A dynamic flight simulation control system and method for a manned centrifuge

Abstract

The present invention provides a dynamic flight simulation control system for a manned centrifuge, belonging to the field of flight control, including: The roll module obtains the first load that the centrifuge needs to simulate through the flight attitude based on the offset of the cockpit joystick, and calculates the cockpit roll angle when the load direction is consistent with the human head-foot axis based on the first load; The offset module obtains the cockpit offset angle at which the human head-foot axis deviates from the load direction based on the first load, the maximum offset angle, and the maximum load; the maximum load is the maximum value among the first load, the second load, and the third load, the second load is obtained through the centrifuge model based on the angle of the cockpit joystick shake, and the third load is obtained based on the maximum offset angle; The control module is used to control the cockpit rotation angle as the sum of the cockpit roll angle and the cockpit offset angle. The present invention reduces the roll angle by setting the maximum offset angle φ and making the cockpit roll from (45 + φ)°; uses a conditional function to flexibly set the relationship between the load and the offset angle, reducing the Coriolis effect.

Description

Technical Field

[0001] The present invention relates to the field of flight control, and particularly to a dynamic flight simulation control system and method for a manned centrifuge. Background Art

[0002] A manned centrifuge (hereinafter simply referred to as 'centrifuge') is a machine that simulates the acceleration generated during aircraft flight on the ground and is mainly used for pilots to simulate flight training.

[0003] As Figure 1 shown, the centrifuge structure mainly includes a large arm, a cockpit, a base, and a power chamber underground (not shown in the figure). During flight simulation, a person sits in the cockpit, and both the large arm and the cockpit can rotate. Two coordinate systems can be established. The first is the world coordinate system O w X w Y w Z w , whose center point is located at the rotation center of the large arm. In addition, a head coordinate system O h X h Y h Z h is established with the center of the human head sitting in the cockpit, and this coordinate system follows the movement of the human head.

[0004] As Figure 2 shown, during flight simulation, the centrifuge can cause a rapid change in the centripetal acceleration α R by the rapid rotation of the large arm. At this time, the sum of α R and the gravitational acceleration g is the gravitational inertial acceleration. Currently, the radius of domestic centrifuges is generally 8m. At the basic load, the magnitudes of α R and g are equal and the directions are the same. At the basic load, the roll angle is approximately 45°.

[0005] The training methods of centrifuges are generally divided into two types: passive load training and active load training. Currently, most centrifuge equipment at home and abroad only conducts passive load training. In this training mode, pilots need to train according to a fixed load curve, and the pilots cannot control the simulated aircraft, that is, they cannot control the degrees of freedom of the aircraft's movement. Correspondingly, if pilots are allowed to control one or more degrees of freedom of the aircraft's movement during training, it is called active load training, also known as dynamic flight simulation. This training method can simulate more realistic fighter aircraft maneuvers and combat scenarios. In addition, this training enables pilots to practice dangerous flight scenarios safely at a lower cost. However, there is no systematic dynamic flight simulation training in China at present. The main reason restricting the centrifuge from conducting dynamic flight simulation is that during this training, pilots need to operate to make the load change rapidly. For example, the load will change rapidly during sharp turns or pull-ups during dives. To simulate this rapid load change, the centrifuge needs to perform a rapid rolling motion of the cockpit while the boom is rotating. At this time, the pilot's head will move simultaneously in two axes of the world coordinate system and the head coordinate system, and the movement of multiple axes of the head will cause the Coriolis effect. This effect will trigger various sensory reactions such as eye movement, hallucinations, nausea, and vomiting. The above negative effects will seriously affect the training effect, which is an important reason for the long-term inability to carry out dynamic flight simulation. Summary of the Invention

[0006] In view of the above analysis, an embodiment of the present invention aims to provide a manned centrifuge dynamic flight simulation control system and method to solve the technical problem of the Coriolis effect in existing dynamic flight simulation.

[0007] This specification provides a manned centrifuge dynamic flight simulation control system and method, which includes:

[0008] A roll module, configured to obtain a first load that the centrifuge needs to simulate through flight attitude calculation based on the offset of the cockpit joystick, and calculate a cockpit roll angle when the load direction is consistent with the human head-foot axis based on the first load;

[0009] An offset module, configured to obtain a cockpit offset angle at which the human head-foot axis deviates from the load direction based on the first load, the maximum offset angle, and the maximum load; where the maximum load is the maximum value among the first load, the second load, and the third load, the second load is obtained through a centrifuge model based on the angle of the cockpit joystick shake, and the third load is obtained based on the maximum offset angle;

[0010] A control module, configured to control the cockpit rotation angle to be the sum of the cockpit roll angle and the cockpit offset angle.

