Ground control method and device of aircraft model, electronic equipment and storage medium

Abstract

The application provides a ground control method and device for an aircraft model, an electronic device and a storage medium, and the method comprises the following steps: determining that the aircraft model is in a ground running state; determining the ground support reaction force of the aircraft model, the pitch attitude data of the aircraft model, the roll attitude data of the aircraft model and the ground sliding resistance of the aircraft model; and adjusting the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance based on the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance so that the attitude of the aircraft model adapts to the change of the ground terrain. The determined ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance are adjusted to respond to the ground support reaction force and the change of the ground terrain, so that the precise control of the aircraft model on the ground is realized, and the attitude of the aircraft model adapts to the change of the ground terrain.

Description

Technical Field

[0001] The present invention relates to the technical field of flight simulation, and in particular to a ground control method, device, electronic equipment and storage medium for an aircraft model. Background Art

[0002] Existing intelligent aircraft simulation systems simply model intelligent aircraft through analytical calculations of the aircraft's velocity, position, and true heading. This is achieved by controlling the position and attitude of a six-degree-of-freedom rigid body through force and torque manipulation. Ground control characteristics are not considered when controlling intelligent aircraft ground motion, and there is no specialized ground model to simulate these characteristics, resulting in insufficient ground control accuracy. Summary of the Invention

[0003] The present invention provides a ground control method, device, electronic equipment and storage medium for an aircraft model, which are used to improve the accuracy of controlling the aircraft model when the aircraft model is in a ground operating state.

[0004] The present invention provides a ground control method for an aircraft model, comprising the following steps:

[0005] Make sure the aircraft model is in ground operation state;

[0006] Determining a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut;

[0007] Determining pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on landing gear position information of the aircraft model and position information of the landing gear relative to the center of gravity of the aircraft model;

[0008] determining a ground rolling resistance of the aircraft model based on a rolling speed of the aircraft model and a braking control amount of the aircraft model;

[0009] Based on adjusting the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance, the attitude of the aircraft model is adapted to the terrain changes of the ground.

[0010] According to a ground control method for an aircraft model provided by the present invention, the adjusting of the ground support reaction force, the pitch attitude data, the roll attitude data, and the ground sliding resistance includes:

[0011] Adjusting the ground support reaction force based on adjusting the compression amount of the buffer support and the compression rate of the buffer support;

[0012] Based on adjusting the control torque of the aircraft model, the pitch attitude data of the aircraft model and the roll attitude data of the aircraft model are adjusted;

[0013] The ground rolling resistance is adjusted based on adjusting the braking resistance of the aircraft model and setting the friction resistance coefficient of the aircraft model.

[0014] According to a ground control method for an aircraft model provided by the present invention, the method of adjusting the pitch attitude data and the roll attitude data of the aircraft model based on adjusting the control torque of the aircraft model includes:

[0015] Determining a current pitch angle and a current roll angle of the aircraft model based on the pitch attitude data and the roll attitude data;

[0016] determining a target control torque of the aircraft model based on a difference between a target pitch angle and the current pitch angle, and a difference between a target roll angle and the current roll angle;

[0017] The pitch attitude data and the roll attitude data of the aircraft model are adjusted based on adjusting the control torque of the aircraft model to the target control torque.

[0018] According to a ground control method for an aircraft model provided by the present invention, the ground support reaction force is:

[0019] ;

[0020] in, is the ground support reaction force, is the stiffness coefficient of the buffer column, is the damping coefficient of the buffer strut, is the compression of the buffer strut, is the compression rate of the buffer strut.

[0021] According to a ground control method for an aircraft model provided by the present invention, before determining the ground support reaction force of the aircraft model based on the stiffness coefficient of the buffer strut, the damping coefficient of the buffer strut, the compression amount of the buffer strut, and the compression rate of the buffer strut, the method further includes:

[0022] Based on the sensors of the aircraft model, the center of gravity height and the vertical speed of the aircraft model are obtained, and based on the visual system of the aircraft model, the center of gravity terrain height data of the aircraft model is obtained;

[0023] The compression amount of the cushioning strut and the compression rate of the cushioning strut are determined based on the center of gravity height, the vertical speed, and the center of gravity terrain height data.

[0024] According to a ground control method for an aircraft model provided by the present invention, the ground operation state includes ground taxiing of the aircraft model, taxiing of the aircraft model before takeoff, and landing taxiing of the aircraft model.

