figure 9 is used to realize sensing that the main chip is in a disabled state. When the secondary chip senses that the main chip is disabled, it can first try to reset the main chip. If it fails, it will take over the control and navigation of the aircraft. After completing the mission, the solar drone 10 will be flown back to the ground station for landing inspection. As for the maintenance of the sub-chip's own health, it relies on its own watchdog. In addition, if the secondary chip wants to forcefully take over the control of the solar drone 10, it can change S1’ and S2’ that are usually set as input pins to output pins, and force the channel to be switched to the secondary chip dsPIC33EP. Since the secondary chip usually needs to process the collected aviation sensing data, and regularly transmit the second set of GPS2 and AHRS2 to the main chip to achieve the redundancy of important aviation sensors, at the same time, the health status of the main chip also needs to be transmitted through the secondary chip. Channel monitoring. In order to increase the number of available UARTs, the present invention selects I2C1 as the dual-chip communication interface. Of course, CAN bus can also be selected, but the present invention has selected the dsPIC33EP chip without CAN bus to save costs and power consumption. The current communication architecture of this I2C is chosen as the main chip is master, the secondary chip is slave and the address is 33h. The communication protocol of this I2C is shown in Figures 6~7.

For fixed-wing aircraft, the basic aviation sensors that can maintain flight are important modules, including GPS, AHRS, airspeed, barometric altimeter, etc. As shown in Figures 3 and 8, the present invention connects a set of important first and second aviation sensing systems 21, 31 on both the main and secondary chips. Normally, the main chip is responsible for the flight control and navigation tasks of the aircraft. When an important module on the main chip is abnormal, the main chip will use the secondary chip to transmit data from another set of important modules to maintain normal operation. Inspection and replacement during mission execution or return home. This is the important module redundancy design of this invention. From the dual-chip communication protocol in the previous section, the secondary chip transmits four sentences a, g, p and t to the main chip at an update rate of 20Hz through I2C or UART. These four sentenccs include GPS, AHRS, airspeed and other important information to maintain aviation sensing data for basic flight. As shown in Figure 8, the hardware of the third data multiplexer 80 or the software flow chart of Figure 10 is used to select the first or second aviation sensing system 21. ,31 aerial sensing data.

Furthermore, FIG. 9 shows a schematic diagram of the software control flow of the sub-autonomous driving system of the present invention. Figure 10 shows a schematic diagram of the software control process of the main automatic driving system of the present invention.

After the detailed description of the above specific embodiments, the present invention can indeed be implemented by hardware such as dual main and secondary automatic flight systems and dual aviation sensing systems, so that the main automatic flight system is responsible for normal automatic flight control, and the secondary automatic flight control system is responsible for normal automatic flight control. The automatic flight system is responsible for monitoring the health status of the main automatic flight system and reading the sensors of the I2C interface for better interface capabilities. When the main automatic flight system fails, the secondary automatic flight system takes over the automatic flight control work.

The above are only possible embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent implementation of other changes based on the content, features and spirit described in the following claims shall be considered included in the patent scope of the present invention. The structural features specifically defined in the claim of the present invention have not been found in similar articles, and are practical and progressive. They have met the requirements for an invention patent. I file an application in accordance with the law. I sincerely request the Jun Bureau to approve the patent in accordance with the law to protect this invention. The legitimate rights and interests of the applicant.

10:Solar-powered drone

11:Flight control system

12:Third Aviation Sensing System

20: Main autonomous driving system

21:First Aviation Sensing System

22:First signal processor

220: Signal trigger part

30: Assistant automatic driving system

31: Second aviation sensing system

32: Second signal processor

70: Signal transmission interface

Claims (9)