[0011] Optionally, the offset module includes a conditional function unit for obtaining a cockpit offset angle at which the human head-foot axis deviates from the load direction based on the first load, the maximum offset angle, and the maximum load; wherein, the conditional function unit obtains the cockpit offset angle based on the following formula:

[0012]

[0013] where Δθ is the cockpit offset angle, φ is the maximum offset angle, Gz1 is the first load simulated by the centrifuge, and G max2 is the maximum load value.

[0014] Optionally, the offset module further includes a preset load calculation unit for converting to obtain a third load based on the maximum offset angle through the following formula:

[0015]

[0016] where Gz3 is the third load and φ is the maximum offset angle.

[0017] Optionally, the offset module further includes a centrifuge model unit, an extreme value extraction unit, and a filter unit;

[0018] The centrifuge model unit is used to obtain the angle of the cockpit rocker arm swing and convert it into a second load simulated by the centrifuge;

[0019] The extreme value extraction unit outputs the maximum value among the first load simulated by the centrifuge, the second load simulated by the centrifuge, and the third load by continuously comparing them;

[0020] The filter unit is used to perform filtering on the maximum value output by the extreme value extraction unit to remove high-frequency components and obtain the maximum load value.

[0021] Optionally, the roll module includes a cockpit rocker arm unit, an aircraft model unit, a centrifuge mapping unit, and a roll angle calculation unit;

[0022] The cockpit rocker arm unit is used to sense the operation amount of the pilot on the cockpit rocker arm and obtain the offset amount of the cockpit rocker arm;

[0023] The aircraft model unit is used to obtain the flight attitude of the aircraft based on the offset amount of the cockpit rocker arm, wherein the flight attitude includes the aircraft load;

[0024] The centrifuge mapping unit is used to convert the aircraft load into a first load simulated by the centrifuge;

[0025] The roll angle calculation unit calculates and converts the first load simulated by the centrifuge into the cockpit roll angle to ensure that the direction of the first load simulated by the centrifuge is consistent with the head-foot axis direction.

[0026] Optionally, the aircraft model unit is a low-pass filter, and parameters are replaced according to different aircraft models to simulate different aircraft models.

[0027] Optionally, the roll angle calculation unit converts the first load calculated by the centrifuge simulation into the cockpit roll angle through the following formula:

[0028] θ1 = cos -1 (1 / Gz1)

[0029] where θ1 is the cockpit roll angle to be calculated, and Gz1 is the first load to be simulated by the centrifuge.

[0030] Optionally, the centrifuge mapping unit is used to convert the aircraft load into the first load simulated by the centrifuge, including:

[0031] When the value of the aircraft load is less than 1.4Gz, the value of the first load simulated by the centrifuge is 1.4Gz;

[0032] When the value of the aircraft load is greater than 9Gz, the value of the first load simulated by the centrifuge is 9Gz;

[0033] When the value of the aircraft load is between 1.4Gz and 9Gz, the value of the first load simulated by the centrifuge is equal to the value of the aircraft load.

[0034] Optionally, the preset range of the maximum offset angle is 0° to 15°.

[0035] This specification provides a dynamic flight simulation control method for a manned centrifuge, including the following steps:

[0036] Step 1: Based on the offset of the cockpit joystick, the first load to be simulated by the centrifuge is obtained through flight attitude resolution, and the cockpit roll angle when the load direction is consistent with the human head-foot axis is calculated based on the first load;

[0037] Step 2: Based on the first load, the maximum offset angle, and the maximum load, the cockpit offset angle when the human head-foot axis deviates from the load direction is obtained; where the maximum load is the maximum value among the first load, the second load, and the third load, the second load is obtained through the centrifuge model based on the angle of the cockpit joystick swing, and the third load is obtained based on the maximum offset angle;

[0038] Step 3: Control the cockpit rotation angle to be the sum of the cockpit roll angle and the cockpit offset angle.

