Longitudinal trim method, apparatus, device and storage medium for flight simulation device

Abstract

The application provides a longitudinal trimming method and device of a flight simulation device, equipment and a storage medium, and relates to the technical field of flight control and data processing. The method comprises the following steps: in a current trimming period, a first deviation is determined based on a target longitudinal force and an actual longitudinal force of the flight simulation device; if the first deviation is greater than a trimming tolerance, the actual longitudinal force of the flight simulation device is updated based on a selected longitudinal trimming mode, which is used to update the first deviation in a next trimming period, until the updated first deviation is less than or equal to the trimming tolerance, and it is determined that the longitudinal trimming of the flight simulation device is completed. The method provided by the application decouples the original six-degree-of-freedom trimming, can realize the calculation of the longitudinal trimming parameters according to the target longitudinal force of the flight simulation device in the actual flight state in the longitudinal direction in a non-force balance state, and provides multiple trimming mode selections, thereby improving the flexibility of the longitudinal trimming.

Description

Technical Field

[0001] This invention relates to the field of flight control and data processing technology, and in particular to a longitudinal trim method, apparatus, device, and storage medium for a flight simulation device. Background Technology

[0002] During the initialization process of objective testing and verification according to the Qualification Test Guide (QTG), the flight simulator must be balancing in order to ensure that the subsequent state of the flight simulator is controllable or matches the verification data.

[0003] Trimming is a common technique used in the development of flight simulation software. Simply put, trimming refers to achieving a state of force balance in the flight simulation equipment. Traditional trimming methods, such as level flight trimming, assume that the aircraft has no sideslip and achieves a six-degree-of-freedom (longitudinal, lateral, normal, pitch, roll, and yaw) trimming state by adjusting parameters such as the aircraft's attitude, angle of attack, thrust, and control surfaces, given the aircraft's configuration (mass configuration, flap and slat configuration, landing configuration), altitude, and speed.

[0004] However, in practical engineering applications, such as in QTG objective testing, the initial flight state is not strictly balanced (force equilibrium) due to the non-ideal nature of actual flight test data. For QTG objective testing of flight simulators, the goal is to reproduce the actual flight state or trend to ensure the successful completion of the test. Therefore, traditional balancing methods are insufficient to bring flight simulators to the actual flight state. Summary of the Invention

[0005] This invention provides a longitudinal trimming method, apparatus, device, and storage medium for flight simulators, which addresses the shortcomings of existing technologies that make it difficult to put flight simulators into actual flight conditions, and enables flight simulators to quickly trim according to the actual longitudinal flight conditions.

[0006] In a first aspect, the present invention provides a longitudinal trim method for a flight simulation device, the method comprising:

[0007] In the current trim cycle, the first deviation is determined based on the longitudinal force on the target and the actual longitudinal force on the flight simulation equipment.

[0008] If the first deviation is greater than the trim tolerance, the actual longitudinal force of the flight simulator is updated based on the selected longitudinal trim method. This update is used to update the first deviation in the next trim cycle until the updated first deviation is less than or equal to the trim tolerance. Then, the longitudinal trim of the flight simulator is determined to be complete.

[0009] The longitudinal balancing methods include thrust balancing, climb angle balancing, and braking torque balancing.

[0010] Optionally, during the current trim cycle, a first deviation is determined based on the target longitudinal force and the determined actual longitudinal force on the flight simulation equipment, including:

[0011] Before the current trim cycle, the flight parameters of the flight simulation equipment are acquired; the flight parameters include aerodynamic forces, thrust, ground forces, gravity, braking torque, climb angle, angle of attack, and pitch angle.

[0012] Based on the flight parameters of the flight simulation equipment, longitudinal force calculation is performed to determine the current longitudinal force of the flight simulation equipment in the current trim cycle, which is taken as the actual longitudinal force of the flight simulation equipment.

[0013] The first deviation is determined based on the actual longitudinal force on the flight simulation equipment and the longitudinal force on the target; the longitudinal force on the target is determined based on trim requirements or test flight data.

[0014] Optionally, updating the actual longitudinal force of the flight simulator based on the selected longitudinal trim method, for updating the first deviation in the next trim cycle, until the updated first deviation is less than or equal to the trim tolerance, and determining that the longitudinal trim of the flight simulator is complete, includes:

[0015] If the selected longitudinal trim method is thrust trim, then the thrust in the current trim cycle is updated based on the first deviation in the current trim cycle, the thrust change step size in a single trim cycle, and the thrust in the flight parameters of the flight simulator obtained before the current trim cycle.

[0016] If the selected longitudinal trim method is climb angle trim, then the aerodynamic forces in the current trim cycle are updated based on the first deviation in the current trim cycle, the change step size of the climb angle in a single trim cycle, the aerodynamic trim rules, and the climb angle in the flight parameters of the flight simulator obtained before the current trim cycle.

[0017] If the selected longitudinal trim method is braking torque trim, then the ground force in the current trim cycle is updated based on the first deviation in the current trim cycle, the step size of the change in braking torque in a single trim cycle, the ground force trim rule, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trim cycle.

[0018] Based on the adjustment parameters and the gravity in the flight parameters of the flight simulator obtained before the current trim cycle, the longitudinal components under the airframe axis are used to update the current longitudinal force of the flight simulator in the current trim cycle, which is then used as the actual longitudinal force of the flight simulator for trimming in the next trim cycle. The adjustment parameters include one or more selected from the thrust, aerodynamic force, and ground force in the updated current trim cycle, depending on the selected longitudinal trimming method.

[0019] Based on the target longitudinal force and the actual longitudinal force of the flight simulator used for trimming in the next trimming cycle, the first deviation is updated until the updated first deviation is less than or equal to the trimming tolerance, and the longitudinal trimming of the flight simulator is determined to be complete.

[0020] Optionally, if the selected longitudinal trim method is thrust trim, then based on the first deviation in the current trim cycle, the thrust change step size within a single trim cycle, and the thrust in the flight parameters of the flight simulation equipment obtained before the current trim cycle, the thrust is updated in the current trim cycle, including:

[0021] Based on the first deviation in the current trim cycle and the thrust change step size within a single trim cycle, determine the thrust offset in the current trim cycle;

[0022] Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the thrust, and the thrust offset in the current trim cycle, the thrust in the current trim cycle is updated.

[0023] Optionally, if the selected longitudinal trim method is climb angle trim, then based on the first deviation in the current trim cycle, the step size of the climb angle change within a single trim cycle, the aerodynamic trim rules, and the climb angle in the flight parameters of the flight simulation equipment obtained before the current trim cycle, the aerodynamic forces in the current trim cycle are updated, including:

[0024] Based on the first deviation in the current trimming cycle and the step size of the change in the climb angle within a single trimming cycle, determine the climb angle offset in the current trimming cycle;

[0025] Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the climb angle, and the climb angle offset in the current trim cycle, update the climb angle in the current trim cycle.

[0026] Based on the multi-angle relationship and the climb angle in the updated current trim cycle, the angle of attack in the current trim cycle is updated; the multi-angle relationship is the relationship between the angle of attack, pitch angle, and climb angle.

[0027] Based on the aforementioned aerodynamic trim rules, the angle of attack in the current trim cycle is updated, along with the aerodynamic parameters of the flight simulator obtained before the current trim cycle, and the aerodynamic forces in the current trim cycle are updated.