A dual automatic driving system with control transfer and backup aviation sensors, which includes: a solar drone; a flight control system, which is installed on the solar drone to control the flight of the solar drone; a main automatic A driving system is provided on the solar drone and is used to control the flight control system to drive the flight of the solar drone. The main automatic pilot system includes a signal trigger part for sending a first trigger signal; a secondary automatic pilot system. A driving system, which is provided on the solar drone; and a first switching unit, which can be triggered by the first trigger signal and select to allow the main automatic driving system to take over control of the flight control system to control the flight of the solar drone. ; When the first trigger signal disappears, the switching unit selects to allow the secondary autopilot system to take over the control of the flight control system to control the flight of the solar drone; wherein, the main autopilot system includes a device for generating a variety of third A first aviation sensing system for navigation status data and a first signal processor for interpreting and processing the first navigation status data into first navigation status information. The secondary autopilot system includes a first navigation system for generating a variety of second navigation status information. a second aviation sensing system for status data and a second signal processor for interpreting and processing the second navigation status data into second navigation status information. The dual autopilot system with control transfer and backup aviation sensors as described in claim 1, wherein the first aviation sensing system and the second aviation sensing system each include an airspeed sensing system. airspeed data, a barometric altimeter used to generate pressure altitude sensing data, a three-axis attitude meter used to generate three-axis attitude sensing data and heading, and a GPS positioning used to generate positioning information and flight speed direction. Mods. The dual automatic driving system with control transfer and backup aviation sensors as described in claim 1 further includes a third aviation sensor shared by the main automatic driving system and the secondary automatic driving system and electrically connected together. The third aviation sensing system includes a current consumption meter for sensing the current consumption of the solar drone, a solar intensity meter for sensing the intensity of sunlight, and a solar intensity meter for sensing the solar power consumption of the drone. A solar power generation system of the drone and a voltage and ammeter of the power consumption of the flight control system. The dual automatic driving system with control transfer and backup aviation sensors as described in claim 1, wherein the first switching unit includes a first data multiplexer and a first signal input circuit, and the first data The multiplexer includes two input parts, a switching part and an output part. The input part and the first signal processor are used to output a plurality of first data output pins for controlling the first control command of the flight control system. The input part is electrically connected to a plurality of second data output pins of the second signal processor for outputting second control instructions for controlling the flight control system, and the switching part is electrically connected to the output of the first signal input circuit. The input end of the switching part is electrically connected to a first switching selection pin of the first signal processor as the signal triggering part, and the output part is electrically connected to a plurality of servo channels of the flight control system. ; When the first switching selection pin generates the first trigger signal, it is input to the switching part of the first data multiplexer through the first signal input circuit, and the first data multiplexer causes a plurality of first The data output pin is electrically connected to the plurality of servo channels to transmit the first control command of the first signal processor to the plurality of servo channels; when the first switching selection pin does not have the first trigger signal, The first data multiplexer electrically conducts a plurality of second data output pins and the plurality of servo channels to transmit the second control command of the second signal processor to the plurality of servo channels. Dual autonomous driving system with control transfer and backup aviation sensors as described in claim 4 system, wherein the first signal input circuit includes a first capacitor, a first resistor and a third capacitor, one end of the first capacitor serves as an input end and is electrically connected to the switching selection pin (S2), and the first capacitor The other end of the capacitor is electrically connected to one end of the first resistor, the other end of the first resistor is electrically connected to one end of the third capacitor, and the contact point between the first resistor and the third capacitor is electrically connected to the switching part. The other end of the third capacitor is connected to ground, and a switching selection pin (S2') of the second signal processor is electrically connected to the contact point where the first resistor and the third capacitor are electrically connected. The dual autopilot system with control transfer and backup aviation sensors as described in claim 1, which further includes a long-distance wireless communication module for long-distance wireless communication with a ground station and a second switch unit, the second switching unit includes a second data multiplexer and a second signal input circuit, the second data multiplexer includes two input parts, a switching part and an output part, one of the input part and the A first wireless signal output pin of the first signal processor for outputting wireless signals is electrically connected, and the second input part is electrically connected to a second wireless signal output pin of the second signal processor for outputting wireless signals. , the switching part is electrically connected to the output end of the second signal input circuit, the input end of the switching part is electrically connected to a third switching selection pin of the first signal processor, the output part is connected to the long-distance wireless A data receiving end of the communication module is electrically connected; when the third switching selection pin generates a second trigger signal, it is input to the switching part of the second data multiplexer through the second signal input circuit. The second data multiplexer electrically conducts the first wireless signal output pin and the data receiving end to enable long-distance wireless communication between the first signal processor and the ground station; when the third switch selects When there is no second trigger signal, the second data multiplexer makes the second wireless signal output pin electrically conductive with the data receiving end to enable the second signal processor to conduct long-term communication with the ground station. wireless communication over long distances. Dual autonomous driving system with control transfer and backup aviation sensors as described in claim 6 system, wherein the second signal input circuit includes a second capacitor, a second resistor and a fourth capacitor. One end of the second capacitor serves as an input end and is electrically connected to the switching selection pin (S1). The second capacitor The other end is electrically connected to one end of the second resistor, the other end of the second resistor is electrically connected to one end of the fourth capacitor, and the contact point of the second resistor and the fourth capacitor is electrically connected to the switching part. , the other end of the fourth capacitor is grounded, and a switching selection pin (S1') of the second signal processor is electrically connected to the contact point where the second resistor and the fourth capacitor are electrically connected. The dual autopilot system with control transfer and backup aviation sensors as described in claim 1, wherein the primary autopilot system is information-linked with the secondary autopilot system through a signal transmission interface, and the solar unmanned aerial vehicle is When flying, the secondary autopilot system will send a normal response command to the primary autopilot system through the signal transmission interface at a preset fixed interval. When the primary autopilot system receives the request command, the primary autopilot system will The driving system sends a normal response signal to the sub-autonomous driving system through the signal transmission interface. The dual automatic pilot system with control transfer and backup aviation sensors as described in claim 8, wherein when the secondary automatic pilot system does not receive the reply signal, it continues to repeatedly issue the request command. When the required instruction continues to be issued for a preset time, the secondary automatic driving system determines that the main automatic driving system is faulty, and disconnects the first trigger signal through a switching circuit to allow the secondary automatic driving system to take over control of the main automatic driving system. flight control system.

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