[0039] Compared with the prior art, the beneficial effects of the present invention are:

[0040] 1. Set the maximum offset angle φ such that the offset angle Δθ when the load is less than or equal to 1.4Gz is always φ. This is equivalent to performing a small roll of the cockpit in advance at the basic load. When the pilot manipulates the joystick to increase the load, the cockpit does not need to start rolling from a 45° roll angle, but from (45 + φ)°, thus reducing the roll angle and further reducing the Coriolis effect.

[0041] 2. Whether the load is rising or falling, keep the offset angle of the load deviating from the head-foot axis always between φ and -φ and continuously changing. In this way, the roll angle is reduced under the condition that the human body cannot detect it, and further the Coriolis effect is reduced. In summary, the embodiments of the present invention provide a dynamic flight simulation control system for a manned centrifuge. By increasing the roll angle at the bottom of the load motion curve of the centrifuge and reducing the roll angle at the top, the present invention reduces the amplitude of the cockpit roll, and then improves the Coriolis effect, which is beneficial to reducing the Coriolis effect in the dynamic flight training of the manned centrifuge.

[0042] 3. Use a conditional function to make the cockpit offset angle change continuously and slowly, gradually transitioning from the maximum offset angle φ at the basic load to the negative value -φ of the maximum offset angle at the load peak, and then ensuring that the load does not show a step change. Using the conditional function can set the relationship between the load and the offset angle more flexibly, and further reduce the Coriolis effect during the dynamic training of the manned centrifuge.

[0043] In the present invention, the above technical solutions can also be combined with each other to achieve more preferred combination schemes. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can be made obvious from the description, or understood by implementing the present invention. The objectives and other advantages of the present invention can be realized and obtained through the content specifically pointed out in the description and the drawings. Description of the Drawings

[0044] The drawings are only for the purpose of showing specific embodiments and are not considered as a limitation of the present invention. Throughout the drawings, the same reference signs represent the same components.

[0045] Figure 1 It is a schematic diagram of the structure and coordinate system of the centrifuge;

[0046] Figure 2 It is a schematic diagram of the acceleration when the cockpit rolls;

[0047] Figure 3 It is a block diagram of the control system. Detailed Embodiments

[0048] The preferred embodiments of the present invention will be specifically described below with reference to the accompanying drawings. The drawings form a part of this application and are used together with the embodiments of the present invention to explain the principles of the present invention, rather than to limit the scope of the present invention.

[0049] Embodiment 1

[0050] Current research has shown that the Coriolis effect can be achieved by reducing the rotational angular velocity of the centrifuge's large arm, the angular velocity and angle of the cockpit roll. Considering that the rotational angular velocity of the centrifuge's large arm is determined by the simulated load and is generally difficult to accurately adjust quickly, the Coriolis effect can be improved by adjusting the roll motion of the cockpit. In fact, humans cannot perfectly perceive whether gravity or the load is parallel to the head-to-foot axis of the human body. If this inaccuracy in perception can be utilized to reduce the roll speed of the cockpit and the roll angle, then the Coriolis effect during dynamic flight simulation can be reduced.

[0051] When the centrifuge performs the roll motion of the cockpit, the pilot cannot perceive the slight deviation between the longitudinal axis of his own head and feet and the load direction. Therefore, a maximum allowable deviation angle is defined. As long as the difference between the actual roll angle of the cockpit and the theoretically correct rotation angle during the motion always remains within the maximum deviation angle, the pilot will consider the load direction to be correct and continuous. Then, by using this maximum deviation angle to increase the roll angle at the bottom of the load curve and decrease the roll angle at the top of the load curve, it is possible to reduce the roll amplitude and speed of the centrifuge cockpit during dynamic flight simulation, thereby reducing the Coriolis effect in dynamic flight simulation.

[0052] The embodiment of the present invention provides a dynamic flight simulation control system for a manned centrifuge, as Figure 3 shown.

[0053] In this embodiment, a dynamic flight simulation control system for a manned centrifuge that uses a small load offset to reduce the Coriolis effect includes a roll module, an offset module, and a control module. The roll module is used to calculate the cockpit roll angle θ1 when the load direction is consistent with the head-to-foot direction of the human body; the offset module is used to calculate the cockpit offset angle Δθ when the head-to-foot axis of the human body deviates from the load direction without the human body feeling abnormal; the control module finally adds the two angles, the cockpit roll angle θ1 and the cockpit offset angle Δθ, to obtain the final cockpit rotation angle θ2.