[0028] Optionally, if the selected longitudinal trim method is braking torque trim, then based on the first deviation in the current trim cycle, the step size of the braking torque change within a single trim cycle, the ground force trim rule, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trim cycle, the ground force in the current trim cycle is updated, including:

[0029] Based on the first deviation in the current trimming cycle and the step size of the change in braking torque within a single trimming cycle, the braking torque offset in the current trimming cycle is determined.

[0030] Based on the flight parameters of the flight simulation equipment obtained before the current trim cycle, including the braking torque and the braking torque offset in the current trim cycle, update the braking torque in the current trim cycle.

[0031] The ground force in the current trim cycle is updated based on the braking torque, the speed of the flight simulator, the ground clearance of the flight simulator, and the front wheel deflection angle of the flight simulator in the updated current trim cycle.

[0032] Optionally, the aerodynamic balance rule satisfies the following formula:

[0033] F aero =f1(V,h,α,β,p,q,r,δ) e ,δ a ,δ r ,δ flap ,T,P CG Gear):

[0034] Among them, F aero f1(·) represents the aerodynamic force; V represents the velocity of the flight simulator; h represents the pressure altitude; α and β represent the angle of attack and sideslip angle, respectively; p, q, and r represent the roll rate, pitch rate, and yaw rate, respectively; δ e ,δ a ,δ r These represent elevator deflection, aileron deflection, and rudder deflection, respectively; δ flap Indicates flap deflection angle; T represents thrust; P represents... CG The center of gravity is indicated by "Gear"; the landing gear is indicated by "Gear".

[0035] Secondly, the present invention also provides a longitudinal trim device for a flight simulation device, the device comprising:

[0036] The first processing module is used to determine the first deviation in the current trim cycle based on the longitudinal force on the target and the actual longitudinal force on the flight simulation equipment.

[0037] The second processing module is used to update the actual longitudinal force of the flight simulation equipment based on the selected longitudinal trim method if the first deviation is greater than the trim tolerance. It is used to update the first deviation in the next trim cycle until the updated first deviation is less than or equal to the trim tolerance, and then determine that the longitudinal trim of the flight simulation equipment is completed. The longitudinal trim method includes thrust trim, climb angle trim and braking torque trim.

[0038] Thirdly, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the longitudinal trim method of any of the flight simulators described above.

[0039] Fourthly, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the longitudinal trim method of any of the flight simulators described above.

[0040] The longitudinal trimming method, apparatus, device, and storage medium for flight simulators provided by this invention decouple the original six-degree-of-freedom trimming, enabling independent calculation of the longitudinal direction of the flight simulator. It can calculate the longitudinal trimming parameters based on the target longitudinal force of the flight simulator in actual flight state under non-force equilibrium conditions, and provides multiple trimming methods to improve the flexibility of longitudinal trimming. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0042] Figure 1 This is a flowchart illustrating the longitudinal trimming method for the flight simulation equipment provided in this embodiment of the invention.

[0043] Figure 2 This is a schematic diagram of the machine body axis system provided in an embodiment of the present invention;

[0044] Figure 3 This is a schematic diagram illustrating the implementation process of longitudinal trimming of the flight simulation equipment provided in this embodiment of the invention;

[0045] Figure 4 This is a schematic diagram of the longitudinal trim device of the flight simulation equipment provided in this embodiment of the invention;

[0046] Figure 5 This is a schematic diagram of the structure of the electronic device provided in an embodiment of the present invention. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0048] First, the relevant technical terms used in this invention and the application background they are applied to will be explained:

[0049] The forces experienced by a fixed-wing flight simulator in the air typically include aerodynamic forces, engine thrust / propeller thrust, and gravity. Aerodynamic forces are influenced by flight parameters such as angle of attack, sideslip angle, attitude, and dynamic pressure, as well as factors like the deflection of control surfaces such as elevators, ailerons, rudders, and flaps. Control surface deflection is controlled by the flight control system, and the calculation of the control rate of the flight control system is also related to the current flight state. Engine thrust or propeller thrust is controlled by the engine system, and its calculation is also related to the current flight state.

[0050] Repositioning refers to quickly resetting flight simulator equipment to a specific state, such as a specific altitude or speed, and then starting a specific subject test or training for a specific maneuver.

[0051] QTG objective testing refers to the process of testing and verifying the aircraft performance and handling qualities of flight simulators using validation data (such as flight test data or engineering validation data). During QTG objective testing, in order to match the performance with the validation data, the initial state of the flight simulator must first be consistent with the initial state of the validation data; this process is called the QTG testing initialization process.

[0052] It should be noted that before trim integration, the system's flight status and flight parameters are calculated normally. Trim integration is triggered manually, and the current moment of normal flight parameter calculation is the initial moment of trim calculation. After trim calculation begins, flight parameters not used for trim adjustment will still be calculated normally every cycle.

[0053] For repositioning trim and QTG trim flight simulators, the weight, center of gravity, flap and slat configuration, landing gear configuration, and aircraft position are all manually set fixed states that cannot be automatically adjusted. Therefore, the above parameters cannot be used to adjust trim parameters.

[0054] The following is combined with Figures 1 to 5 This invention describes the longitudinal trimming method, apparatus, equipment, and storage medium of the flight simulation equipment provided in the embodiments of the present invention.

[0055] Figure 1 This is a flowchart illustrating the longitudinal trim method for the flight simulation equipment provided in this embodiment of the invention, as shown below. Figure 1 As shown, the method includes:

[0056] Step 101: In the current trim cycle, determine the first deviation based on the longitudinal force on the target and the actual longitudinal force on the flight simulation equipment.

[0057] Step 102: If the first deviation is greater than or equal to the trim tolerance, then based on the selected longitudinal trim method, update the actual longitudinal force of the flight simulator for use in the next trim cycle to update the first deviation, until the updated first deviation is less than the trim tolerance, and determine that the longitudinal trim of the flight simulator is complete; the longitudinal trim method includes thrust trim, climb angle trim, and braking torque trim; or,

[0058] If the first deviation is less than the trim tolerance, then the longitudinal trim of the flight simulator is determined to be complete.

[0059] Specifically, before accessing the trim system, the flight simulation system will calculate the flight status and flight parameters. The trim process can be triggered manually. The current time of normal flight parameter calculation is the initial time of the trim calculation. After the trim calculation starts, flight parameters not used for trim adjustment will still be calculated normally every cycle.

[0060] In the current trim cycle, the actual longitudinal force on the flight simulator is first determined, which can be based on various flight parameters of the flight simulator obtained before the current trim cycle. Then, based on the actual longitudinal force on the flight simulator and the target longitudinal force determined in the current trim cycle, the difference between the two is determined as the first deviation; the target longitudinal force can be set according to flight test data or scenario requirements (it can be a non-zero state). A non-zero state mainly refers to the fact that the current net longitudinal force on the aircraft is not equal to zero, which is manifested as the aircraft having a non-zero longitudinal acceleration, i.e., a non-force equilibrium state.