[0025] The present invention also provides a ground control device for an aircraft model, comprising the following modules:

[0026] A state determination module, used to determine whether the aircraft model is in a ground operation state;

[0027] a ground support reaction force module, configured to determine a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut;

[0028] a terrain response module, configured to determine pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on landing gear position information of the aircraft model and position information of the landing gear relative to the center of gravity of the aircraft model;

[0029] a maneuvering characteristic module, configured to determine a ground rolling resistance of the aircraft model based on a rolling speed of the aircraft model and a braking control amount of the aircraft model;

[0030] The control module is used to adjust the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance so that the attitude of the aircraft model adapts to the changes in the ground terrain.

[0031] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, a ground control method for an aircraft model as described above is implemented.

[0032] 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 ground control method of any of the above-mentioned aircraft models.

[0033] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the ground control method of any of the above-mentioned aircraft models is implemented.

[0034] The ground control method, device, electronic device and storage medium of the aircraft model provided by the present invention can achieve precise control of the aircraft model on the ground by determining the ground support reaction force, pitch attitude data, roll attitude data and ground sliding resistance of the aircraft model in the ground running state, and adjusting the determined ground support reaction force, pitch attitude data, roll attitude data and ground sliding resistance to respond to the ground support reaction force and terrain changes, so that the attitude of the aircraft model can adapt to the terrain changes on the ground. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction is given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0036] Figure 1 It is a flow chart of the ground control method of the aircraft model provided by the present invention.

[0037] Figure 2 It is a schematic diagram of the actual effect of the buffer pillar provided by the present invention.

[0038] Figure 3 The present invention is a schematic diagram of the structure of a device for applying the ground control method of the aircraft model provided by the present invention.

[0039] Figure 4 It is a structural schematic diagram of the ground control device of the aircraft model provided by the present invention.

[0040] Figure 5 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0041] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0042] With the advancement of aviation technology, the demand for flight training that simulates real-world flight environments is growing. Traditional flight training methods are costly and risky, so efficient and safe flight simulation systems are crucial for improving pilot training efficiency. As a crucial component of modern flight simulation technology, the intelligent aircraft system's core value lies in providing a highly simulated platform. The ground model is a crucial component of the intelligent aircraft system, providing a mathematical model that simulates the dynamic behavior of the intelligent aircraft model during taxiing, pre-takeoff taxiing, and landing roll.

[0043] The intelligent aircraft simulation system in the related methods simply performs analytical calculations on the aircraft's speed, position, and true heading for modeling the intelligent aircraft. The specific implementation method is to control the position and attitude of the six-degree-of-freedom rigid body by controlling forces and torques. The ground control characteristics are not considered when controlling the ground motion of the intelligent aircraft, and there is no professional ground model to simulate the ground control characteristics.

[0044] The intelligent aircraft modeling method in the related methods adopts the same control algorithm as the air control during ground control, that is, ground altitude control is achieved by maintaining altitude. It does not have a ground control characteristic model, and its problems include being unable to truly simulate the ground acceleration and deceleration characteristics, unable to respond to terrain changes, and unable to respond to the effects of ground support reaction forces on the intelligent aircraft.

[0045] Specifically, in terms of responding to ground support reaction forces, the intelligent aircraft ground model modeling method in the relevant methods cannot respond to ground support reaction forces, does not calculate and generate ground support reaction forces, and does not interact with the intelligent aircraft model.

[0046] In terms of responding to terrain changes, the intelligent aircraft ground model modeling method in the relevant methods cannot respond to terrain changes. It is not affected by the ground when it is stationary or gliding on the ground, and is prone to model penetration. It is also unable to achieve taxiing and takeoff and landing on curved terrain, especially on the deck.

[0047] In terms of ground control characteristics, the intelligent aircraft ground model modeling method in the relevant methods does not create a mathematical model of the dynamic behavior during taxiing on the ground, taxiing before takeoff and landing. It uses the same control method as in the air, so it cannot achieve a good control effect on the acceleration and deceleration of the intelligent aircraft's ground taxiing, that is, it cannot well control the takeoff and landing taxiing distances.

[0048] In view of the defects of the related methods, the present invention provides a ground control method for an aircraft model. Figure 1 FIG. 1 is a flow chart of the ground control method of the aircraft model provided by the present invention, such as Figure 1 As shown, the method includes the following:

[0049] Step 110, determining that the aircraft model is in a ground operation state;

[0050] Step 120, determining a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut;

[0051] Step 130: determining pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on the landing gear position information of the aircraft model and the position information of the landing gear relative to the center of gravity of the aircraft model;

[0052] Step 140: determining the ground rolling resistance of the aircraft model based on the rolling speed of the aircraft model and the braking control amount of the aircraft model;

[0053] Step 150 : Based on adjusting the ground support reaction force, the pitch attitude data, the roll attitude data, and the ground sliding resistance, the attitude of the aircraft model is adapted to the terrain change of the ground.

