A load handling system

Abstract

The present application relates to the technical field of aircraft simulation, and more particularly to a control load system.The control load system provided by the present application comprises a parking brake structure and a main machine system: the parking brake structure is used for providing force feeling and relative displacement of aircraft brakes; the main machine system is connected with the parking brake structure and receives a hardware state signal of the parking brake structure; the main machine system is provided with a simulation machine overall state machine; the simulation machine overall state machine is provided with a plurality of states, and the state machine state is switched according to the hardware state signal of the parking brake structure, so that the parking brake structure is unlocked before being controlled and driven in reverse.The present application avoids unnecessary confrontation between the simulation machine and the control load system thereof when using a real machine part with a hardware locking mechanism, thereby ensuring the safety of the simulation machine installed with the real machine part, reducing the maintenance cost, not requiring any hardware change, and not increasing additional cost.

Description

Technical Field

[0001] This invention relates to the field of aircraft simulation technology, and more specifically, to a control load system with anti-structural resistance function. Background Technology

[0002] Flight simulators certified by the Civil Aviation Administration of China (CAAC) are important tools for reducing pilot training costs, enriching training content, and conducting pilot assessments. To ensure a 1:1 replica of the cockpit environment, all simulators used for training must be approved by the CAAC.

[0003] Under a rigorous approval process, an increasing number of simulator manufacturers are choosing to use refurbished genuine aircraft parts of the same model as simulator components to ensure a 1:1 complete replication of the original aircraft in terms of hardware assembly. These refurbished genuine aircraft parts also include some flight control hardware locking mechanisms, such as parking brake locking mechanisms and gust lock locking mechanisms. Using genuine aircraft parts eliminates the need to design and manufacture these interlocks, thus reducing the manufacturing difficulty of high-end simulators for simulator manufacturers.

[0004] The flight control system hardware interface of the actual aircraft can be modified to connect to the control load system. During normal use by the trained pilot, the control load system provides force simulation, supporting important functions such as mainframe position feedback. Simultaneously, the control load system can automatically perform repositioning and leveling functions on the simulator under the command of the digital pilot, and can also automatically perform overdrive and anti-flight maneuvers on the flight control system during performance testing (Qualification Test Guide, QTG) under the guidance of the digital pilot.

[0005] The intervention of the digital pilot in the simulator causes the control load to overdrive and reverse-drive. During this process, the control load changes mode, and the trainee pilot loses control of the simulator. Simultaneously, the simulator's control position movements become entirely under the digital pilot's control, and the control load actuators will counteract any positional or force commands other than those of the digital pilot, including those from the trainee pilot or certain mechanical components. The magnitude of the counteracting force typically needs to exceed the maximum value of the simulated command force; on some simulator models, this force can reach 150-300 pounds, equivalent to the weight of two adults.

[0006] Because the simulator's brake lock-up or gust lock-up mechanisms are entirely hardware-based and have a passive reset mechanism, the digital pilot's thrust reverser commands do not reset the lock-up mechanisms during repositioning trim or operational performance testing (QTG). Instead, they cause the control load to counteract the hardware lock-up mechanisms. In some cases, the overdrive force generated by the control load actuators may exceed the force that the real simulator's component lock-up mechanisms can withstand, potentially causing damage to simulator components or posing a danger to trainees.

[0007] For simulators equipped with a control load system, control position overrun and reverse steering are essential methods for completing corresponding performance tests. This is also one of the necessary conditions for simulators to pass certification by local civil aviation authorities. Furthermore, control load reverse steering is crucial for some simulators equipped with reversible flight control systems when the IOS (Instructor Console) is repositioned. Digital pilots can use specific methods to reverse-steering the flight control system, bringing the simulated aircraft into aerodynamic neutral trim and automatically achieving a "hands-free" state. This method can significantly reduce the time spent by flight trainees on repositioning and retrimming.

[0008] Currently, the reverse drive technology for manipulating loads is relatively mature, and the manipulating load overdrive reverse drive, repositioning and performance testing (QTG test) of simulators has been widely used in simulators of all levels.

[0009] Although the overrun and reverse drive technology for simulator-controlled loads is relatively mature, there are still many problems with simulator-controlled load overrun when applied to real machines. These problems stem from the fact that real machines typically do not take into account the special functions of simulators, which are never involved in real machine use, and therefore cannot realize these simulator-specific functions.