[0061] Further comparison of the first deviation and the trim tolerance reveals that if the first deviation is less than or equal to the trim tolerance, it indicates that the actual longitudinal force on the flight simulator during the current trim cycle is basically equal to the longitudinal force on the target, i.e., the longitudinal force on the target in the actual flight state is achieved. The trim tolerance can be set according to the required precision of the trim, and its specific value can be expressed as [-a, a], where a is a positive number.

[0062] If the first deviation is greater than the trim tolerance, it indicates that the simulated aircraft has not yet reached the target longitudinal force. Further adjustments to the aircraft's actual longitudinal force are needed based on this first deviation and the selected longitudinal trim method. This includes adjusting engine thrust, climb angle, and braking torque, etc., until the absolute value of the difference between the adjusted longitudinal force and the target longitudinal force is less than or equal to the trim tolerance. This achieves longitudinal trim of the aircraft simulator. The longitudinal trim methods include thrust trim, climb angle trim, and braking torque trim. Thrust trim, i.e., engine thrust trim, is applicable to all subjects / conditions; climb angle trim is applicable to air subjects / conditions; and braking torque trim is applicable to ground subjects / conditions. Any one or more combinations of these longitudinal trim methods can be selected from this list to adjust the longitudinal force of the flight simulator according to the training subject.

[0063] The longitudinal trim method for flight simulators provided by this invention decouples the original six-degree-of-freedom trim, enabling independent calculation of the longitudinal direction of the flight simulator. This allows for the calculation of longitudinal trim parameters based on the target longitudinal forces acting on the flight simulator in its actual flight state under non-force equilibrium conditions. Furthermore, it provides multiple trim options to improve the flexibility of longitudinal trim.

[0064] Optionally, during the current trim cycle, a first deviation is determined based on the target longitudinal force and the determined actual longitudinal force on the flight simulation equipment, including:

[0065] Before the current trim cycle, the flight parameters of the flight simulation equipment are acquired; the flight parameters include aerodynamic forces, thrust, ground forces, gravity, braking torque, climb angle, angle of attack, and pitch angle.

[0066] Based on the flight parameters of the flight simulation equipment, longitudinal force calculation is performed to determine the current longitudinal force of the flight simulation equipment in the current trim cycle, which is taken as the actual longitudinal force of the flight simulation equipment.

[0067] The first deviation is determined based on the actual longitudinal force on the flight simulation equipment and the longitudinal force on the target; the longitudinal force on the target is determined based on trim requirements or test flight data.

[0068] Specifically, the flight simulation system continuously calculates the mechanical energy flight state and flight parameters. Before the current trim cycle, it acquires the flight parameters of the flight simulation equipment. These parameters specifically include aerodynamic forces, thrust, ground forces, and gravity. It determines the longitudinal components of these aerodynamic forces, thrust, ground forces, and gravity within the aircraft's axisymmetric system. The aircraft axisymmetric system has its origin at the aircraft's center of gravity. The X-axis points forward along the nose within the aircraft's plane of symmetry, the Z-axis points downward perpendicular to the X-axis within the same plane of symmetry, and the Y-axis points to the right perpendicular to the plane of symmetry. Figure 2 As shown.

[0069] Based on the flight parameters of the flight simulator obtained before the current trim cycle, longitudinal force calculations are performed to determine the current longitudinal force of the flight simulator in the current trim cycle, which is taken as the actual longitudinal force of the flight simulator in the current trim cycle. For example, the longitudinal components of aerodynamic force, thrust, ground force, and gravity are weighted and summed, or directly added together, to obtain the actual longitudinal force of the flight simulator in the current trim cycle.

[0070] The first deviation is determined by further considering the actual longitudinal forces on the flight simulator and the longitudinal forces on the target during the current trim cycle.

[0071] Optionally, updating the actual longitudinal force of the flight simulator based on the selected longitudinal trim method, for updating the first deviation in the next trim cycle, until the updated first deviation is less than or equal to the trim tolerance, and determining that the longitudinal trim of the flight simulator is complete, includes:

[0072] If the selected longitudinal trim method is thrust trim, then the thrust in the current trim cycle is updated based on the first deviation in the current trim cycle, the thrust change step size in a single trim cycle, and the thrust in the flight parameters of the flight simulator obtained before the current trim cycle.

[0073] If the selected longitudinal trim method is climb angle trim, then the aerodynamic forces in the current trim cycle are updated based on the first deviation in the current trim cycle, the change step size of the climb angle in a single trim cycle, the aerodynamic trim rules, and the climb angle in the flight parameters of the flight simulator obtained before the current trim cycle.

[0074] If the selected longitudinal trim method is braking torque trim, then the ground force in the current trim cycle is updated based on the first deviation in the current trim cycle, the step size of the change in braking torque in a single trim cycle, the ground force trim rule, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trim cycle.

[0075] Based on the adjustment parameters and the gravity in the flight parameters of the flight simulator obtained before the current trim cycle, the longitudinal components under the airframe axis are used to update the current longitudinal force of the flight simulator in the current trim cycle, which is then used as the actual longitudinal force of the flight simulator for trimming in the next trim cycle. The adjustment parameters include one or more selected from the thrust, aerodynamic force, and ground force in the updated current trim cycle, depending on the selected longitudinal trimming method.

[0076] Based on the target longitudinal force and the actual longitudinal force of the flight simulator used for trimming in the next trimming cycle, the first deviation is updated until the updated first deviation is less than or equal to the trimming tolerance, and the longitudinal trimming of the flight simulator is determined to be complete.

[0077] Specifically, the longitudinal trimming method for flight simulation equipment provided by this invention includes various longitudinal trimming modes, such as thrust trimming, climb angle trimming, and braking torque trimming. Any one or more combinations of these can be selected to adjust the longitudinal forces on the flight simulation equipment, that is, to determine the calculation results of the longitudinal trimming parameters, thereby obtaining the adjusted longitudinal forces. This yields the updated thrust, aerodynamic force, and ground force for the current trimming cycle, which are used for longitudinal trimming of the flight simulation equipment in the next trimming cycle. Based on the updated thrust, aerodynamic force, and ground force for the current trimming cycle, and the gravity included in the flight parameters of the flight simulation equipment obtained before the current trimming cycle, the longitudinal components under the airframe are used to update the current longitudinal forces of the flight simulation equipment in the current trimming cycle, which serve as the actual longitudinal forces of the flight simulation equipment used for trimming in the next trimming cycle.

[0078] For example, if the longitudinal trimming method of thrust trimming is selected, then based on the first deviation in the current trimming cycle and the thrust change step size in a single trimming cycle, the offset or adjustment amount used to adjust the thrust in the current trimming cycle is determined, and the thrust included in the flight parameters of the flight simulator obtained before the current trimming cycle is updated.

[0079] Alternatively, if the longitudinal trimming method of climb angle trimming is selected, then based on the first deviation in the current trimming cycle and the step size of the climb angle change within a single trimming cycle, the offset or adjustment amount used to adjust the climb angle in the current trimming cycle is determined, and combined with the climb angle, which is included in the flight parameters of the flight simulator obtained before the current trimming cycle, and the aerodynamic trimming rules, the aerodynamic forces in the current trimming cycle are updated.