[0054] The beneficial effects of the present invention are as follows: The present invention proposes an automatic simulation control system. Compared with the existing technical solutions, the present invention can reduce the roll angle of the centrifuge cockpit without obvious abnormal feelings of the pilot, thereby reducing the Coriolis effect and improving the negative effect during the dynamic flight simulation of the manned centrifuge, which is beneficial for using the manned centrifuge for complex dynamic flight simulation training.

[0055] The roll module is used to obtain the first load that the centrifuge needs to simulate through flight attitude calculation based on the offset of the cockpit joystick, and calculate the cockpit roll angle when the load direction is consistent with the human head-foot axis; the input is the operation amount of the pilot on the cockpit joystick, and the output includes the first load and the cockpit roll angle when the load direction is consistent with the human head-foot direction.

[0056] The roll module includes a cockpit joystick unit, an aircraft model unit, a centrifuge mapping unit, and a roll angle calculation unit.

[0057] The cockpit joystick unit is used to receive the pilot's manipulation of the cockpit joystick in the cockpit, convert the pilot's operation on the cockpit joystick into the operation amounts of pushing and pulling the rod, that is, the forward and backward movement amplitude of the cockpit joystick, to obtain the cockpit joystick offset; and obtain the angle of the cockpit joystick swing.

[0058] In the air, the pilot generally controls the rotational movement (pitch movement and roll movement) of the aircraft through the cockpit joystick, and generally the pitch movement determines the load size of the aircraft. Therefore, by extracting the forward and backward movement amplitude of the cockpit joystick, it is convenient to judge the load size during the movement subsequently.

[0059] The aircraft model unit is used to obtain the flight attitude of the aircraft based on the offset of the cockpit joystick. Specifically, the aircraft model unit is equivalent to a low-pass filter, which can output the flight attitude of the aircraft, including the aircraft load, by inputting the forward and backward movement amplitude of the cockpit joystick. The aircraft model unit can change the internal parameters according to different aircraft models to simulate different aircraft models, such as J-10, J-15, J-20, etc., so that the pilot's operation feeling when operating the centrifuge is close to that of the planned training aircraft model and is closer to the feeling during actual flight. The flight simulation unit is essentially a low-pass filter and can perform a certain time delay, which is beneficial for the present invention to calculate the load at the next moment in advance.

[0060] The centrifuge mapping unit converts the aircraft load in the flight attitude into the first load Gz1 that the centrifuge needs to simulate.

[0061] Due to limitations in mechanical performance, the centrifuge cannot fully simulate the load during flight. Therefore, the flight load needs to be converted into the centrifuge load. The upper and lower limits of the centrifuge load are defaulted to 1.4Gz to 9Gz. For load inputs less than the lower limit, the default output is 1.4Gz; for load inputs greater than the upper limit, the default output is 9Gz; for load inputs between the two, the default original value is output, and the output value is assigned to Gz1.

[0062] The function of this part of the centrifuge mapping unit is as follows: Limited by the mechanical performance of the centrifuge itself, generally, the centrifuge cannot fully simulate the aircraft's load in the air. Therefore, it is necessary to map the aircraft load to the load that the centrifuge needs to simulate, so that the centrifuge with limited performance can simulate the aircraft's load in the air.

[0063] The roll angle calculation unit calculates the cockpit roll angle θ1 through the first load Gz1 that the centrifuge needs to simulate.

[0064] The roll angle calculation unit can convert the first load Gz1 that the centrifuge needs to simulate into the roll angle of the centrifuge. If the centrifuge cockpit rolls according to this roll angle, the direction of the load can be guaranteed to be consistent with the head-foot axis direction.

[0065] The calculation of the cockpit roll angle is shown in formula (1):

[0066] θ1 = cos -1 (1 / Gz1)(1)

[0067] Where θ1 is the cockpit roll angle to be calculated, and Gz1 is the first load that the centrifuge needs to simulate.

[0068] The function of this part of the roll angle calculation unit is: It can quickly obtain the cockpit roll angle required when the load direction is consistent with the head-foot axis, which is convenient for subsequent optimization of the cockpit roll angle.

[0069] The input of the offset module is the angle of the cockpit rocker arm swing, the first load Gz1 that the centrifuge needs to simulate, and the maximum offset angle φ, and the output is the cockpit offset angle Δθ.