[0010] These functions include, but are not limited to, the following two points:

[0011] 1) iOS Relocation:

[0012] This feature allows simulated aircraft to quickly and instantly move from one location on the map to another.

[0013] During repositioning, not only are the geographical location and altitude of the simulated aircraft changed, but the anti-flight control system also needs to perform aerodynamic trim. Once trimming is complete, the repositioned aircraft must maintain straight flight without student intervention.

[0014] 2) QTG repositioning and reverse drive:

[0015] QTG relocation is similar to the IOS relocation mentioned above, but the difference is that after QTG relocation, the digital pilot's flight control commands will be seamlessly connected on the timeline.

[0016] The simulator's control load system receives commands from the digital pilot to perform reverse flight control, a method that can replicate specific flight tests. The simulated aircraft adjusts its flight attitude, airspeed, altitude, and other parameters according to these commands. The digital pilot records key flight parameters over a time threshold and compares them with the actual aircraft flight data.

[0017] In summary, the two functions mentioned above can only be achieved in flight simulators. Simulators using real aircraft components as their control system hardware often inherit the interlocking mechanisms from those components. These interlocking mechanisms are essentially hardware isolation, hardware positioning, and hardware jamming; they do not inherently support the overdrive and reverse-drive control of the simulator's control load. When the simulator's control load system is locked by reverse-drive control, it will create a force and motion resistance with the control load system. This resistance can cause unnecessary hardware wear and tear, damage, and even safety hazards. Summary of the Invention

[0018] The purpose of this invention is to provide a load manipulation system that solves the problem of structural conflict between the real machine simulator with hardware locking mechanism and its load manipulation system in the prior art.

[0019] To achieve the above objectives, the present invention provides a load control system, including a parking brake structure and a main unit system:

[0020] The parking brake structure is used to provide the force and relative displacement of the aircraft braking.

[0021] The host system is connected to the parking brake structure and receives hardware status signals from the parking brake structure.

[0022] The host system is configured with an overall state machine for the simulator.

[0023] The simulator's overall state machine has several states set up. The state machine state is switched according to the hardware state signal of the parking brake structure, so that the parking brake structure can be unlocked before overdrive and reverse drive.

[0024] In one embodiment, the overall state machine of the simulator further includes a standby state:

[0025] When the overall state machine of the simulator is in standby mode, the simulator normally accepts operation commands.

[0026] In one embodiment, the overall state machine of the simulator further includes an initialization state, a waiting state, and a digital pilot anti-flight state:

[0027] When the overall state machine of the simulator is in the initialization state, the overall state machine of the simulator implants the simulator initialization parameters according to the initialization method strategy;

[0028] When the overall state machine of the simulator is in a waiting state, it waits for a certain period of time for the operation to be completed if the control and reverse drive requirements are inconsistent, or waits for the control load actuator to automatically release the control lock.

[0029] When the overall state machine of the simulator is in the digital pilot anti-drive state, the overall state machine of the simulator takes over the simulator to perform anti-drive work, and the simulator as a whole enters the over-control state.

[0030] In one embodiment, the initialization strategy includes an iOS relocation initialization strategy.

[0031] QTG relocation initialization strategy and manual QTG relocation initialization strategy.

[0032] In one embodiment, the inconsistency between control and anti-drive requirements prompts includes inconsistencies between flap handle control and anti-drive requirements, and inconsistencies between spoiler handle control and anti-drive requirements.

[0033] In one embodiment, when the simulator's overall state machine is in the initialization state, the simulator's overall state machine determines whether the hardware state of the parking brake structure is locked according to the initialization method strategy. If it is unlocked, the simulator's overall state machine enters the waiting state, does not perform any processing, outputs the hardware normal state, and enters the digital pilot counter-drive state.

[0034] In one embodiment, the parking brake structure includes at least a brake pedal assembly, several linkages, a brake pedal rotation mechanism, and an operating load actuator.

[0035] The control load actuator transmits braking force through the interaction of various linkages with the brake pedal rotation mechanism;

[0036] The control load actuator acquires the processed brake pedal position and transmits it to the host system.

[0037] In one embodiment, when the overall state machine of the simulator is in the initialization state, the overall state machine of the simulator determines whether the hardware state of the parking brake structure is locked according to the initialization method strategy. If it is locked, the overall state machine of the simulator enters the waiting state.

[0038] The simulator's overall state machine issues commands to the control load system, causing the control load system to enter normal mode;

[0039] The simulator's overall state machine sends a virtual force signal to the control load system, causing the brake pedal to move downwards;

[0040] The simulator's overall state machine monitors the hardware status of the parking brake structure in real time.