[0054] The ground control method for an aircraft model provided by the present invention may be performed by an electronic device, a component thereof, an integrated circuit, or a chip. The electronic device may be a mobile electronic device or a non-mobile electronic device. For example, the mobile electronic device may be a mobile phone, tablet computer, laptop computer, PDA, ultra-mobile personal computer (UMPC), netbook, or personal digital assistant (PDA), while the non-mobile electronic device may be a server, network attached storage (NAS), or personal computer (PC), etc., although the present invention does not impose any specific limitations thereon.

[0055] The following takes the ground control method of the aircraft model provided by the present invention executed by a computer as an example to describe the technical solution of the present invention in detail.

[0056] In step 110 , it is determined whether the aircraft model is in a ground operation state.

[0057] Optionally, it may be determined that the aircraft model is in a ground operation state based on detecting the physical position and attitude of the aircraft model.

[0058] The ground operation state may include the ground taxiing of the aircraft model, taxiing of the aircraft model before takeoff, and landing taxiing of the aircraft model.

[0059] In step 120 , a ground support reaction force of the aircraft model is determined based on a stiffness coefficient of the buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut.

[0060] It can receive the real-time terrain height from the visual scene and the real-time center of gravity height from the aircraft model. By calculating the height difference between the center height and the terrain height, it inputs it into the pre-built buffer pillar model, calculates the real-time support reaction force and feeds it back to the aircraft model. When the support reaction force offsets the gravity of the aircraft model, the aircraft model will stay stably on the ground.

[0061] The primary purpose is to ensure the stability of the aircraft model on the ground, especially during takeoff and landing. By precisely calculating and controlling the compression amount and rate of the landing gear's cushion struts, the aircraft model's grounding performance can be effectively managed. This is particularly important for aircraft models operating in complex terrain or in specialized environments, such as aircraft carrier decks.

[0062] Specifically, the aircraft model collects data on the center of gravity height and vertical velocity through sensors, and the aircraft model's vision system provides center of gravity terrain height data.

[0063] Compression amount and rate calculation: Calculate the compression amount and compression rate of the landing gear based on the collected data.

[0064] Force calculation: Spring force is calculated based on the compression amount, and damping force is calculated based on the compression rate.

[0065] Support reaction calculation: Combine the spring force and damping force to calculate the ground support reaction force.

[0066] The ground reaction force is calculated using a mathematical model of a spring-damper system. The spring force is derived from the compression of the buffer strut, while the damping force is derived from the compression rate of the buffer strut. This spring-damper system offers excellent stability and rapid convergence, enabling simulation of the dynamic characteristics of aircraft models during ground taxiing, takeoff rotation, and landing.

[0067] In step 130 , the pitch attitude data of the aircraft model and the roll attitude data of the aircraft model are determined based on the landing gear position information of the aircraft model and the position information of the landing gear relative to the center of gravity of the aircraft model.

[0068] To be suitable for taxiing and landing on curved runways or aircraft carrier decks, where terrain changes rapidly and intricately, the aircraft model must be able to quickly and accurately respond to these changes to ensure safe and efficient operation. By determining the pitch and roll attitude data of the aircraft model and controlling it based on this data, the aircraft model can better adapt to complex terrain and improve takeoff and landing performance in these challenging environments.

[0069] Optionally, the latitude and longitude information of the three landing gears can be output to the visual scene in real time, and the terrain height corresponding to the three landing gear positions can be received from the visual scene. When the aircraft model is determined to be on the ground, the pitch and roll attitude data of the aircraft model at this time are calculated based on the terrain height at the locations of the three landing gears and their positions relative to the center of gravity of the aircraft model, so as to subsequently generate the corresponding control torque to implement the control process.

[0070] Specifically, the aircraft model collects the position information (latitude, longitude, altitude) of the landing gear through sensors and transmits this data to the vision system.

[0071] Terrain Analysis: The vision system calculates the terrain height under each landing gear based on the received data and passes this information to the ground model terrain response module.

[0072] Attitude calculation: The ground model terrain response module analyzes the terrain height data and calculates the pitch and roll attitude that the aircraft should adopt.

[0073] Real-time attitude comparison: The module receives the aircraft's current real-time attitude information and compares it with the calculated target attitude.

[0074] Torque generation: Calculate the required pitch and roll moments based on attitude difference and angular velocity.

[0075] Attitude Control: These torques are applied through the aircraft's control systems to adjust the aircraft's attitude so that it conforms to the terrain.

[0076] Real-time adjustment: During the aircraft's taxiing, takeoff, or landing, the module continuously receives real-time data and adjusts the aircraft's attitude in real time according to terrain changes.