[0080] Alternatively, if the longitudinal trimming method of braking torque trimming is selected, then based on the first deviation in the current trimming cycle and the step size of the change in braking torque within a single trimming cycle, the offset or adjustment amount used to adjust the braking torque in the current trimming cycle is determined, and combined with the braking torque included in the flight parameters of the flight simulation equipment obtained before the current trimming cycle, as well as the ground force trimming rules, the ground force in the current trimming cycle is updated.

[0081] Alternatively, a combination of several of the above-mentioned thrust trimming, climb angle trimming, and braking torque trimming can be selected. In the case of a combination, each individual longitudinal trimming method is performed in the same way as described above.

[0082] Based on one or more of the aforementioned longitudinal trimming methods, determine one or more of the thrust, aerodynamic force, and ground force in the updated current trimming cycle. Combined with the gravity, thrust, aerodynamic force, and ground force included in the flight parameters of the flight simulator obtained before the current trimming cycle, and their longitudinal components under the airframe axis, determine the actual longitudinal force on the flight simulator used for trimming in the next trimming cycle. That is, if any or more of the thrust, aerodynamic force, and ground force in the flight parameters of the current trimming cycle change, then based on the changed flight parameters and other unchanged flight parameters, determine the current longitudinal force on the flight simulator in the current trimming cycle based on their longitudinal components under the airframe axis, which serves as the actual longitudinal force on the flight simulator used for trimming in the next trimming cycle. For example, if only thrust trim is selected, and the thrust in the flight parameters for the corresponding trim cycle is updated, then based on the updated thrust, and the longitudinal components of aerodynamic forces, ground forces, and gravity in the flight parameters obtained before the current trim cycle, respectively, under the airframe axis, the current longitudinal force on the flight simulator in the current trim cycle is determined, and this becomes the actual longitudinal force on the flight simulator used for trimming in the next trim cycle. If three longitudinal trim methods are selected, and the aerodynamic forces, thrust, and ground forces in the flight parameters for the corresponding current trim cycle are all updated, then based on the updated aerodynamic forces, thrust, ground forces, and the longitudinal components of gravity in the flight parameters obtained before the current trim cycle, respectively, under the airframe axis, the current longitudinal force on the flight simulator in the current trim cycle is determined, and this becomes the actual longitudinal force on the flight simulator used for trimming in the next trim cycle.

[0083] Determine the difference between the target longitudinal force and the actual longitudinal force of the flight simulator used for trimming in the next trimming cycle, update the first deviation with the difference, until the updated first deviation is less than or equal to the trimming tolerance, and determine that the longitudinal trimming of the flight simulator is complete.

[0084] Optionally, if the selected longitudinal trim method is thrust trim, then based on the first deviation in the current trim cycle, the thrust change step size within a single trim cycle, and the thrust in the flight parameters of the flight simulation equipment obtained before the current trim cycle, the thrust is updated in the current trim cycle, including:

[0085] Based on the first deviation in the current trim cycle and the thrust change step size within a single trim cycle, determine the thrust offset in the current trim cycle;

[0086] Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the thrust, and the thrust offset in the current trim cycle, the thrust in the current trim cycle is updated.

[0087] Specifically, if the longitudinal trimming method of thrust trimming is selected, based on the first deviation in the current trimming cycle, the corresponding formula can be expressed as F. x -F target F x F represents the actual longitudinal force on the flight simulator during the current trim cycle. target This indicates that the target is subjected to longitudinal forces.

[0088] Based on the first deviation in the current trim cycle and the step size of the climb angle change within a single trim cycle, the thrust offset in the current trim cycle is determined; the corresponding formula can be expressed as ΔF. thrust =c1·(F x -F target ), where ΔF thrust c1 represents the thrust offset in the current trim cycle; c1 represents the step size of the climb angle change within a single trim cycle. This step size c1 can be a fixed value or a value that increases or decreases according to a certain pattern.

[0089] Based on the thrust obtained within the current trim cycle and the thrust offset within the current trim cycle, the thrust in the current trim cycle is updated; the corresponding formula can be expressed as F. thrust =ΔF thrust +F thrust_last , of which F thrust_last This indicates the thrust included in the flight parameters acquired by the flight simulator prior to the current trim cycle; that is, the thrust determined in the previous trim cycle; ΔF thrust Indicates the thrust offset during the current trim cycle; F thrust This represents the thrust in the updated current trim cycle. Further determine F. thrust The longitudinal component under the fuselage axis, i.e., the longitudinal component F of the thrust used for trimming in the updated current trim cycle. thrust_x .

[0090] Optionally, if the selected longitudinal trim method is climb angle trim, then based on the first deviation in the current trim cycle, the step size of the climb angle change within a single trim cycle, the aerodynamic trim rules, and the climb angle in the flight parameters of the flight simulation equipment obtained before the current trim cycle, the aerodynamic forces in the current trim cycle are updated, including:

[0091] Based on the first deviation in the current trimming cycle and the step size of the change in the climb angle within a single trimming cycle, determine the climb angle offset in the current trimming cycle;

[0092] Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the climb angle, and the climb angle offset in the current trim cycle, update the climb angle in the current trim cycle.

[0093] Based on the multi-angle relationship and the climb angle in the updated current trim cycle, the angle of attack in the current trim cycle is updated; the multi-angle relationship is the relationship between the angle of attack, pitch angle, and climb angle.

[0094] Based on the aforementioned aerodynamic trim rules, the angle of attack in the current trim cycle is updated, along with the aerodynamic parameters of the flight simulator obtained before the current trim cycle, and the aerodynamic forces in the current trim cycle are updated.

[0095] Specifically, based on the first deviation in the current trimming cycle and the step size of the climb angle change within a single trimming cycle, the climb angle offset in the current trimming cycle is determined; the corresponding formula can be expressed as Δγ=c2·(F x -F target ), where Δγ represents the climb angle offset in the current trim cycle; c2 represents the step size of the climb angle change in a single trim cycle. This step size c2 can be a fixed value or a value that increases or decreases according to a certain pattern.

[0096] Based on the climb angle included in the flight parameters of the flight simulator obtained before the current trim cycle, and the climb angle offset in the current trim cycle, the climb angle in the current trim cycle is updated; the corresponding formula can be expressed as: γ = γ last +Δγ, where γ last The flight parameters of the flight simulator acquired before the current trim cycle include the climb angle; Δγ represents the climb angle offset in the current trim cycle; γ represents the climb angle in the updated current trim cycle.

[0097] Based on the multi-angle relationship and the climb angle in the updated current trim cycle, the angle of attack in the current trim cycle is updated; the corresponding formula can be expressed as: α=θ-γ, where θ is the pitch angle included in the flight parameters of the flight simulator obtained before the current trim cycle; α represents the angle of attack in the updated current trim cycle.