[0041] If the hardware is locked, the load control system continues to operate in normal mode and continues to apply downward force to the brakes.

[0042] If the hardware status changes to unlocked, the simulator's overall state machine outputs "hardware normal state," leaves the waiting state, and enters the digital pilot anti-drive state.

[0043] In one embodiment, when the overall state machine of the simulator is in the initialization state, the overall state machine of the simulator determines whether the hardware state of the parking brake structure is locked according to the initialization method strategy. If it is locked, the overall state machine of the simulator enters the waiting state.

[0044] The simulator's overall state machine monitors the hardware status of the parking brake structure in real time.

[0045] If the hardware is locked, it remains in a waiting state and continuously monitors the hardware status of the parking brake structure.

[0046] If the hardware status changes to unlocked, the simulator's overall state machine outputs a hardware normal state, leaves the waiting state, and enters the digital pilot anti-drive state.

[0047] In one embodiment, the overall state machine of the simulator further includes an exit state:

[0048] When the overall state machine of the simulator is in the exit state, the simulator gradually exits the over-control state and restores the control parameters within a certain period of time.

[0049] In one embodiment, the overall state machine of the simulator further includes a safety state:

[0050] When the overall state machine of the simulator is in other states, if a fault is encountered, it will enter a safe state.

[0051] When the overall state machine of the simulator is in a safe state, the simulator stops performing the load manipulation actions.

[0052] In one embodiment, the overall state machine of the simulator is equipped with a timer:

[0053] When the simulator's overall state machine is in a waiting state, the timer keeps ticking. If any operation times out, it exits the waiting state and enters a safe state.

[0054] In one embodiment, the host system further includes a host braking simulation module, which calculates and decelerates the simulated aircraft.

[0055] The present invention proposes a control load system with anti-structural conflict function. By using a state machine, it avoids unnecessary conflict between the simulator and its control load system when using real machine parts with hardware locking mechanisms. This ensures the safety of the simulator with real machine parts installed, reduces its risk of damage, and lowers maintenance costs. No hardware changes are required, and no additional costs are incurred. Attached Figure Description

[0056] The above and other features, properties and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features, wherein:

[0057] Figure 1 A front structural schematic diagram of a parking brake structure according to an embodiment of the present invention is disclosed;

[0058] Figure 2 A schematic diagram of the rear structure of a parking brake structure according to an embodiment of the present invention is disclosed;

[0059] Figure 3 A schematic diagram of the brake pedal being depressed according to an embodiment of the present invention is disclosed;

[0060] Figure 4 A schematic diagram showing the downward movement of the parking brake crossbar according to an embodiment of the present invention is disclosed;

[0061] Figure 5 A schematic diagram of a parking brake locking motion according to an embodiment of the present invention is disclosed;

[0062] Figure 6 A schematic diagram of the locking mechanism of a parking brake according to an embodiment of the present invention is disclosed;

[0063] Figure 7 A schematic diagram of the release of the parking brake structure according to an embodiment of the present invention is disclosed;

[0064] Figure 8 A schematic diagram revealing the existing anti-drive control command architecture;

[0065] Figure 9 A schematic diagram of a state machine architecture according to an embodiment of the present invention is disclosed;

[0066] Figure 10 A schematic diagram of the automatic unlocking, stopping, and braking state process according to an embodiment of the present invention is disclosed;

[0067] Figure 11 A schematic diagram of the state machine manual unlocking stop brake state process according to an embodiment of the present invention is disclosed.

[0068] The meanings of the labels in the figures are as follows:

[0069] 1. Right brake pedal;

[0070] 2. Left brake pedal;

[0071] 3. First brake pedal linkage;

[0072] 4. Second brake pedal linkage;

[0073] 5. Brake pedal rotation mechanism;

[0074] 6. Parking brake locking main mechanism;

[0075] 7. Brake pedal rotation mechanism;

[0076] 8. Control load linkage;

[0077] 9. Operate the load actuator;

[0078] 10. Stop brake lever. Detailed Implementation

[0079] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention.

[0080] This invention proposes a load control system with anti-structural resistance function, comprising a parking brake structure and a main unit system:

[0081] The parking brake structure is used to provide the force and relative displacement of the aircraft braking.

[0082] The host system is connected to the parking brake structure and receives hardware status signals from the parking brake structure.