[0077] Taking the target pitch attitude of the aircraft model on the ground as an example, the calculation formula is as follows:

[0078] ;

[0079] Where, is the target pitch angle, is the nose gear terrain height, is the terrain height of the left landing gear, is the terrain height of the right landing gear, is the longitudinal distance between the front landing gear and the center of gravity of the aircraft model, is the longitudinal distance between the left landing gear and the center of gravity of the aircraft model, is the longitudinal distance between the right landing gear and the center of gravity of the aircraft model.

[0080] The ground model of this aircraft model calculates the pitch moment by taking the difference between the target pitch attitude calculated by the above formula and the current pitch attitude, and the current pitch angular rate, and transmits the pitch moment to the aircraft model to control its pitch attitude. The calculation formula is as follows:

[0081] ;

[0082] is the pitch control torque, is the pitch angle deviation coefficient, is the pitch angular rate coefficient, is the target pitch angle, is the current pitch angle, is the pitch angular rate.

[0083] The landing gear is distributed in the form of a nose landing gear and two main landing gears. Its relative position to the center of gravity of the aircraft model can be rewritten in the configuration file to adapt to different models.

[0084] The ground support reaction force and terrain response are calculated separately. Specifically, the ground support reaction force is calculated based on the center of gravity of the aircraft model, while the attitude control torque is calculated based on the positions of the three landing gears. This decoupling of the support reaction force from the landing gear greatly simplifies the model and improves system stability, compared to the complex method commonly used in general simulators that calculates support reaction force and attitude torque by combining the three landing gear forces. This allows the system to support the ground characteristics of different aircraft models with minimal computational effort.

[0085] Simplified Model: By decoupling the calculation of support reactions from the landing gear, the calculation process of the aircraft ground model can be greatly simplified. This simplification not only reduces the complexity of the model, but also makes the model easier to understand and maintain.

[0086] Improved stability: Calculating the support reaction forces and attitude control torques separately can reduce the cumulative errors in the model during the calculation process, thereby improving the stability of the entire system. This is critical for maintaining the stability of the aircraft model during ground operations.

[0087] Reduced computational effort: This approach can significantly reduce the amount of computation required, enabling the system to support ground characteristics of different aircraft models and system models at a lower computational cost. This is particularly beneficial for resource-limited systems, as it can improve computational efficiency.

[0088] Enhanced compatibility: Due to the simplified model, it is easier to apply this model to different types of aircraft models. The flexibility and scalability of this approach helps to adapt to various ground conditions and aircraft requirements.

[0089] In step 140 , the ground rolling resistance of the aircraft model is determined based on the rolling speed of the aircraft model and the braking control amount of the aircraft model.

[0090] The takeoff distance of the aircraft model can be controlled by setting different friction resistance coefficients, and the landing distance can be controlled by controlling the braking resistance.

[0091] When the aircraft model is determined to be on the ground, the ground rolling resistance is calculated based on the aircraft model's rolling speed and braking control amount. This resistance acts on the aircraft model to control the takeoff rolling distance and landing rolling braking distance.

[0092] In step 150 , the attitude of the aircraft model is adapted to the terrain change of the ground based on adjusting the ground support reaction force, the pitch attitude data, the roll attitude data, and the ground rolling resistance.

[0093] The primary purpose of adjusting the ground support reaction force is to ensure the stability of the aircraft model on the ground, especially during takeoff and landing. By accurately calculating and controlling the compression amount and rate of the landing gear to achieve this adjustment, the aircraft model's ground performance can be effectively managed.

[0094] Based on adjusting the pitch attitude data and roll attitude data, it is possible to respond to the terrain. Even if the attitude of the aircraft model changes with the terrain when it is on the ground, the ground response module is particularly suitable for taxiing and landing on curved runways or aircraft carrier decks. Because the terrain changes in these environments are complex and rapid, the aircraft model needs to be able to respond to terrain changes quickly and accurately to ensure safe and effective operations.

[0095] The goal is to provide accurate simulation and control of ground operations based on ground roll resistance. This includes adjusting the roll distance during takeoff and landing, controlling the aircraft's roll speed, and applying braking force when needed, making the flight simulation more realistic and accurate.

[0096] Therefore, based on the adjustment of ground support reaction force, pitch attitude data, roll attitude data and ground sliding resistance, precise control of the aircraft model on the ground can be achieved, so that the attitude of the aircraft model adapts to the changes in the ground terrain.

[0097] The ground control method of the aircraft model provided by the present invention determines the ground support reaction force, pitch attitude data, roll attitude data and ground sliding resistance of the aircraft model in the ground running state, and adjusts the determined ground support reaction force, pitch attitude data, roll attitude data and ground sliding resistance to respond to the ground support reaction force and terrain changes. It can achieve precise control of the aircraft model on the ground, so that the attitude of the aircraft model adapts to the terrain changes of the ground.