[0070] The offset module includes a centrifuge model unit, a preset load calculation unit, an extreme value extraction unit, a filter unit, and a conditional function unit.

[0071] The function of this part is: Through the method of conditional function mapping, the load Gz1 that the centrifuge currently needs to simulate is mapped to the cockpit offset angle Δθ.

[0072] The centrifuge model unit converts the angle of the cockpit rocker arm swing into the second load Gz2 that the centrifuge needs to simulate.

[0073] The function of this part is: During flight, the aircraft's load is mainly determined by the pushing and pulling amplitude of the pilot on the joystick. Therefore, when using a centrifuge to simulate dynamic flight, as long as the angle of the pilot pushing and pulling the joystick is mapped to the load amount that the centrifuge needs to simulate, the load Gz2 that the centrifuge needs to simulate can be quickly obtained, as shown in formula (3):

[0074]

[0075] Among them, is the angle of the cockpit joystick swing, k is the sensitivity coefficient, k is a preset value, with the unit of gz / °, and the value range is 0.1 - 0.5.

[0076] The larger the value of k, the more sensitive it is to the angle of the cockpit joystick swing. The function of k is to quickly convert the angle of the cockpit joystick swing into the load Gz2 that the centrifuge needs to simulate.

[0077] On the other hand, in the roll module, the first load Gz1 that the centrifuge needs to simulate can only be obtained after being processed by the aircraft model unit and the centrifuge mapping unit. Since the aircraft model unit is essentially a low-pass filter, the phase of the first load Gz1 that the centrifuge needs to simulate is slower than the phase of the second load Gz2 that the centrifuge needs to simulate. That is, by this method, the load Gz2 that the centrifuge needs to simulate is obtained in advance.

[0078] The preset load calculation unit takes the maximum offset angle φ as the input and outputs the third load Gz3 through linear relationship calculation.

[0079] Here, φ is the set maximum offset angle, that is, the maximum angle at which the pilot cannot perceive that the load direction is not parallel to the head-foot axis. The magnitude of the third load Gz3 is determined by the magnitude of the maximum offset angle φ. The linear relationship between the two is shown in formula (4):

[0080]

[0081] Among them, the ROUNDUP(, 1) function means rounding up and retaining one decimal place.

[0082] The function of setting the maximum offset angle φ is as follows:

[0083] First, set the maximum offset angle φ so that the offset angle Δθ when the load is less than or equal to 1.4Gz is always φ. In this way, it is equivalent to performing a small roll on the cockpit in advance at the basic load. When the pilot manipulates the joystick to increase the load, the cockpit does not need to start rolling from a 45° roll angle, but from (45 + φ)°, thereby reducing the roll angle and further reducing the Coriolis effect.

[0084] Second, whether the load is rising or falling, make the offset angle of the load deviating from the head-foot axis always maintain between the maximum offset angle φ and the negative value of the maximum offset angle -φ, and it is continuously changing. In this way, the roll angle is reduced under the condition that the human body cannot perceive it, and further the Coriolis effect is reduced.

[0085] At the peak of the load, the angle of the load deviating from the head-foot axis is -φ, that is, the cockpit rolls less by φ, further reducing the roll angle and improving the negative effect caused by the Coriolis phenomenon.

[0086] The maximum offset angle φ value here can be adjusted to any angle between 0° and 15°. The maximum offset angle φ value can be adjusted according to the differences in the centrifuge training objects and training tasks, thereby synchronously realizing the adjustment of the third load Gz3.

[0087] It is set that the maximum offset angle φ value is adjustable, and by adjusting the maximum offset angle φ value, the load parameter Gz3 is adjusted. There are two functions of using the adjustable maximum offset angle φ value:

[0088] First, the maximum offset angle φ values of different groups of people are not the same. For experienced pilots, they are generally more sensitive to the deviation value of the roll angle, so the maximum offset angle φ value should be smaller. While new pilots, flight cadets, and people without flight experience are less sensitive to the deviation of the roll angle and are more likely to have the Coriolis effect. The φ value should be set at a higher value. Therefore, using the adjustable φ value can make the flight simulation more realistic;

[0089] Second, different dynamic flight simulation training contents have different requirements for the accuracy of the roll angle. For dynamic flight simulation tasks with lower loads, higher requirements are placed on the accuracy of the roll angle. For dynamic flight simulation tasks that require frequent and rapid load pulling, the requirements for the accuracy of the roll angle are lower. Moreover, to avoid the termination of the flight task caused by the Coriolis effect, the maximum offset angle φ value can be increased in advance. Therefore, using the adjustable maximum offset angle φ value can make the control system better adapt to different dynamic flight simulation tasks.