[0098] Based on the aforementioned aerodynamic trim rules, the updated angle of attack in the current trim cycle, and the aerodynamic parameters of the flight simulator obtained before the current trim cycle, the aerodynamic forces used for trimming in the current trim cycle are updated. The corresponding formula can be expressed as: F aero =f1(V,h,α,β,p,q,r,δ) e ,δ a ,δ r ,δ flap ,T,P CG (Gear);

[0099] in,

[0100] In the formula, F aero The aerodynamic force is represented by f1(·); the aerodynamic force calculation function is represented by V; the air pressure altitude is represented by h; α and β represent the angle of attack and sideslip angle, respectively; p, q, and r represent the roll rate, pitch rate, and yaw rate, respectively; δ e ,δ a ,δ r These represent elevator deflection, aileron deflection, and rudder deflection, respectively; δ flap The flap deflection angle is represented by T; the thrust is represented by T = |F|. thrust |;P CG Indicates the center of gravity; Gear indicates the landing gear position; F aero_x F represents the aerodynamic force exerted on the flight simulator along the X-axis within the aircraft's axis of reference. aero_y F represents the aerodynamic force exerted on the flight simulator along the Y-axis within the aircraft's axis of reference. aero_z M represents the aerodynamic force exerted on the flight simulator along the Z-axis within the aircraft's axis of reference. aero_x M represents the torque of the aerodynamic force acting on the flight simulator in the X-axis direction within the aircraft's axis system. aero_y M represents the torque of the aerodynamic force acting on the flight simulator in the Y-axis direction within the aircraft's axis system. aero_z This represents the torque of the aerodynamic force acting on the flight simulator in the Z-axis direction within the aircraft's axis system.

[0101] Further determine F aero The longitudinal component under the body axis, that is, the longitudinal component F of the aerodynamic force in the updated current trim cycle. aero_x .

[0102] Optionally, if the selected longitudinal trim method is braking torque trim, then based on the first deviation in the current trim cycle, the step size of the braking torque change within a single trim cycle, the ground force trim rule, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trim cycle, the ground force in the current trim cycle is updated, including:

[0103] Based on the first deviation in the current trimming cycle and the step size of the change in braking torque within a single trimming cycle, the braking torque offset in the current trimming cycle is determined.

[0104] Based on the flight parameters of the flight simulation equipment obtained before the current trim cycle, including the braking torque and the braking torque offset in the current trim cycle, update the braking torque in the current trim cycle.

[0105] The ground force in the current trim cycle is updated based on the braking torque, the speed of the flight simulator, the ground clearance of the flight simulator, and the front wheel deflection angle of the flight simulator in the updated current trim cycle.

[0106] Specifically, based on the first deviation in the current trimming cycle and the step size of the braking torque change within a single trimming cycle, the braking torque offset in the current trimming cycle is determined; this can be expressed as: ΔT brake =c3·(F x -F target ), where ΔT brake c3 represents the braking torque offset in the current trimming cycle; c3 represents the step size of the braking torque change within a single trimming cycle. This step size c3 can be a fixed value or a value that increases or decreases according to a certain pattern.

[0107] Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the braking torque and the braking torque offset used for trimming in the current trim cycle, the braking torque in the current trim cycle is updated; this can be expressed as: T brake =T brake_last +ΔT brake , among which, T brake_last This indicates the braking torque included in the flight parameters of the flight simulator acquired before the current trim cycle, i.e., the braking torque of the flight simulator acquired in the previous trim cycle; ΔT brake T represents the braking torque offset during the current trim cycle. brake This indicates the braking torque in the current trim cycle after the update.

[0108] Based on the updated braking torque, the flight simulator's speed, the flight simulator's ground clearance, and the flight simulator's front wheel deflection angle in the current trim cycle, the ground force in the current trim cycle is updated. This can be expressed as F. ground =f2(T brake ,V,HAT,ω), where,F ground f2(·) represents the ground force used for balancing in the updated current balancing cycle; f2(·) represents the ground force calculation function; T brake This represents the braking torque in the updated current trim cycle; V represents the speed of the flight simulator acquired before the current trim cycle; HAT represents the ground clearance of the flight simulator acquired before the current trim cycle; ω represents the front wheel deflection angle of the flight simulator acquired before the current trim cycle. Further determine F... ground The longitudinal component under the body axis system, that is, the longitudinal component F of the ground force in the updated current trim cycle. ground_x .

[0109] Based on the updated thrust, aerodynamic force, and ground force used for trim, and the gravity of the flight simulator obtained before the current trim cycle, the longitudinal components of these components under the airframe axis are used to update the actual longitudinal forces on the flight simulator used for trim in the current trim cycle; the corresponding formula can be expressed as:

[0110] F x_next =F aero_x +F thrust_x +F ground_x +G x ;

[0111] Among them, F x_next This indicates the actual longitudinal force on the flight simulator in the updated current trim cycle; F aero_x F represents the longitudinal component of the aerodynamic force in the updated current trim cycle. thrust_x F represents the longitudinal component of the thrust in the updated current trim cycle. ground_x G represents the longitudinal component of the ground force in the updated current trim cycle. x This represents the longitudinal component of the gravity of the flight simulator obtained before the current trim cycle.

[0112] Of course, depending on the selected longitudinal trim method, the force parameters that change in the flight parameters of the flight simulator in the updated current trim cycle may be different. For example, if thrust trim is selected, only the thrust may change in the updated flight parameters. In this case, the actual longitudinal force on the flight simulator can be expressed by the formula:

[0113] F x_next =F aero_last_x +F thrust_x +F ground_last_x +G x

[0114] Among them, F x_next This indicates the actual longitudinal force on the flight simulator in the updated current trim cycle; F aero_last_x F represents the longitudinal component of the aerodynamic force of the flight simulator acquired before the current trim cycle. thrust_x F represents the longitudinal component of the thrust in the updated current trim cycle. ground_last_x G represents the longitudinal component of the ground force of the flight simulator acquired before the current trim cycle. x This represents the longitudinal component of the gravity of the flight simulator obtained before the current trim cycle.

[0115] If two trim methods are selected and the two flight parameters corresponding to the trim methods in the above flight parameters are updated, then the current longitudinal force of the flight simulation equipment in the updated current trim cycle is determined in a similar manner as described above, and used as the actual longitudinal force of the flight simulation equipment in the next trim cycle.

[0116] If, in the next trim cycle, the actual longitudinal force on the flight simulator used for trimming deviates from the target longitudinal force by a first deviation greater than the trim tolerance, then the steps described above for updating the actual longitudinal force on the flight simulator based on the selected longitudinal trimming method are repeated. If, in the next trim cycle, the actual longitudinal force on the flight simulator used for trimming deviates from the target longitudinal force by a first deviation less than or equal to the trim tolerance, then the longitudinal trimming of the flight simulator is considered complete.

[0117] The longitudinal trim method for flight simulators provided by this invention decouples the original six-degree-of-freedom trim, enabling independent calculation of the longitudinal direction of the flight simulator. This allows for the calculation of longitudinal trim parameters based on the target longitudinal forces acting on the flight simulator in its actual flight state under non-force equilibrium conditions. Furthermore, it provides multiple trim options to improve the flexibility of longitudinal trim.

[0118] Figure 3 This is a schematic diagram illustrating the implementation process of longitudinal trimming of the flight simulation equipment provided in this embodiment of the invention, as shown below. Figure 3 As shown, it includes:

[0119] Step 301: Based on flight test data or scenario requirements, set the target's longitudinal force state (which can be non-zero) and obtain the target's longitudinal force F. target ;

[0120] Step 302: Apply the current longitudinal force F x and the target force F target The deviation is calculated, and the longitudinal force deviation is F. x -F target If the longitudinal force deviation is less than the tolerance, the balancing is considered complete; if the longitudinal force deviation is greater than the tolerance, the balancing parameter calculation continues.