[0098] In one embodiment, adjusting the ground support reaction force, the pitch attitude data, the roll attitude data and the ground taxiing resistance includes: adjusting the ground support reaction force based on adjusting the compression amount of the buffer strut and the compression rate of the buffer strut; adjusting the pitch attitude data of the aircraft model and the roll attitude data of the aircraft model based on adjusting the control torque of the aircraft model; and adjusting the ground taxiing resistance based on adjusting the braking resistance of the aircraft model and setting the friction resistance coefficient of the aircraft model.

[0099] It can be understood that by accurately calculating and controlling the compression amount and rate of the landing gear's buffer struts, the grounding performance of the aircraft model can be effectively managed.

[0100] By adjusting the compression amount and compression rate of the buffer struts, the ground support reaction force can be adjusted, which can effectively manage the ground performance of the aircraft model. This is especially important for the operation of the aircraft model in complex terrain or specific environments (such as aircraft carrier decks). The actual effect of the adjusted buffer struts can be shown as follows: Figure 2 The actual effect of the buffer pillar provided by the present invention is shown in the schematic diagram. After the aircraft model lands from a certain height, the buffer pillar is adjusted, and the center of gravity height of the aircraft model changes over time to adapt to changes in different terrains.

[0101] Based on adjusting the control torque of the aircraft model, the pitch attitude data of the aircraft model and the roll attitude data of the aircraft model are adjusted, so that the aircraft model can respond to terrain changes quickly and accurately, better adapt to complex terrain, and improve take-off and landing performance in special environments.

[0102] By adjusting the braking resistance of the aircraft model and setting the friction resistance coefficient of the aircraft model to adjust the ground roll resistance, the aircraft model can respond to ground control characteristics. The ground resistance is calculated by the ground roll speed and braking control amount. The ground takeoff and landing roll distances can be adjusted by adjusting the sliding friction resistance coefficient and braking coefficient in the configuration file to adapt to the models corresponding to different aircraft models.

[0103] In one embodiment, the pitch attitude data and the roll attitude data of the aircraft model are adjusted based on adjusting the control torque of the aircraft model, including: determining the current pitch angle and the current roll angle of the aircraft model based on the pitch attitude data and the roll attitude data; determining the target control torque of the aircraft model based on the difference between the target pitch angle and the current pitch angle, and the difference between the target roll angle and the current roll angle; and adjusting the pitch attitude data and the roll attitude data of the aircraft model based on adjusting the control torque of the aircraft model to the target control torque.

[0104] Set the target pitch angle (θ_target) and target roll angle (φ_target) according to the flight mission requirements.

[0105] Error calculation: Calculate the difference between the current pose and the target pose, i.e. Δθ = θ_target - θ and Δφ = φ_target - φ.

[0106] Control torque calculation: Based on these error values, a control algorithm (such as PID control, fuzzy control, linear quadratic regulator (LQR), etc.) is used to calculate the required target control torque. These torques are designed to reduce or eliminate attitude errors and achieve the target attitude of the aircraft.

[0107] The calculated target control torque is converted into control instructions for the motor, servo or other actuators.

[0108] Feedback adjustment: After the actuator moves, the aircraft's attitude changes are measured again through sensors, forming a closed-loop feedback control. The control torque is recalculated based on the new attitude data until the attitude error is reduced to an acceptable range.

[0109] Stability and safety: During the adjustment process, the stability and safety of the aircraft must also be considered to avoid excessive attitude changes that may lead to loss of control or damage.

[0110] In one embodiment, the ground support reaction force is:

[0111] ;

[0112] in, is the ground support reaction force, is the stiffness coefficient of the buffer column, is the damping coefficient of the buffer strut, is the compression of the buffer strut, is the compression rate of the buffer strut.

[0113] It can receive the real-time terrain height from the visual scene and the real-time center of gravity height from the aircraft model. By calculating the height difference between the center height and the terrain height, it inputs it into the pre-built buffer pillar model, calculates the real-time support reaction force and feeds it back to the aircraft model. When the support reaction force offsets the gravity of the aircraft model, the aircraft model will stay stably on the ground.

[0114] The primary purpose is to ensure the stability of the aircraft model on the ground, especially during takeoff and landing. By precisely calculating and controlling the compression amount and rate of the landing gear's cushion struts, the aircraft model's grounding performance can be effectively managed. This is particularly important for aircraft models operating in complex terrain or in specialized environments, such as aircraft carrier decks.

[0115] Specifically, the aircraft model collects data on the center of gravity height and vertical velocity through sensors, and the aircraft model's vision system provides center of gravity terrain height data.

[0116] Compression amount and rate calculation: Calculate the compression amount and compression rate of the landing gear based on the collected data.