[0083] The host system is equipped with an overall state machine of the simulator, which has several states. The state machine state is switched according to the hardware state signal of the parking brake structure, so that the parking brake structure can be unlocked before overdrive and reverse drive.

[0084] By utilizing the state machine of the host system, and adding wait states and CNIA (Control Not In Agreement) logic windows at appropriate simulator states, a unique simulator-aircraft architecture was designed. This architecture leverages the existing software control architecture of the control load to automatically unlock the hardware of the aircraft components before they are overtaken by anti-aircraft control. This feature aims to ensure that when the aircraft control structure is overtaken by anti-aircraft control, it will not physically conflict with the control load actuators, thereby ensuring the safety and reliability of the simulator equipped with the aircraft components.

[0085] If some aircraft do not have the function of automatically unlocking the hardware lock of the actuator, the simulator is ordered to enter a waiting state before relocation, and a CNIA pop-up window will appear on the IOS screen until the trainee manually unlocks the hardware lock.

[0086] The present invention proposes a control load system with anti-structural conflict function. It uses a set of active or passive software logic to avoid unnecessary conflict between the simulator and its control load system when using real machine parts with hardware locking mechanisms, thereby ensuring that the hardware interlock mechanism will not be damaged and protecting the safety of trainees.

[0087] The parking brake structure includes at least a brake pedal assembly, several linkages, a brake pedal rotation mechanism, and a load-operating actuator.

[0088] In this embodiment, the parking brake structure includes an aircraft brake pedal assembly, two first brake pedal linkages 3, two second brake pedal linkages 4, a brake pedal rotation mechanism 5, a parking brake locking main mechanism 6, a brake pedal rotation mechanism 7, two control load linkages 8, a control load actuator 9, and a parking brake crossbar 10.

[0089] An aircraft brake pedal assembly includes a right brake pedal 1 and a left brake pedal 2.

[0090] The parking brake structure is made entirely of real aircraft parts, and its function is to provide flight trainees with a realistic sense of the force and corresponding displacement of aircraft braking.

[0091] Among them, the two control load actuators 9 interact with the brake pedal rotation mechanism 7 through various linkages to provide the pilot's foot with a braking force sensation;

[0092] Meanwhile, the two load actuators 9 collect the processed brake pedal position information and finally transmit the brake pedal position information to the host system in the form of digital signals via Ethernet communication protocol.

[0093] Furthermore, the main system includes a main braking simulation module, which is capable of performing calculations and implementing braking and deceleration functions for the simulated aircraft.

[0094] Except for the load control actuator and its linkage, this system is entirely composed of real aircraft components, ensuring a 1:1 replication of the real aircraft's braking control system in the simulator. The parking brake locking main mechanism and parking brake crossbar are also real aircraft components, providing pilots with the tactile feedback of parking brake force from a real aircraft.

[0095] The working process of the parking brake structure is as follows:

[0096] S1: Figure 3A schematic diagram of the brake pedal being depressed according to an embodiment of the present invention is shown, such as... Figure 3 As shown, when the pilot needs to use the parking brake, he presses the brake pedal, and the control load system provides an upward force to the brake pedal.

[0097] S2: Figure 4 A schematic diagram illustrating the downward movement of the parking brake lever according to an embodiment of the present invention is shown, such as... Figure 4 As shown, the downward movement of the brake pedal tip is transmitted to the brake pedal rotation mechanism through the linkage, causing the brake pedal rotation mechanism to rotate clockwise, so that the travel of the front parking brake crossbar exceeds the lower end position of the parking brake locking main mechanism block.

[0098] S3: Figure 5 A schematic diagram of a parking brake locking motion according to an embodiment of the present invention is disclosed, such as... Figure 5 As shown, the pilot pulls up the parking brake handle, causing the lower end of the parking brake locking main mechanism block to rotate closer to the parking brake crossbar.

[0099] S4: Figure 6 A schematic diagram of the locking mechanism of a parking brake according to an embodiment of the present invention is disclosed, as follows: Figure 5 As shown, when the pilot releases the brake pedal, the parking brake lever contacts the front slot of the parking brake locking main mechanism block, achieving hardware locking. This parking brake design utilizes the friction between the parking brake lever and the parking brake locking main mechanism block to maintain the lock without any other interference.