[0121] Step 303: Select the balancing method. If thrust balancing is selected, proceed to step 304; if climb angle balancing is selected, proceed to step 305; if braking torque balancing is selected, proceed to step 306. The selected balancing method will not be changed during the balancing calculation.

[0122] Step 304: Calculate the thrust offset ΔF based on the longitudinal force deviation. thrust In the previous cycle, the thrust F thrust_last Based on this, the thrust offset is superimposed to calculate the thrust of the current cycle, and then proceed to step 307; the corresponding formula is: F thrust =ΔF thrust +F thrust_last In the formula, ΔF thrust =c1·(F x -F target c1 is the thrust change step size per cycle.

[0123] Step 305: Based on the longitudinal force deviation, calculate the climb angle offset. Add the climb angle offset to the climb angle of the previous cycle to calculate the climb angle of the current cycle. Calculate the current angle of attack based on the relationship between the climb angle, pitch angle, and angle of attack. Then calculate the aerodynamic forces for the current cycle based on the angle of attack and other parameters calculated during normal flight. Proceed to step 307. The corresponding formula is: F aero = f(α,x1,…,x) n );or

[0124] F aero =f(V,h,α,β,p,q,r,δ) e ,δ a ,δ r ,δ flap ,T,P CG (Gear);

[0125] In the formula, δ represents the aerodynamic forces and moments acting on the aircraft in the six degrees of freedom of the fuselage axis; V represents velocity; h represents pressure altitude; α and β represent angle of attack and sideslip angle, respectively; p, q, and r represent roll rate, pitch rate, and yaw rate, respectively; δ e ,δ a ,δr These represent elevator deflection, aileron deflection, and rudder deflection, respectively; δ flap Indicates flap deflection angle; T represents thrust; P represents... CG Indicates the center of gravity; Gear indicates the landing gear position.

[0126] For an angle of attack α, the following equation holds: α = θ - γ; where θ is the pitch angle and γ is the climb angle. The corresponding formula is: γ = γ last +Δγ; where, Δγ=c2·(F x -F target c2 is the step size of the climb angle change per cycle.

[0127] Step 306: Based on the longitudinal force deviation, calculate the braking torque offset. Add the braking torque offset to the braking torque value of the previous cycle to calculate the braking torque for the current cycle, and then calculate the ground force for the current cycle; then proceed to step 307; the corresponding formula is: F ground =f2(T brake ,y1,…,y m ); or F ground =f2(T brake ,V,HAT,ω);

[0128] In the formula, This represents the forces and moments in the six degrees of freedom acting on the aircraft along the fuselage axis; f2(·) represents the ground force calculation function, T brake Where y1 is the braking torque, V is the aircraft speed, HAT is the altitude above the ground, and ω is the front wheel deflection angle; y1,…,y m To calculate other parameters related to ground forces.

[0129] Step 307: Calculate the current longitudinal forces on the aircraft based on aerodynamic, thrust, ground force, and gravity parameters; the corresponding formula is:

[0130] F x =F aero_x +F thrust_x +F ground_x +G x ;

[0131] Among them, F x F is the longitudinal component of the net force acting on the aircraft along the fuselage axis. aero_x F represents the longitudinal component of the aerodynamic force along the body axis. thrust_x F is the longitudinal component of the thrust along the fuselage shaft system. ground_x G represents the longitudinal component of the ground force along the body axis. x This represents the longitudinal component of gravity under the machine body axis; return to step 302 and recalculate the longitudinal force deviation until the balancing tolerance is met.

[0132] The longitudinal trim device of the flight simulation equipment provided by the present invention is described below. The longitudinal trim device of the flight simulation equipment described below and the longitudinal trim method of the flight simulation equipment described above can be referred to in correspondence.

[0133] Figure 4 This is a schematic diagram of the longitudinal trim device of the flight simulation equipment provided in an embodiment of the present invention, as shown below. Figure 4 As shown, the device includes:

[0134] The first processing module 410 is used to determine the first deviation in the current trim cycle based on the longitudinal force on the target and the actual longitudinal force on the flight simulation equipment.

[0135] The second processing module 420 is used to update the actual longitudinal force of the flight simulation equipment based on the selected longitudinal trimming method if the first deviation is greater than the trimming tolerance. It is used to update the first deviation in the next trimming cycle until the updated first deviation is less than or equal to the trimming tolerance, and then determine that the longitudinal trimming of the flight simulation equipment is completed. The longitudinal trimming method includes thrust trimming, climb angle trimming and braking torque trimming.

[0136] In an exemplary embodiment, the first processing module 410 described above can be specifically used to: acquire the flight parameters of the flight simulation device before the current trim cycle; the flight parameters include aerodynamic force, thrust, ground force, gravity, braking torque, climb angle, angle of attack, and pitch angle;

[0137] Based on the flight parameters of the flight simulation equipment, longitudinal force calculation is performed to determine the current longitudinal force of the flight simulation equipment in the current trim cycle, which is taken as the actual longitudinal force of the flight simulation equipment.

[0138] The first deviation is determined based on the actual longitudinal force on the flight simulation equipment and the longitudinal force on the target; the longitudinal force on the target is determined based on trim requirements or test flight data.

[0139] Furthermore, the second processing module 420 described above can specifically be used for:

[0140] The step of updating the actual longitudinal force of the flight simulator based on the selected longitudinal trim method, and using this update to update the first deviation in the next trim cycle, until the updated first deviation is less than or equal to the trim tolerance, and determining that the longitudinal trim of the flight simulator is complete, includes:

[0141] If the selected longitudinal trim method is thrust trim, then the thrust in the current trim cycle is updated based on the first deviation in the current trim cycle, the thrust change step size in a single trim cycle, and the thrust in the flight parameters of the flight simulator obtained before the current trim cycle.

[0142] If the selected longitudinal trim method is climb angle trim, then the aerodynamic forces in the current trim cycle are updated based on the first deviation in the current trim cycle, the change step size of the climb angle in a single trim cycle, the aerodynamic trim rules, and the climb angle in the flight parameters of the flight simulator obtained before the current trim cycle.

[0143] If the selected longitudinal trim method is braking torque trim, then the ground force in the current trim cycle is updated based on the first deviation in the current trim cycle, the step size of the change in braking torque in a single trim cycle, the ground force trim rule, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trim cycle.

[0144] Based on the adjustment parameters and the gravity in the flight parameters of the flight simulator obtained before the current trim cycle, the longitudinal components under the airframe axis are used to update the current longitudinal force of the flight simulator in the current trim cycle, which is then used as the actual longitudinal force of the flight simulator for trimming in the next trim cycle. The adjustment parameters include one or more selected from the thrust, aerodynamic force, and ground force in the updated current trim cycle, depending on the selected longitudinal trimming method.

[0145] Based on the target longitudinal force and the actual longitudinal force of the flight simulator used for trimming in the next trimming cycle, the first deviation is updated until the updated first deviation is less than or equal to the trimming tolerance, and the longitudinal trimming of the flight simulator is determined to be complete.