[0117] Force calculation: Spring force is calculated based on the compression amount, and damping force is calculated based on the compression rate.

[0118] Support reaction calculation: Combine the spring force and damping force to calculate the ground support reaction force.

[0119] Specific, determined ground support reaction ;

[0120] in, is the ground support reaction force, is the stiffness coefficient of the buffer column, is the damping coefficient of the buffer strut, is the compression of the buffer strut, is the compression rate of the buffer strut.

[0121] In one embodiment, before determining the ground support reaction force of the aircraft model based on the stiffness coefficient of the buffer strut of the aircraft model, the damping coefficient of the buffer strut, the compression amount of the buffer strut and the compression rate of the buffer strut, it also includes: obtaining the center of gravity height of the aircraft model and the vertical speed of the aircraft model based on the sensor of the aircraft model, and obtaining the center of gravity terrain height data of the aircraft model based on the visual system of the aircraft model; determining the compression amount of the buffer strut and the compression rate of the buffer strut based on the center of gravity height, the vertical speed and the center of gravity terrain height data.

[0122] It receives the real-time terrain height from the visual scene and the real-time center of gravity height from the aircraft model, calculates the height difference between the center height and the terrain height, inputs it into the pre-built buffer pillar model, calculates the real-time support reaction force and feeds it back to the aircraft model. When the support reaction force offsets the gravity of the aircraft model, the aircraft model will stay stably on the ground.

[0123] The present invention also provides a schematic diagram of a device structure of a ground control method for an aircraft model provided by the present invention, as shown in FIG. Figure 3 As shown, the device includes a vision system, an intelligent control system, a ground support reaction module, a terrain response module and a manipulation characteristic module.

[0124] Specifically, the ground support reaction module generates ground support reaction based on the landing gear compression amount and the landing gear compression rate. The ground model modeling system of the aircraft model receives the center of gravity height, vertical speed from the intelligent control system and the center of gravity terrain height from the visual system, calculates and generates the landing gear compression amount and the landing gear compression rate based on the above information, calculates and generates the spring force that hinders the compression based on the landing gear compression amount, and calculates and generates the damping force that hinders the compression rate based on the landing gear compression rate. The ground support reaction is comprehensively calculated and output to the intelligent control system. The ground support reaction module is strongly related to the intelligent control system, and the joint effect they produce is ultimately to make the aircraft stay stable on the ground.

[0125] The ground response module generates the pitch and roll angles of the aircraft model on the ground based on the landing gear's terrain position, as well as the pitch and roll moments. The visual system receives the latitude and longitude altitude information of a single landing gear from the aircraft model and generates the terrain heights corresponding to the three landing gears. The aircraft model's ground model terrain response module calculates the aircraft's pitch and roll attitudes, which should follow the terrain, based on the aircraft's ground status information and the terrain heights corresponding to the three landing gears. It also receives real-time pitch attitude, roll attitude, and pitch and roll rates from the intelligent control system. Based on the difference between the target attitude and the real-time attitude, as well as the attitude angular velocity, it generates control torques to control the aircraft model's attitude. Ultimately, the aircraft model's pitch and roll attitudes on the ground match the terrain, responding to terrain changes in real time and enabling takeoff and landing operations in complex terrain or specific environments (such as aircraft carrier decks).

[0126] Handling Characteristics Module: Calculates and generates ground resistance based on ground taxiing speed and braking control. The aircraft model's ground handling characteristics module receives the ground taxiing speed from the intelligent control system, calculates and generates ground resistance based on a configurable rolling friction coefficient, and transmits this to the intelligent control system. Adjusting the rolling friction coefficient adjusts the aircraft model's takeoff run distance, simulating the ground run distance characteristics of different aircraft models. It also receives the braking control variable from the intelligent control system, generates braking force, and transmits it to the intelligent control system, which can be used to control the aircraft model's landing run distance.

[0127] The ground control device of the aircraft model provided by the present invention is described below. The ground control device of the aircraft model described below and the ground control method of the aircraft model described above can be referred to each other.

[0128] like Figure 4 As shown, the device includes:

[0129] A state determination module 410 is used to determine whether the aircraft model is in a ground operation state;

[0130] A ground support reaction force module 420 is configured to determine a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut;

[0131] A terrain response module 430 is configured to determine pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on landing gear position information of the aircraft model and position information of the landing gear relative to the center of gravity of the aircraft model;

[0132] a handling characteristic module 440 for determining a ground rolling resistance of the aircraft model based on a rolling speed of the aircraft model and a braking control amount of the aircraft model;

[0133] The control module 450 is configured to adjust the ground support reaction force, the pitch attitude data, the roll attitude data, and the ground sliding resistance so that the attitude of the aircraft model adapts to the changes in the ground terrain.