[0100] S5: Figure 7 A schematic diagram illustrating the release of a parking brake structure according to an embodiment of the present invention is shown, as follows: Figure 7 As shown, if it is necessary to release the parking brake lock, the pilot only needs to press the brake pedal again. The brake pedal moves downward, the parking brake lever and the parking brake locking main mechanism stop are released, and the parking brake locking main mechanism automatically rotates clockwise under the action of the spring, and finally unlocks.

[0101] Throughout the process described above, the control load actuator consistently provides the pilot with the correct brake pedal feel. When the parking brake locking master mechanism contacts the parking brake lever, a relative force resistance is maintained. Because the brake pedal is not overridden, in normal mode, the resistance force between the control load actuator and the parking brake locking master mechanism is limited and will not damage the mechanism.

[0102] Figure 8 A schematic diagram revealing the existing anti-drive control command architecture, such as... Figure 8As shown, in the existing reverse drive control command architecture, CommandedPosition is the control command, usually sent by the host system. AcuPos is the real-time position of the actuator, usually returned by the processed actuator encoder.

[0103] When the difference between the two positions is multiplied by the clamping stiffness, the product is processed by a limit and used as the input to the FLCU (Force Loop Actuator Control Unit) in the host system, so that the actuator can perform over-control actuation according to a fixed mode.

[0104] As can be seen from existing technology, when an actuator is locked by the actual component locking mechanism, the actuator's position will remain unchanged, while the commanded position will change according to the predetermined program of the host system. Therefore, the difference between the actuator's position and the commanded position will gradually increase over time, and the force multiplied by the fixed rigidity coefficient will also continuously increase until it reaches the preset limit or the bearing capacity of the hardware locking mechanism, which will damage the hardware mechanism.

[0105] If the parking brake mechanism is locked, the simulator will perform operations such as IOS repositioning and QTG repositioning. The brake pedal operating load actuator will overdrive the reverse drive pedal, causing the pedal to generate a force of approximately 150-300 lb to attempt to move upward. This will cause the parking brake crossbar to resist the travel of the operating load motor, resulting in hardware damage.

[0106] To address the aforementioned problems, the present invention proposes a load manipulation system that incorporates an overall state machine of the simulator within the host system.

[0107] The simulator's overall state machine has several states set up. The state machine state is switched according to the hardware state signal of the parking brake structure, so that the parking brake structure can be unlocked before overdrive and reverse drive.

[0108] This state machine can determine whether to enter the next state based on the status of the actual device at different time periods, and the transition between states requires certain preconditions to be met.

[0109] For some locking mechanisms that cannot be automatically unlocked, the status machine will wait for the trainee or instructor to release the flight control interlock in a specific state according to the current flight control status, and display a CNIA (Control Not In Agreement) prompt on the IOS screen, and prompt the simulator instructor or trainee to make the corresponding control settings on the simulator when necessary.

[0110] For simulators equipped with an electrically operated load system, under some of the aforementioned conditions, the host can issue force-sensing commands to the load actuator, which will then automatically activate and release the hardware lock.

[0111] Once the locking mechanism is released, the preconditions for the next state of the state machine will be met, thus transitioning to the next state of the state machine.

[0112] Figure 9 A schematic diagram of a state machine architecture according to an embodiment of the present invention is disclosed, such as... Figure 9 As shown, the overall state machine of the simulator includes the following states:

[0113] The first state is the Standby State.

[0114] The second state is the Initialization State.

[0115] The third state is the Wait State, which is the waiting state.

[0116] The fourth state is the MathPilot State, also known as the digital pilot anti-flight state.

[0117] The 5th state is the Exit State, which is the exit state.

[0118] The sixth state is the Safety State.

[0119] Standby State is the normal state of the simulator. When the simulator's overall state machine is in standby state, the simulator's overall state machine does not take over the control of the simulator. The simulator still accepts operation commands and follows the instructions of trainees or instructors.

[0120] The simulator's overall state machine transitions from standby to initialization.

[0121] In standby state, the simulator receives certain instructions and switches states. These instructions may typically be an instructor touching the iOS touchscreen to initiate relocation, or simulator maintenance personnel starting performance testing through the eQTG (eQTG software) system.

[0122] Due to the input of the state switching command, the simulator's state machine enters the Initialization State, and the state machine begins to control some important simulator parameters, such as position, altitude, and airspeed.

[0123] Initialization State: When the overall state machine of the simulator is in the initialization state, the overall state machine of the simulator implants the simulator initialization parameters according to the initialization method strategy.

