Multi-degree of freedom motion control method for flight stick and throttle simulation

Abstract

The application relates to the field of flight simulation, and discloses a multi-degree-of-freedom motion control method for flight driving joystick and throttle simulation, which comprises the following steps: receiving attitude data in real time from flight simulation software, constructing a rotation matrix based on the attitude data and calculating displacement data of platform corner points, combining the displacement data to calculate target stroke of a linear electric cylinder, and optimizing the target stroke so that the multiple electric cylinders are coordinated and the mechanical stroke range of the electric cylinder is met; at the same time, dynamic feedback data, including vibration feedback and damping feedback, is generated based on flight environment parameters, and the dynamic feedback is superimposed into control instructions to drive the electric cylinder to adjust the platform attitude; the motion state of the platform is detected and updated in real time through a closed-loop control system, so that the platform motion is highly synchronized with the scene of the flight simulation software. The application has high-precision attitude control, real-time dynamic response and good system stability, can adapt to various flight simulation scenes, and provides a real flight simulation experience.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of flight simulation, in particular to a multi-degree-of-freedom motion control method for flight driving joystick and throttle simulation. BACKGROUND

[0002] With the development of flight simulation technology, multi-degree-of-freedom motion platforms are increasingly widely used in aviation training, flight entertainment, virtual reality and other fields. Flight driving joystick and throttle simulation is an indispensable part of flight simulation, and the core is to accurately map the attitude changes in the virtual flight scene to the actual motion platform, thereby providing users with a real flight operation experience. However, there are still some technical problems to be solved in the existing technology when implementing multi-degree-of-freedom motion control.

[0003] The existing multi-degree-of-freedom motion control method usually adopts a simple linear model for attitude data processing and platform control. This method is prone to control errors when the attitude changes are large or the flight environment is complex, resulting in asynchronous platform motion and simulation scene. In addition, the existing method lacks real-time feedback mechanism for dynamic flight environment parameters (such as turbulent disturbance, air resistance, etc.), and only relies on pre-set attitude control algorithm for adjustment, which is difficult to meet the requirements of real-time and dynamic adaptability of the platform in complex flight scenes. On the other hand, the control strategy of linear cylinders is usually based on target position calculation only, without optimizing and coordinating the cylinder stroke, which is prone to problems such as exceeding the mechanical stroke range or cylinder motion disorder, thereby reducing the running safety and stability of the platform.

[0004] In addition, for high dynamic flight environments such as turbulence, the existing technology lacks targeted modeling and dynamic adjustment in the generation of vibration feedback and damping feedback, making it difficult for users to obtain a real operation feel. At the same time, the closed-loop control system of the existing technology has limited ability in high-frequency data processing and real-time attitude updating, which cannot guarantee that the rapidly changing attitude in the flight simulation scene can be adjusted in time.

[0005] In summary, the existing multi-degree-of-freedom motion control technology is difficult to balance between accuracy, real-time and system stability, especially in the complex scene of flight driving joystick and throttle simulation, and its technical defects limit the realism of flight simulation and user experience. SUMMARY

[0006] In view of the shortcomings of the prior art, the present application provides a multi-degree-of-freedom motion control method for flight driving joystick and throttle simulation, which solves the problem of insufficient accuracy, real-time and stability in the existing multi-degree-of-freedom motion control method.

[0007] To achieve the above object, the application is implemented by the following technical solutions: a multi-degree-of-freedom motion control method for flight driving joystick and throttle simulation, comprising the following steps:

[0008] Receiving and preprocessing attitude data in real time from flight simulation software, the attitude data including roll angle, pitch angle and yaw angle;

[0009] Constructing a rotation matrix based on the attitude data, and calculating displacement data of the platform corner points through the rotation matrix;

[0010] According to the displacement data, calculating the target stroke of the linear electric cylinder driving the multi-degree-of-freedom motion platform;

[0011] Optimizing the target stroke to make the multi-cylinder motion coordinated and meet the mechanical stroke range of the electric cylinder;

[0012] Generating dynamic feedback data based on flight environment parameters, including vibration feedback and damping feedback;

[0013] Superimposing the dynamic feedback into the control command of the multi-degree-of-freedom motion platform;

[0014] Driving the electric cylinder of the multi-degree-of-freedom motion platform, adjusting the attitude of the platform according to the target stroke, and updating the motion state and dynamic feedback of the platform in real time.

[0015] Preferably, the preprocessing step is to normalize the values of roll angle, pitch angle and yaw angle to the range of [-1, 1].

[0016] Preferably, the step of constructing a rotation matrix based on the attitude data comprises:

[0017] Constructing rotation matrices around X-axis, Y-axis and Z-axis respectively through the received roll angle, pitch angle and yaw angle data;

[0018] According to the predetermined rotation order, multiply the three rotation matrices in turn to generate the final three-dimensional rotation matrix for describing the spatial transformation of the platform attitude.