[0090] The extreme value unit takes as inputs the second load Gz2 simulated by the centrifuge, the first load Gz1 output by the centrifuge mapping unit, and a parameter value of the third load Gz3, where Gz3 is obtained based on the maximum offset angle. The extreme value unit always outputs the maximum value G among Gz1, Gz2, and Gz3 at the current moment through continuous comparison max , as the initial maximum load value. The value of Gz3 is adjusted between 0° and 15° according to the maximum offset angle φ in actual training, and then the corresponding value of Gz3 is obtained.

[0091] The function of the extreme value unit part is:

[0092] During the load rising stage: when Gz2 > Gz3, it always outputs Gz2; when Gz2 ≤ Gz3, it always outputs Gz3. During the load falling stage: when Gz1 > Gz3, it always outputs Gz1; when Gz1 ≤ Gz3, it always outputs Gz3. This ensures that the output of the extreme value unit is always greater than or equal to Gz3, and when both Gz1 and Gz2 are greater than Gz3, it always outputs the maximum value between Gz1 and Gz2.

[0093] The filter unit is a low-pass filter, which takes the initial maximum load value G output by taking the extreme value and max performs filtering to remove high-frequency components and obtains the maximum load G with high-frequency components removed. max2 .

[0094] The function of the filter unit is to filter the data output by the extreme value unit to remove high-frequency components, so that the motion curve of the load is smoother and convenient for subsequent processing.

[0095] The input of the conditional function unit is the first load Gz1 to be simulated by the centrifuge, the maximum load G with high-frequency components removed, max2 and the maximum offset angle φ, and the output is the cockpit offset angle Δθ. The conditional function is as shown in (5):

[0096]

[0097] This conditional function can be divided into three stages according to the relative magnitudes of the basic load 1.4Gz, the first load Gz1, and the maximum load G max2 :

[0098] 1) When Gz1 ≤ 1.4, the cockpit offset angle is constantly φ, which ensures that the deviation angle remains φ when the load is small, so that the cockpit roll angle is reduced when the load increases subsequently;

[0099] 2) When Gz1 > G max2 , the cockpit offset angle is constantly -φ, which ensures that the deviation angle remains -φ when the load is large. This not only reduces the roll angle at the load peak but also reduces the cockpit roll angle when the load decreases subsequently;

[0100] 3) When 1.4 < Gz1 ≤ G max2 , the cockpit offset angle is This ensures that the deflection angle of the roll angle can change continuously during the process of the load changing towards the peak value, and the pilot in training is not easily aware of the existence of the cockpit offset angle.

[0101] The functions of adopting the conditional function method are as follows:

[0102] First, it makes the present invention easy to be implemented by current general automatic control software because general automatic control software has conditional functions;

[0103] Second, in the actual process of using a centrifuge for load training, as the load increases, the human body will become more and more sensitive to the offset angle of the roll angle. Under ideal conditions, the load amplitude and the cabin offset angle have a linear relationship, but also a nonlinear relationship. The maximum offset angle will decrease as the load increases. Using a conditional function to implement the present invention is conducive to further changing the conditional function, so that the present invention is more in line with the perceptual characteristics of the human body.

[0104] Third, when using a manned centrifuge for dynamic flight simulation, pilots are required to complete extremely dangerous flight maneuvers in the air, and even deliberately create extreme flight conditions such as aircraft loss of control, inverted flight, and tailspins, and then require pilots to respond. The relationship between the load and the maximum deviation angle is changed according to different tasks. The conditional function can be used to flexibly change the relationship between the two according to actual conditions.

[0105] In summary, the conditional function makes the cabin offset angle change slowly and continuously, gradually transitioning from the maximum offset angle φ of the basic load to the negative value of the maximum offset angle -φ at the peak load, thereby ensuring that the load does not change in a step. The conditional function can be used to set the relationship between the load and the offset angle more flexibly.