[0124] The initialization state includes the following initialization strategies:

[0125] iOS relocation initialization strategy;

[0126] QTG relocation initialization strategy;

[0127] Manual QTG relocation initialization strategy.

[0128] Different initialization strategies determine the different initialization parameters and control parameters embedded in the simulator. For simulators with locking mechanisms, IOS initialization requires the hardware lock to be released before the simulated aircraft repositions to the ground.

[0129] During QTG relocation initialization, the state machine requires that hardware locks be released before QTG relocation begins.

[0130] The simulator's overall state machine transitions from the initialization state to the waiting state.

[0131] Wait State: When the simulator's overall state machine is in the wait state, the simulator's state machine has successfully completed initialization before relocation. The simulator enters the wait state, where it waits for the trainee or instructor to complete the CNIA prompt operation or for the control load actuator to automatically release the control lock for a certain period of time.

[0132] CNIA (Disagreement in Control) prompts include, but are not limited to, flap handle CNIA and spoiler CNIA.

[0133] The simulator's overall state machine transitions from a waiting state to a digital pilot's anti-flight state.

[0134] MathPilot State (Digital Pilot Reverse Drive State): When the overall simulator state machine is in the Digital Pilot Reverse Drive State, the overall simulator state machine takes over the simulator to perform trim or reverse drive operations, and the simulator enters an over-control state.

[0135] Once the waiting state successfully waits until all CNIA prompts are cleared and the simulator's overall state machine is in digital pilot anti-flight mode, the simulator's overall state machine takes over the simulator to perform tasks such as trimming or QTG anti-flight.

[0136] At this point, the simulator will not respond to changes in control made by trainees and instructors within the simulator, and the flight control system with control load will also not respond to the forces input by trainees and instructors to a certain extent, and the simulator as a whole enters an over-control state.

[0137] The simulator's overall state machine transitions from the digital pilot's anti-flight state to the exit state.

[0138] When the simulator's overall state machine is in the Exit State, the simulator gradually exits the over-control state and restores the control parameters within a certain period of time.

[0139] Once the digital pilot completes trim in anti-flight mode, or after completing performance testing, the simulator will exit the mode to prepare for subsequent transition to standby mode.

[0140] In the exit state, the simulator will gradually exit the overridden flight control system within a short period of time and restore the control parameters.

[0141] Safety State: When the simulator's overall state machine is in other states, it enters a safety state if a fault occurs.

[0142] When the overall state machine of the simulator is in a safe state, the simulator stops performing the load manipulation actions.

[0143] If any of the above states prevents the simulator from entering or completing the expected work due to hardware failure, abnormal simulator performance, parameter errors, or other factors, it will automatically enter a safety state to ensure that certain hardware of the simulator is not damaged and to protect the safety of trainees and instructors.

[0144] The simulator's overall state machine transitions from a safe state to a standby state.

[0145] Furthermore, the overall state machine of the simulator is equipped with a timer: when the overall state machine of the simulator is in a waiting state, the timer counts down; if any operation times out, it exits the waiting state and enters a safe state.

[0146] To ensure that the aircraft control structure does not physically antagonize the control load actuators when it is overridden by anti-flight control, this invention uses the aforementioned whole-aircraft state machine. During the second state of the state machine, i.e. the initialization state, the position of the parking brake handle is checked. When the parking brake / gust lock handle is opened, the simulator will enter the waiting state. Correspondingly, in the third state, i.e. the waiting state stage, the control load system temporarily maintains the normal mode, and the parking brake is automatically released by downward action. At this time, no feedback is given to other inputs until the parking brake / gust lock handle is unlocked, the waiting state exit condition is met, or the waiting time expires and the simulator enters the safe state.

[0147] Figure 10 A schematic diagram of the automatic unlocking, stopping, and braking state process according to an embodiment of the present invention is disclosed, such as... Figure 10 As shown, the logical workflow of the overall state machine of the simulator with automatic interlock and gust lock functions in states 2 and 3 is as follows:

[0148] Before relocation begins, the flight instructor issues a command on the IOS to initiate relocation, or the tester automatically or manually starts the QTG test on the eQTG software, and the state machine enters the second stage initialization state.

[0149] During the initialization state, the corresponding relocation initialization strategy is entered based on the source of the relocation, including the IOS relocation initialization strategy or the QTG relocation initialization strategy.