[0134] The ground control device for the aircraft model provided by the present invention determines the ground support reaction force, pitch attitude data, roll attitude data and ground sliding resistance of the aircraft model in the ground running state, and adjusts the determined ground support reaction force, pitch attitude data, roll attitude data and ground sliding resistance to respond to the ground support reaction force and terrain changes, thereby achieving precise control of the aircraft model on the ground, so that the attitude of the aircraft model adapts to the terrain changes of the ground.

[0135] In one embodiment, the control module 450 is specifically configured to:

[0136] The adjusting of the ground support reaction force, the pitch attitude data, the roll attitude data, and the ground sliding resistance includes:

[0137] Adjusting the ground support reaction force based on adjusting the compression amount of the buffer support and the compression rate of the buffer support;

[0138] Based on adjusting the control torque of the aircraft model, the pitch attitude data of the aircraft model and the roll attitude data of the aircraft model are adjusted;

[0139] The ground rolling resistance is adjusted based on adjusting the braking resistance of the aircraft model and setting the friction resistance coefficient of the aircraft model.

[0140] In one embodiment, the control module 450 is specifically configured to:

[0141] The adjusting the control torque of the aircraft model to adjust the pitch attitude data of the aircraft model and the roll attitude data of the aircraft model includes:

[0142] Determining a current pitch angle and a current roll angle of the aircraft model based on the pitch attitude data and the roll attitude data;

[0143] determining a target control torque of the aircraft model based on a difference between a target pitch angle and the current pitch angle, and a difference between a target roll angle and the current roll angle;

[0144] The pitch attitude data and the roll attitude data of the aircraft model are adjusted based on adjusting the control torque of the aircraft model to the target control torque.

[0145] In one embodiment, the ground support reaction module 420 is specifically configured to:

[0146] The ground support reaction force is:

[0147] ;

[0148] in, is the ground support reaction force, is the stiffness coefficient of the buffer column, is the damping coefficient of the buffer strut, is the compression of the buffer strut, is the compression rate of the buffer strut.

[0149] In one embodiment, the ground support reaction module 420 is further configured to:

[0150] Before determining the ground support reaction force of the aircraft model based on the stiffness coefficient of the buffer strut, the damping coefficient of the buffer strut, the compression amount of the buffer strut, and the compression rate of the buffer strut of the aircraft model, the method further includes:

[0151] Based on the sensors of the aircraft model, the center of gravity height and the vertical speed of the aircraft model are obtained, and based on the visual system of the aircraft model, the center of gravity terrain height data of the aircraft model is obtained;

[0152] The compression amount of the cushioning strut and the compression rate of the cushioning strut are determined based on the center of gravity height, the vertical speed, and the center of gravity terrain height data.

[0153] In one embodiment, the state determination module 410 is specifically configured to:

[0154] Determining the ground operation state includes ground taxiing of the aircraft model, taxiing of the aircraft model before takeoff, and landing taxiing of the aircraft model.

[0155] Figure 5 An example of a physical structure diagram of an electronic device is shown below. Figure 5 As shown, the electronic device may include: a processor 510, a communications interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communications interface 520, and the memory 530 communicate with each other via the communication bus 540. The processor 510 may call logic instructions in the memory 530 to execute a ground control method of an aircraft model, the method including: determining that the aircraft model is in a ground operation state;

[0156] Determining a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut;

[0157] Determining pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on landing gear position information of the aircraft model and position information of the landing gear relative to the center of gravity of the aircraft model;

[0158] determining a ground rolling resistance of the aircraft model based on a rolling speed of the aircraft model and a braking control amount of the aircraft model;

[0159] Based on adjusting the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance, the attitude of the aircraft model is adapted to the terrain changes of the ground.

[0160] Furthermore, the logic 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, or the portion that contributes to the prior art, or a portion 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 for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0161] On the other hand, the present invention further provides a computer program product, the computer program product including a computer program, the computer program being storable on a non-transitory computer-readable storage medium, and when the computer program is executed by a processor, the computer can execute the ground control method of the aircraft model provided by the above methods, the method including: determining that the aircraft model is in a ground operation state;

[0162] Determining a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut;

[0163] Determining pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on landing gear position information of the aircraft model and position information of the landing gear relative to the center of gravity of the aircraft model;

[0164] determining a ground rolling resistance of the aircraft model based on a rolling speed of the aircraft model and a braking control amount of the aircraft model;

[0165] Based on adjusting the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance, the attitude of the aircraft model is adapted to the terrain changes of the ground.