[0019] Preferably, the step of calculating displacement data of the platform corner points through the rotation matrix comprises:

[0020] Defining the initial coordinates of the four corner points of the multi-degree-of-freedom platform with the geometric center as the origin;

[0021] By applying the rotation matrix to the initial coordinates of the four corner points, the new coordinates of the four corner points after the attitude change are obtained;

[0022] Extracting the change value of the Z-direction component of the new coordinates as the displacement data of the multi-degree-of-freedom platform electric cylinder.

[0023] Preferably, the step of calculating target stroke of linear cylinders driving the multi-DOF motion platform according to the displacement data comprises:

[0024] extracting Z-direction displacement data of four corners of the multi-DOF motion platform;

[0025] multiplying the Z-direction displacement data by a scale factor to map it into the stroke range of the linear cylinders;

[0026] defining the target stroke of the linear cylinders as the sum of a neutral stroke length and the mapping result, wherein the neutral stroke length is the initial extension position of the linear cylinders;

[0027] outputting the target stroke data of each linear cylinder to drive the attitude adjustment of the multi-DOF motion platform.

[0028] Preferably, the step of optimizing the target stroke comprises:

[0029] constructing an optimization objective function based on the calculation result of the target stroke to minimize the error between the stroke of each linear cylinder and its mapped displacement data;

[0030] setting optimization constraints, the constraints including that the target stroke of each linear cylinder must be within a predetermined mechanical stroke range;

[0031] dynamically optimizing the target stroke by adjusting the scale factor, so that all linear cylinders achieve coordinated motion while meeting the constraints;

[0032] outputting the optimized target stroke data for driving the linear cylinders to adjust the attitude of the multi-DOF motion platform.

[0033] Preferably, the step of generating dynamic feedback data based on flight environment parameters comprises:

[0034] receiving flight environment parameters, including turbulence disturbance intensity and platform motion speed;

[0035] generating a vibration feedback signal according to the turbulence disturbance intensity, the vibration feedback signal being a periodic sine wave signal with a predetermined frequency and amplitude;

[0036] generating a damping feedback signal according to the platform motion speed, the size of the damping feedback signal being proportional to the platform motion speed; superimposing the vibration feedback signal and the damping feedback signal to generate dynamic feedback data;

[0037] outputting the dynamic feedback data for adjusting the control command of the multi-DOF motion platform.

[0038] Preferably, the step of superimposing the dynamic feedback into the control instruction of the multi-degree-of-freedom motion platform comprises: receiving dynamic feedback data, converting the dynamic feedback data into a force signal for controlling the electric cylinder, and generating the force signal by calculating a real-time adjustment parameter corresponding to the target stroke of the electric cylinder;

[0039] According to the initial target stroke data of the control instruction, a dynamic adjustment value of the force signal is superimposed to generate a corrected control instruction, and the corrected control instruction is output to the electric cylinder driving module to adjust the attitude of the multi-degree-of-freedom motion platform in real time.

[0040] Preferably, the electric cylinder driving the multi-degree-of-freedom motion platform adjusts the attitude of the platform according to the target stroke, and the step of updating the motion state of the platform and the dynamic feedback in real time comprises:

[0041] Receiving target stroke data and dynamic feedback data of the electric cylinder;

[0042] The control electric cylinder driving module drives the electric cylinder to operate according to the target stroke data, so that the attitude of the platform is adjusted to a position corresponding to the target stroke;

[0043] Real-time detection of motion state parameters of the platform, including the current attitude of the platform and the actual stroke of the electric cylinder;

[0044] Comparing the detected actual stroke data with the target stroke data, dynamically adjusting the electric cylinder driving signal according to the comparison result, and compensating the error;

[0045] Updating the dynamic feedback signal, and superimposing the updated dynamic feedback into the control instruction of the next cycle to realize real-time closed-loop control of the platform motion.

[0046] The application also provides a multi-degree-of-freedom motion control system for flight driving joystick and throttle simulation, comprising:

[0047] A data receiving module for receiving attitude data and environmental parameters from flight simulation software;

[0048] An attitude calculation module for calculating angular point displacement of a multi-degree-of-freedom motion platform according to the attitude data;

[0049] A stroke planning module for calculating target stroke of the electric cylinder according to the angular point displacement, and optimizing the target stroke; a dynamic feedback module for generating vibration feedback signal and damping feedback signal according to the environmental parameters;

[0050] A driving module for driving the electric cylinder of the multi-degree-of-freedom motion platform to execute motion according to the target stroke, and updating the attitude of the platform in real time.

[0051] The application provides a multi-degree-of-freedom motion control method for flight driving joystick and throttle simulation.

[0052] 1. The application realizes high-precision attitude adjustment of the multi-degree-of-freedom motion platform by constructing a rotation matrix and an optimization algorithm based on the target stroke of the electric cylinder, combining dynamic feedback signal superposition, can accurately simulate the attitude change in the flight simulation software, and ensures the high synchronization of platform motion and virtual scene.

[0053] 2. The application adopts a real-time feedback mechanism, generates dynamic feedback signals (such as vibration feedback and damping feedback) by receiving flight environment parameters, and superimposes them into the electric cylinder control command, realizes millisecond-level closed-loop control, and makes the platform quickly respond to dynamic changes in the flight scene, such as turbulence, sharp turns or speed changes, and other complex situations.