[0150] In this strategy, the state machine uses a hardware interface system to determine whether the hardware state of the parking brake structure is locked. If it is unlocked, the state machine will quickly enter a waiting state without any processing, output the hardware is normal, and then leave the waiting state to enter the digital pilot state.

[0151] If the state is locked, the state machine enters a waiting state and triggers the waiting function of the waiting state.

[0152] In this state, the state machine issues instructions to the load control system, causing the load control system to enter normal mode;

[0153] Subsequently, the state machine sends a virtual force to the control load system, causing the brake pedal to move downwards.

[0154] During this process, the state machine will monitor the hardware status of the parking brake in real time;

[0155] If the hardware remains locked, the operating load continues in normal mode, and the applied downward braking force will continue.

[0156] If the hardware state changes to unlocked, the state machine outputs the hardware normal state, and the state machine leaves the waiting state and enters the digital pilot state.

[0157] In addition, the state machine sets a timer during the waiting state. If the timer expires while any function is executed in this state, the state machine will exit the waiting state and enter a safe state to ensure the safety of the simulator. Otherwise, it will continue to execute the manipulating load actions.

[0158] For simulators that cannot automatically disengage interlocks, such as those using passive spring assemblies to simulate brake pedal force or equipped with passive gust locks, their state machine logic flow is largely the same as that of simulators with automatic unlocking functionality. However, while in the waiting state, these simulators do not automatically apply virtual forces or change the operating load for the interlock and gust lock mechanisms, unlike simulators with automatic unlocking. Instead, the interlocks and gust locks require manual unlocking. In this case, the state machine will display a prompt on the iOS display to guide the user through the unlocking process.

[0159] Figure 11 A schematic diagram of the state machine manual unlocking stop brake state process according to an embodiment of the present invention is disclosed, such as... Figure 11 As shown, when the simulator's overall state machine is in the initialization state, the simulator's overall state machine determines whether the hardware state of the parking brake structure is locked according to the initialization method strategy. If it is unlocked, the state machine will quickly enter the waiting state and will not do any processing. It will output the hardware normal state and then leave the waiting state to enter the digital pilot state.

[0160] If locked, the simulator's overall state machine enters a waiting state;

[0161] The simulator's overall state machine monitors the hardware status of the parking brake structure in real time.

[0162] If the hardware is locked, it remains in a waiting state and continuously monitors the hardware status of the parking brake structure.

[0163] If the hardware status changes to unlocked, the simulator's overall state machine outputs a hardware normal state, leaves the waiting state, and enters the digital pilot anti-drive state.

[0164] The present invention proposes a load control system with anti-structural resistance function, which has the following beneficial effects:

[0165] 1) By adapting the actual aircraft's structural components to the repositioning of the flight simulator, the control and maneuvering requirements were met;

[0166] 2) It ensures the safety of simulators with real machine parts installed, reduces the risk of damage, and thus reduces maintenance costs;

[0167] 3) No hardware changes are required, and no additional costs will be incurred.

[0168] Although the methods described above are illustrated and depicted as a series of actions for the sake of simplicity, it should be understood and appreciated that these methods are not limited by the order of the actions, as some actions may occur in a different order and / or concurrently with other actions from the illustrations and descriptions herein or not illustrated and described herein but which may be understood by those skilled in the art, according to one or more embodiments.

[0169] Those skilled in the art will understand that information, signals, and data can be represented using any of a variety of different techniques and arts. For example, the data, instructions, commands, information, signals, bits, symbols, and chips described throughout the above description can be represented by voltage, current, electromagnetic waves, magnetic fields or magnetic particles, light fields or optical particles, or any combination thereof.

[0170] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps are described above in a generalized manner in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in different ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the invention.

[0171] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0172] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor such that the processor can read and write information to / from the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.

[0173] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality may be stored or transmitted as one or more instructions or code on or through a computer-readable medium. A computer-readable medium includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium accessible to a computer. By way of example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and is accessible to a computer. Any connection is also legitimately referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of a medium. The disks and discs used in this article include compressed discs.

[0174] CDs, laser discs, optical discs, digital multi-purpose discs (DVDs), floppy disks, and Blu-ray discs, where a disk typically reproduces data magnetically, while a disc reproduces data optically using lasers. Combinations of these should also be included within the scope of computer-readable media.

[0175] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not specifically singular and may include plural forms. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0176] The above embodiments are provided for those skilled in the art to implement or use the present invention. Those skilled in the art can make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention. Therefore, the protection scope of the present invention is not limited to the above embodiments, but should be the maximum scope that conforms to the innovative features mentioned in the claims.