[0166] In another aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the method for controlling the aircraft model provided by the above methods is implemented, the method comprising: determining that the aircraft model is in a ground operation state;

[0167] Determining a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut;

[0168] Determining pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on landing gear position information of the aircraft model and position information of the landing gear relative to the center of gravity of the aircraft model;

[0169] determining a ground rolling resistance of the aircraft model based on a rolling speed of the aircraft model and a braking control amount of the aircraft model;

[0170] Based on adjusting the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance, the attitude of the aircraft model is adapted to the terrain changes of the ground.

[0171] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one location or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0172] Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented using software plus a necessary general-purpose hardware platform, or of course, hardware. Based on this understanding, the essence of the above technical solution, or the portion 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, a magnetic disk, or an optical disk, and includes a number of instructions for causing a computer device (such as a personal computer, server, or network device) to execute the methods described in each embodiment or certain portions of the embodiments.

[0173] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A ground control method for an aircraft model, characterized in that: The method comprises: Make sure the aircraft model is in ground operation state; Obtaining, based on sensors of the aircraft model, a center-of-gravity height and a vertical velocity of the aircraft model, and obtaining, based on a visual system of the aircraft model, center-of-gravity terrain height data of the aircraft model; and determining, based on the center-of-gravity height, the vertical velocity, and the center-of-gravity terrain height data, an amount of compression of the buffer strut and a compression rate of the buffer strut; Determining a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut; Determining pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on landing gear position information of the aircraft model and position information of the landing gear relative to the center of gravity of the aircraft model; determining a ground rolling resistance of the aircraft model based on a rolling speed of the aircraft model and a braking control amount of the aircraft model; Based on adjusting the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance, the attitude of the aircraft model is adapted to the terrain changes of the ground.

2. The ground control method of the aircraft model according to claim 1, characterized in that: The adjusting of the ground support reaction force, the pitch attitude data, the roll attitude data, and the ground sliding resistance includes: Adjusting the ground support reaction force based on adjusting the compression amount of the buffer support and the compression rate of the buffer support; Based on adjusting the control torque of the aircraft model, the pitch attitude data of the aircraft model and the roll attitude data of the aircraft model are adjusted; The ground rolling resistance is adjusted based on adjusting the braking resistance of the aircraft model and setting the friction resistance coefficient of the aircraft model.

3. The ground control method of the aircraft model according to claim 2, characterized in that: The adjusting the control torque of the aircraft model to adjust the pitch attitude data of the aircraft model and the roll attitude data of the aircraft model includes: Determining a current pitch angle and a current roll angle of the aircraft model based on the pitch attitude data and the roll attitude data; determining a target control torque of the aircraft model based on a difference between a target pitch angle and the current pitch angle, and a difference between a target roll angle and the current roll angle; The pitch attitude data and the roll attitude data of the aircraft model are adjusted based on adjusting the control torque of the aircraft model to the target control torque.

4. The ground control method of an aircraft model according to claim 1, characterized in that: The ground support reaction force is: F G =K S ·u+K D ·ü; Among them, F G is the ground support reaction force, K S is the stiffness coefficient of the buffer column, K D is the damping coefficient of the buffer pillar, u is the compression amount of the buffer pillar, and ü is the compression rate of the buffer pillar.

5. The ground control method of the aircraft model according to claim 1, characterized in that: The ground operation state includes the ground taxiing of the aircraft model, taxiing of the aircraft model before takeoff, and landing taxiing of the aircraft model.

6. A ground control device for an aircraft model, characterized in that: include: A state determination module, used to determine whether the aircraft model is in a ground operation state; a ground support reaction force module, configured to obtain the center of gravity height and vertical velocity of the aircraft model based on sensors of the aircraft model, and obtain the center of gravity terrain height data of the aircraft model based on a visual system of the aircraft model; and determine the compression amount and compression rate of the buffer strut based on the center of gravity height, vertical velocity, and center of gravity terrain height data; Determining a ground support reaction force of the aircraft model based on a stiffness coefficient of a buffer strut of the aircraft model, a damping coefficient of the buffer strut, a compression amount of the buffer strut, and a compression rate of the buffer strut; a terrain response module, configured to determine pitch attitude data of the aircraft model and roll attitude data of the aircraft model based on landing gear position information of the aircraft model and position information of the landing gear relative to the center of gravity of the aircraft model; a maneuvering characteristic module, configured to determine a ground rolling resistance of the aircraft model based on a rolling speed of the aircraft model and a braking control amount of the aircraft model; The control module is used to adjust the ground support reaction force, the pitch attitude data, the roll attitude data and the ground sliding resistance so that the attitude of the aircraft model adapts to the changes in the ground terrain.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the ground control method of the aircraft model according to any one of claims 1 to 5 is implemented.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the ground control method of the aircraft model according to any one of claims 1 to 5 is implemented.

9. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the ground control method of the aircraft model according to any one of claims 1 to 5 is implemented.

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