[0106] The control module takes as input the cockpit roll angle θ1 and the cockpit offset angle Δθ. By adding the offset angle Δθ to the cockpit roll angle θ1, the optimized cockpit roll angle θ2 can be obtained, as shown in formula (6).

[0107] θ2=θ1+Δθ (6)

[0108] In the load rising stage, because Gz2 is smaller than Gz1 in time phase, Gz2>Gz1, which can be divided into two cases:

[0109] In the load stability stage, Gz2 is almost the same as Gz1, so Gz1≈G max2 , at this time Δθ is always -5°.

[0110] In the load drop phase, because Gz2 is smaller than Gz1 in time phase, Gz2<Gz1, which can be divided into two cases:

[0111] In the first case, when Gz1≤1.8Gz, G max and G max2 It is always 1.8Gz. If Gz1≤1.8, the offset angle is always 5°. When Gz1>1.4Gz, the offset angle decreases as Gz1 increases, and the final offset angle Δθ is -5°.

[0112] In the second case, when Gz1>1.8, G max =Gz1,G max2 Close to Gmax , so Gz1≈G max2 , and finally Δθ is approximately -5°.

[0113] In summary, whether the load is rising or falling, when Gz1≤1.4, Δθ is 5°, and the roll angle θ1 of the centrifuge cockpit is 50°, that is, the cockpit always waits for instructions at this angle. When Gz1>1.4, Δθ gradually decreases. When the load of the centrifuge reaches the maximum value, Δθ is -5°, and at this time the roll angle θ1 of the cockpit is 45°.

[0114] In summary, through the above analysis, it can be seen that:

[0115] 1. In the initial stage of load rise, when Gz1≤1.4, Δθ is 5°, and the roll angle θ1 of the centrifuge cockpit is 50°. At this time, the cockpit is waiting for the next instruction, which is equivalent to predicting that the pilot will perform a larger load movement, so as to increase the change of the roll angle at the bottom of the load curve.

[0116] 2. When Gz1>1.4, as the load rises, Δθ gradually decreases, changing from a positive value to a negative value. Finally, at the load peak, Δθ becomes -5°. Since θ1+Δθ=θ2, that is, at the load peak, the amplitude of the cockpit roll angle is reduced by 5°, so as to reduce the change of the roll angle at the top of the load curve peak.

[0117] 3. When Gz1 drops back below 1.4Gz again, Δθ is 5°. Similar to the first case, the roll angle will return to 50° instead of 45°, so as to increase the change of the roll angle at the bottom of the load curve.

[0118] Embodiment 2

[0119] A dynamic flight simulation control method for a manned centrifuge based on the above flight simulation control system, comprising the steps of:

[0120] Step 1, obtaining the first load to be simulated by the centrifuge through flight attitude resolution based on the offset of the cockpit joystick, and calculating the roll angle of the cockpit when the load direction is consistent with the human head-foot axis based on the first load;

[0121] Step 2, obtaining the cockpit offset angle when the human head-foot axis deviates from the load direction based on the first load, the maximum offset angle and the maximum load; wherein, the maximum load is the maximum value among the first load, the second load and the third load, the second load is obtained through the centrifuge model based on the angle of the cockpit joystick swing, and the third load is obtained based on the maximum offset angle;

[0122] Step 3, controlling the cockpit rotation angle to be the sum of the cockpit roll angle and the cockpit offset angle.

[0123] The above method embodiments and system embodiments are based on the same inventive concept and can achieve the same technical effects.

[0124] Those skilled in the art can understand that all or part of the processes of implementing the above method embodiments can be completed by instructing relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium. Among them, the computer-readable storage medium is a disk, an optical disc, a read-only memory, or a random access memory, etc.

[0125] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered by the protection scope of the present invention.

Claims

1. A dynamic flight simulation control system for a manned centrifuge, characterized in that, Comprising: A roll module, configured to obtain a first load to be simulated by the centrifuge through flight attitude calculation based on the offset of the cockpit joystick, and calculate a cockpit roll angle when the load direction is consistent with the human head-foot axis based on the first load; An offset module, configured to obtain a cockpit offset angle at which the human head-foot axis deviates from the load direction based on the first load, the maximum offset angle, and the maximum load; wherein, the maximum load is the maximum value among the first load, the second load, and the third load, the second load is obtained through a centrifuge model based on the angle of the cockpit joystick shake, and the third load is obtained based on the maximum offset angle; A control module, configured to control the cockpit rotation angle to be the sum of the cockpit roll angle and the cockpit offset angle; The offset module includes a conditional function unit, configured to obtain a cockpit offset angle at which the human head-foot axis deviates from the load direction based on the first load, the maximum offset angle, and the maximum load; wherein, the conditional function unit obtains the cockpit offset angle based on the following formula: Among them, Δθ is the cockpit offset angle, φ is the maximum offset angle, Gz1 is the first load simulated by the centrifuge, and G max2 is the maximum load.