[0146] In an exemplary embodiment, when the selected longitudinal trimming method is thrust trimming, the second processing module 420 updates the thrust in the current trimming cycle based on the first deviation in the current trimming cycle, the thrust change step size within a single trimming cycle, and the thrust in the flight parameters of the flight simulation equipment obtained before the current trimming cycle. Specifically, this process is used to:

[0147] Based on the first deviation in the current trim cycle and the thrust change step size within a single trim cycle, determine the thrust offset in the current trim cycle;

[0148] Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the thrust, and the thrust offset in the current trim cycle, the thrust in the current trim cycle is updated.

[0149] In an exemplary embodiment, if the selected longitudinal trimming method is climb angle trimming, the second processing module 420, in the process of updating the aerodynamic forces in the current trimming cycle based on the first deviation in the current trimming cycle, the step size of the climb angle change within a single trimming cycle, the aerodynamic trimming rules, and the climb angle in the flight parameters of the flight simulation equipment obtained before the current trimming cycle, is specifically used for:

[0150] Based on the first deviation in the current trimming cycle and the step size of the change in the climb angle within a single trimming cycle, determine the climb angle offset in the current trimming cycle;

[0151] Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the climb angle, and the climb angle offset in the current trim cycle, update the climb angle in the current trim cycle.

[0152] Based on the multi-angle relationship and the climb angle in the updated current trim cycle, the angle of attack in the current trim cycle is updated; the multi-angle relationship is the relationship between the angle of attack, pitch angle, and climb angle.

[0153] Based on the aforementioned aerodynamic trim rules, the angle of attack in the current trim cycle is updated, along with the aerodynamic parameters of the flight simulator obtained before the current trim cycle, and the aerodynamic forces in the current trim cycle are updated.

[0154] In an exemplary embodiment, if the selected longitudinal trimming method is braking torque trimming, the second processing module 420, in the process of updating the ground force in the current trimming cycle based on the first deviation in the current trimming cycle, the step size of the braking torque change within a single trimming cycle, the ground force trimming rules, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trimming cycle, is specifically used for:

[0155] Based on the first deviation in the current trimming cycle and the step size of the change in braking torque within a single trimming cycle, the braking torque offset in the current trimming cycle is determined.

[0156] Based on the flight parameters of the flight simulation equipment obtained before the current trim cycle, including the braking torque and the braking torque offset in the current trim cycle, update the braking torque in the current trim cycle.

[0157] The ground force in the current trim cycle is updated based on the braking torque, the speed of the flight simulator, the ground clearance of the flight simulator, and the front wheel deflection angle of the flight simulator in the updated current trim cycle.

[0158] In an exemplary embodiment, the aerodynamic balancing rule satisfies the following formula:

[0159] F aero =f1(V,h,α,β,p,q,r,δ) e ,δ a ,δ r ,δ flap ,T,P CG Gear):

[0160] Among them, F aero f1(·) represents the aerodynamic force; V represents the velocity of the flight simulator; h represents the pressure altitude; α and β represent the angle of attack and sideslip angle, respectively; p, q, and r represent the roll rate, pitch rate, and yaw rate, respectively; δ e ,δ a ,δ r These represent elevator deflection, aileron deflection, and rudder deflection, respectively; δ flap Indicates flap deflection angle; T represents thrust; P represents... CG The center of gravity is indicated by "Gear"; the landing gear is indicated by "Gear".

[0161] Therefore, the longitudinal trim device for flight simulation equipment provided in this embodiment of the invention decouples the original six-degree-of-freedom trim, enabling independent calculation of the longitudinal direction of the flight simulation equipment. This allows for the calculation of longitudinal trim parameters based on the target longitudinal force of the flight simulation equipment in actual flight conditions under non-force equilibrium conditions, and provides multiple trim options to improve the flexibility of longitudinal trim.

[0162] Figure 5 This is a schematic diagram of the structure of the electronic device provided in the embodiment of the present invention, such as... Figure 5 As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communication interface 520, and the memory 530 communicate with each other via the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute the longitudinal trim method of the flight simulator, which includes:

[0163] In the current trim cycle, the first deviation is determined based on the longitudinal force on the target and the actual longitudinal force on the flight simulation equipment.

[0164] If the first deviation is greater than the trim tolerance, the actual longitudinal force of the flight simulator is updated based on the selected longitudinal trim method. This update is used to update the first deviation in the next trim cycle until the updated first deviation is less than or equal to the trim tolerance. The longitudinal trim of the flight simulator is then determined to be complete. The longitudinal trim methods include thrust trim, climb angle trim, and braking torque trim.

[0165] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0166] On the other hand, the present invention also provides a computer program product, the computer program product including a computer program, the computer program being able to be stored on a non-transitory computer-readable storage medium, the computer program being executed by a processor, the computer being able to execute the longitudinal trim method for the flight simulator provided by the above methods, the method including: in the current trim cycle, determining a first deviation based on the target longitudinal force and the determined actual longitudinal force of the flight simulator;

[0167] If the first deviation is greater than the trim tolerance, the actual longitudinal force of the flight simulator is updated based on the selected longitudinal trim method. This update is used to update the first deviation in the next trim cycle until the updated first deviation is less than or equal to the trim tolerance. The longitudinal trim of the flight simulator is then determined to be complete. The longitudinal trim methods include thrust trim, climb angle trim, and braking torque trim.

[0168] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a longitudinal trimming method for a flight simulator provided by the methods described above, the method comprising: determining a first deviation in the current trimming cycle based on the target longitudinal force and the determined actual longitudinal force of the flight simulator;

[0169] If the first deviation is greater than the trim tolerance, the actual longitudinal force of the flight simulator is updated based on the selected longitudinal trim method. This update is used to update the first deviation in the next trim cycle until the updated first deviation is less than or equal to the trim tolerance. The longitudinal trim of the flight simulator is then determined to be complete. The longitudinal trim methods include thrust trim, climb angle trim, and braking torque trim.

[0170] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0171] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0172] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A longitudinal trim method for a flight simulation device, characterized in that, include: In the current trim cycle, the first deviation is determined based on the longitudinal force on the target and the actual longitudinal force on the flight simulation equipment. If the first deviation is greater than the trim tolerance, the actual longitudinal force of the flight simulator is updated based on the selected longitudinal trim method. This update is used to update the first deviation in the next trim cycle until the updated first deviation is less than or equal to the trim tolerance. Then, the longitudinal trim of the flight simulator is determined to be complete. The longitudinal balancing methods include thrust balancing, climb angle balancing, and braking torque balancing; The step of updating the actual longitudinal force of the flight simulator based on the selected longitudinal trim method, and using this update to update the first deviation in the next trim cycle, until the updated first deviation is less than or equal to the trim tolerance, and determining that the longitudinal trim of the flight simulator is complete, includes: If the selected longitudinal trim method is thrust trim, then the thrust in the current trim cycle is updated based on the first deviation in the current trim cycle, the thrust change step size in a single trim cycle, and the thrust in the flight parameters of the flight simulator obtained before the current trim cycle. If the selected longitudinal trim method is climb angle trim, then the aerodynamic forces in the current trim cycle are updated based on the first deviation in the current trim cycle, the change step size of the climb angle in a single trim cycle, the aerodynamic trim rules, and the climb angle in the flight parameters of the flight simulator obtained before the current trim cycle. If the selected longitudinal trim method is braking torque trim, then the ground force in the current trim cycle is updated based on the first deviation in the current trim cycle, the step size of the change in braking torque in a single trim cycle, the ground force trim rule, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trim cycle. Based on the adjustment parameters and the gravity in the flight parameters of the flight simulator obtained before the current trim cycle, the longitudinal components under the airframe axis are used to update the current longitudinal force of the flight simulator in the current trim cycle, which is then used as the actual longitudinal force of the flight simulator for trimming in the next trim cycle. The adjustment parameters include one or more selected from the thrust, aerodynamic force, and ground force in the updated current trim cycle, depending on the selected longitudinal trimming method. Based on the target longitudinal force and the actual longitudinal force of the flight simulator used for trimming in the next trimming cycle, the first deviation is updated until the updated first deviation is less than or equal to the trimming tolerance, and the longitudinal trimming of the flight simulator is determined to be complete.