Claims

1. A load handling system, comprising: The application relates to a parking brake structure and a main computer system. The parking brake structure is used for providing force feeling and relative displacement of an airplane brake. The main computer system is connected with the parking brake structure and receives a hardware state signal of the parking brake structure. The main computer system sets an overall state machine of a simulator. The overall state machine of the simulator sets a plurality of states, switches the state machine state according to the hardware state signal of the parking brake structure, and makes the parking brake structure release hardware locking before overcontrol and reverse driving. The overall state machine of the simulator further comprises an initialization state, a waiting state and a digital pilot reverse driving state. When the overall state machine of the simulator is in the initialization state, the overall state machine of the simulator implants a simulator initialization parameter according to an initialization mode strategy. When the overall state machine of the simulator is in the initialization state, the overall state machine of the simulator judges whether the hardware state of the parking brake structure is locked according to the initialization strategy. When the overall state machine of the simulator is in the waiting state, the overall state machine of the simulator waits for completion of a prompt operation of inconsistent operation and reverse driving requirements within a certain time or waits for automatic release of operation locking of an operation load actuator. When the overall state machine of the simulator is in the digital pilot reverse driving state, the overall state machine of the simulator takes over the simulator to perform reverse driving work, and the overall state machine of the simulator enters an overcontrol state.

2. The load handling system of claim 1, wherein, The overall state machine of the simulator further comprises a standby state. When the overall state machine of the simulator is in the standby state, the simulator normally receives an operation instruction.

3. The load handling system of claim 1, wherein, The initialization mode strategy comprises an IOS repositioning initialization strategy, a QTG repositioning initialization strategy and a manual QTG repositioning initialization strategy.

4. The load handling system of claim 1, wherein, The operation of inconsistent operation and reverse driving requirements comprises operation of inconsistent operation and reverse driving requirements of a flap handle and operation of inconsistent operation and reverse driving requirements of a spoiler handle.

5. The load handling system of claim 1, wherein, The parking brake structure at least comprises a brake pedal assembly, a plurality of connecting rods, a brake pedal rotating mechanism and an operation load actuator. The operation load actuator interacts with the brake pedal rotating mechanism through the connecting rods to transmit brake force feeling. The operation load actuator collects processed brake pedal positions and transmits the brake pedal positions to the main computer system.

6. The load handling system of claim 5, wherein, When the overall state machine of the simulator is in the initialization state, the overall state machine of the simulator judges whether the hardware state of the parking brake structure is locked according to the initialization strategy. The overall state machine of the simulator sends a virtual force signal to the operation load system to make the brake pedal move downward. The overall state machine of the simulator monitors the hardware state of the parking brake structure in real time. If the hardware state is locked, the operation load system continues to be in the normal mode and continues to apply downward force to the brake. ​ If the hardware state changes to unlock, the simulator overall state machine outputs the hardware normal state, leaves the waiting state, and enters the digital pilot counter-driving state.

7. The load handling system of claim 1, wherein, When the simulator overall state machine is in the initialization state, the simulator overall state machine judges whether the hardware state of the parking brake structure is locked according to the initialization mode strategy, and if the hardware state is locked, the simulator overall state machine enters the waiting state. The simulator overall state machine monitors the hardware state of the parking brake structure in real time. If the hardware state is locked, the waiting state is maintained, and the hardware state of the parking brake structure is continuously monitored. If the hardware state changes to unlock, the simulator overall state machine outputs the hardware normal state, leaves the waiting state, and enters the digital pilot counter-driving state.

8. The load handling system of claim 1, wherein, The simulator overall state machine further comprises an exit state: When the simulator overall state machine is in the exit state, the simulator gradually exits the override state and restores the control parameters within a certain time.

9. The load handling system of claim 1, wherein, The simulator overall state machine further comprises a safety state: When the simulator overall state machine is in other states, if a fault is encountered, the simulator overall state machine enters the safety state. When the simulator overall state machine is in the safety state, the simulator stops executing the control load action.

10. The load handling system of claim 9, wherein, The simulator overall state machine is provided with a timer: When the simulator overall state machine is in the waiting state, the timer is timing, and if any operation times out, the waiting state is exited and the safety state is entered.

11. The load handling system of claim 1, wherein, The host system further comprises a host brake simulation module which brakes and decelerates the simulated aircraft through calculation.

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