2. The manned centrifuge dynamic flight simulation control system according to claim 1, wherein The offset module further includes a preset load calculation unit, configured to convert to obtain the third load based on the maximum offset angle through the following formula: Where Gz3 is the third load, and φ is the maximum offset angle; the ROUNDUP(, 1) function means to retain one decimal place and round up.

3. The manned centrifuge dynamic flight simulation control system according to claim 2, wherein, The offset module further includes a centrifuge model unit, an extreme value extraction unit, and a filter unit; The centrifuge model unit is configured to obtain the angle of the cockpit joystick shake and convert it into a second load simulated by the centrifuge; The extreme value extraction unit outputs the maximum value among the first load simulated by the centrifuge, the second load simulated by the centrifuge, and the third load by continuously comparing them; The filter unit is configured to perform filtering processing on the maximum value output by the extreme value extraction unit to remove high-frequency components and obtain the maximum load value.

4. The dynamic flight simulation control system of a manned centrifuge according to claim 1, characterized in that, The roll module includes a cockpit joystick unit, an aircraft model unit, a centrifuge mapping unit, and a roll angle calculation unit; The cockpit joystick unit is configured to sense the operation amount of the pilot on the cockpit joystick and obtain the offset of the cockpit joystick; The aircraft model unit is configured to obtain the flight attitude of the aircraft based on the offset of the cockpit joystick, wherein the flight attitude includes the aircraft load; The centrifuge mapping unit is configured to convert the aircraft load into a first load simulated by the centrifuge; The roll angle calculation unit calculates and converts the first load simulated by the centrifuge into the cockpit roll angle, ensuring that the direction of the first load simulated by the centrifuge is consistent with the head-foot axis direction.

5. The dynamic flight simulation control system of a manned centrifuge according to claim 4, characterized in that, Comprising: The aircraft model unit is a low-pass filter, and the parameters are replaced according to different aircraft models to simulate different aircraft models.

6. The manned centrifuge dynamic flight simulation control system according to claim 4, wherein The roll angle calculation unit calculates and converts the first load simulated by the centrifuge into the cockpit roll angle through the following formula: θ1 = cos -1 (1 / Gz1) Where θ1 is the cockpit roll angle to be calculated, and Gz1 is the first load to be simulated by the centrifuge.

7. The dynamic flight simulation control system of a manned centrifuge according to claim 4, wherein The centrifuge mapping unit is configured to convert the aircraft load into a first load simulated by the centrifuge, including: When the value of the aircraft load is less than 1.4Gz, the value of the first load simulated by the centrifuge is 1.4Gz; When the value of the aircraft load is greater than 9Gz, the value of the first load simulated by the centrifuge is 9Gz; When the value of the aircraft load is between 1.4 Gz and 9 Gz, the value of the first load simulated by the centrifuge is equal to the value of the aircraft load.

8. The dynamic flight simulation control system of a manned centrifuge according to claim 2, characterized in that Including: The preset range of the maximum offset angle is from 0° to 15°.

9. A dynamic flight simulation control method for a manned centrifuge based on the control system of any one of claims 1-8, characterized in that, Including the following steps: Step 1, obtain the first load to be simulated by the centrifuge through flight attitude calculation based on the offset of the cockpit joystick, and calculate the cockpit roll angle when the load direction is consistent with the human head-foot axis based on the first load; Step 2, obtain the cockpit offset angle at which the human head-foot axis deviates from the load direction based on the first load, the maximum offset angle, and the maximum load; wherein, the maximum load is the maximum value among the first load, the second load, and the third load, the second load is obtained through the centrifuge model based on the angle of the cockpit joystick shake, and the third load is obtained based on the maximum offset angle; Step 3, control the cockpit rotation angle to be the sum of the cockpit roll angle and the cockpit offset angle.

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