2. The longitudinal trim method for the flight simulation equipment according to claim 1, characterized in that, The determination of the first deviation during the current trim cycle, based on the target longitudinal force and the determined actual longitudinal force of the flight simulation equipment, includes: Before the current trim cycle, acquire the flight parameters of the flight simulation equipment; the flight parameters include aerodynamic forces, thrust, ground forces, gravity, braking torque, climb angle, angle of attack, and pitch angle; Based on the flight parameters of the flight simulation equipment, longitudinal force calculation is performed to determine the current longitudinal force of the flight simulation equipment in the current trim cycle, which is taken as the actual longitudinal force of the flight simulation equipment. The first deviation is determined based on the actual longitudinal force of the flight simulation equipment and the longitudinal force of the target; the longitudinal force of the target is determined based on trim requirements or test flight data.

3. The longitudinal trim method for the flight simulation equipment according to claim 1, characterized in that, If the selected longitudinal trim method is thrust trim, then based on the first deviation in the current trim cycle, the thrust change step size within a single trim cycle, and the thrust in the flight parameters of the flight simulation equipment obtained before the current trim cycle, the thrust is updated in the current trim cycle, including: Based on the first deviation in the current trim cycle and the thrust change step size within a single trim cycle, determine the thrust offset in the current trim cycle; Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the thrust, and the thrust offset in the current trim cycle, the thrust in the current trim cycle is updated.

4. The longitudinal trim method for the flight simulation equipment according to claim 1, characterized in that, If the selected longitudinal trim method is climb angle trim, then based on the first deviation in the current trim cycle, the step size of the climb angle change within a single trim cycle, the aerodynamic trim rules, and the climb angle in the flight parameters of the flight simulator obtained before the current trim cycle, the aerodynamic forces in the current trim cycle are updated, including: Based on the first deviation in the current trimming cycle and the step size of the change in the climb angle within a single trimming cycle, determine the climb angle offset in the current trimming cycle; Based on the flight parameters of the flight simulator obtained before the current trim cycle, including the climb angle, and the climb angle offset in the current trim cycle, update the climb angle in the current trim cycle. Based on the multi-angle relationship and the climb angle in the updated current trim cycle, the angle of attack in the current trim cycle is updated; the multi-angle relationship is the relationship between the angle of attack, pitch angle, and climb angle. Based on the aforementioned aerodynamic trim rules, the angle of attack in the current trim cycle is updated, along with the aerodynamic parameters of the flight simulator obtained before the current trim cycle, and the aerodynamic forces in the current trim cycle are updated.

5. The longitudinal trim method for the flight simulation equipment according to claim 1, characterized in that, If the selected longitudinal trim method is braking torque trim, then based on the first deviation in the current trim cycle, the step size of the braking torque change within a single trim cycle, the ground force trim rule, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trim cycle, the ground force in the current trim cycle is updated, including: Based on the first deviation in the current trimming cycle and the step size of the change in braking torque within a single trimming cycle, the braking torque offset in the current trimming cycle is determined. Based on the flight parameters of the flight simulation equipment obtained before the current trim cycle, including the braking torque and the braking torque offset in the current trim cycle, update the braking torque in the current trim cycle. The ground force in the current trim cycle is updated based on the braking torque, the speed of the flight simulator, the ground clearance of the flight simulator, and the front wheel deflection angle of the flight simulator in the updated current trim cycle.

6. The longitudinal trim method for the flight simulation equipment according to claim 4, characterized in that, The aerodynamic balance rule satisfies the following formula: ； in, Indicates aerodynamic force; Represents the aerodynamic calculation function; Indicates the speed of the flight simulator; Indicates air pressure altitude; and These represent the angle of attack and sideslip angle, respectively. These represent the roll rate, pitch rate, and yaw rate, respectively. These represent elevator deflection, aileron deflection, and rudder deflection, respectively. Indicates the flap deflection angle; Indicates thrust; Indicates the location of the center of gravity; Indicates the landing gear position.

7. A longitudinal trimming device for a flight simulator, characterized in that, include: The first processing module is used to determine the first deviation in the current trim cycle based on the longitudinal force on the target and the actual longitudinal force on the flight simulation equipment. The second processing module is used to update the actual longitudinal force of the flight simulation equipment based on the selected longitudinal trimming method if the first deviation is greater than the trimming tolerance. It is used to update the first deviation in the next trimming cycle until the updated first deviation is less than or equal to the trimming tolerance, and then determine that the longitudinal trimming of the flight simulation equipment is completed. The longitudinal balancing methods include thrust balancing, climb angle balancing, and braking torque balancing; The step of updating the actual longitudinal force of the flight simulator based on the selected longitudinal trim method, and using this update to update the first deviation in the next trim cycle, until the updated first deviation is less than or equal to the trim tolerance, and determining that the longitudinal trim of the flight simulator is complete, includes: If the selected longitudinal trim method is thrust trim, then the thrust in the current trim cycle is updated based on the first deviation in the current trim cycle, the thrust change step size in a single trim cycle, and the thrust in the flight parameters of the flight simulator obtained before the current trim cycle. If the selected longitudinal trim method is climb angle trim, then the aerodynamic forces in the current trim cycle are updated based on the first deviation in the current trim cycle, the change step size of the climb angle in a single trim cycle, the aerodynamic trim rules, and the climb angle in the flight parameters of the flight simulator obtained before the current trim cycle. If the selected longitudinal trim method is braking torque trim, then the ground force in the current trim cycle is updated based on the first deviation in the current trim cycle, the step size of the change in braking torque in a single trim cycle, the ground force trim rule, and the braking torque in the flight parameters of the flight simulation equipment obtained before the current trim cycle. Based on the adjustment parameters and the gravity in the flight parameters of the flight simulator obtained before the current trim cycle, the longitudinal components under the airframe axis are used to update the current longitudinal force of the flight simulator in the current trim cycle, which is then used as the actual longitudinal force of the flight simulator for trimming in the next trim cycle. The adjustment parameters include one or more selected from the thrust, aerodynamic force, and ground force in the updated current trim cycle, depending on the selected longitudinal trimming method. Based on the target longitudinal force and the actual longitudinal force of the flight simulator used for trimming in the next trimming cycle, the first deviation is updated until the updated first deviation is less than or equal to the trimming tolerance, and the longitudinal trimming of the flight simulator is determined to be complete.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the longitudinal trim method of the flight simulator as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the longitudinal trim method of the flight simulator as described in any one of claims 1 to 6.

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