[0054] 3. The application sets an optimization target function and stroke range constraint condition, as well as a stroke error compensation and protection mechanism, effectively avoids the instability or overstroke problem of the electric cylinder motion, and guarantees the operation safety and stability of the system, which can maintain reliable attitude control even in complex flight environments.

[0055] 4. The application is suitable for various flight simulation scenes, including civil aviation, military flight and rescue flight, and supports dynamic adjustment of control parameters, can be flexibly customized according to different application requirements, has wide adaptability and scalability. BRIEF DESCRIPTION OF DRAWINGS

[0056] Figure 1 is a method flowchart of the application;

[0057] Figure 2 is a system architecture diagram of the application.

[0058] Among them, 10, data receiving module; 20, attitude solving module; 30, stroke planning module; 40, dynamic feedback module; 50, driving module. DETAILED DESCRIPTION

[0059] The technical solutions in the embodiments of the application will be described clearly and completely below with reference to the drawings in the application specification. Obviously, the described embodiments are only part of the embodiments of the application, not all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the application.

[0060] Please refer to the attached Figure 1The application provides a multi-degree-of-freedom motion control method for flight driving joystick and throttle simulation, which accurately maps the attitude change of a flight simulation scene to a multi-degree-of-freedom motion platform by receiving attitude data from flight simulation software in real time, and realizes a highly simulated flight driving experience.

[0061] As Figure 1 shown, the multi-degree-of-freedom motion control method for flight driving joystick and throttle simulation can include the following steps:

[0062] S1, receiving attitude data from flight simulation software in real time and preprocessing;

[0063] S2, constructing a rotation matrix based on the attitude data, and calculating displacement data of platform corner points through the rotation matrix;

[0064] S3, calculating the target stroke of a linear electric cylinder driving the multi-degree-of-freedom motion platform according to the displacement data;

[0065] S4, optimizing the target stroke to make the multi-cylinder motion coordinated and meet the mechanical stroke range of the electric cylinder;

[0066] S5, generating dynamic feedback data based on flight environment parameters;

[0067] S6, superimposing dynamic feedback to the control command of the multi-degree-of-freedom motion platform;

[0068] S7, driving the electric cylinder of the multi-degree-of-freedom motion platform, and updating the state and feedback in real time.

[0069] The steps of the method of the application are described in detail below.

[0070] For step S1, in this embodiment, attitude data is received from flight simulation software in real time, and the data is preprocessed to ensure the accuracy and consistency of the data. The attitude data includes roll angle (Roll, φ), pitch angle (Pitch, θ) and yaw angle (Yaw, ψ), which respectively represent the rotation angles of the multi-degree-of-freedom motion platform around the X, Y and Z axes.

[0071] The attitude data is transmitted to the control system in real time by the flight simulation software through the UDP communication protocol. The time interval for each transmission is set to 1 millisecond according to actual needs to ensure the real-time and continuity of the platform motion. Through the UDP data packet, the attitude data and necessary control parameters can be effectively transmitted.

[0072] After receiving the data, in order to ensure the accuracy and reliability of the data, the attitude data needs to be standardized and preprocessed. Specifically, the following processes are included:

[0073] The roll angle, the pitch angle and the yaw angle are normalized by the maximum allowable rotation angle respectively. The normalization formula is as follows:

[0074]

[0075] wherein φ max , θ max and ψ max are the maximum rotation angles supported by the platform.

[0076] The attitude data can be affected by communication interference or turbulent simulation environment, and thus high-frequency jitter can occur. Therefore, the data is filtered. The filter is a moving average filter, which smoothes the data fluctuation by averaging the values in the time window of continuous data. The mathematical expression is as follows:

[0077]

[0078] wherein x(t) is the received attitude data at time t, and N is the size of the sliding window. This method can significantly reduce high-frequency noise and improve the stability of the attitude data.

[0079] In addition to filtering, abnormal value detection is also required to eliminate values that exceed the reasonable range due to communication packet loss or interference. By setting the upper and lower limits of the attitude data, if the detected angle exceeds the predetermined range, it will be set to the attitude value of the previous frame to avoid the impact of data mutation on the control command.

[0080] In this embodiment, the preprocessed attitude data will be stored in the system cache as input parameters for subsequent attitude calculation. The process of receiving and preprocessing data in real time runs in a millisecond-level time period to ensure that the data update frequency is synchronized with the output frequency of the flight simulation software.

[0081] This embodiment can effectively improve the accuracy and stability of platform control by receiving and preprocessing attitude data in real time, and provide reliable input data for subsequent attitude calculation and platform motion.

[0082] For step S2, in this embodiment, a rotation matrix is constructed based on the received attitude data, and the displacement data of the angular point of the multi-degree-of-freedom motion platform is calculated through the rotation matrix, thereby providing a reference input for the accurate adjustment of the platform attitude.

[0083] First, the received attitude data includes the roll angle φ, the pitch angle θ and the yaw angle ψ, which respectively represent the rotation angles of the multi-degree-of-freedom motion platform around the X-axis, the Y-axis and the Z-axis. In order to describe the platform attitude in three-dimensional space, this embodiment uses a rotation matrix as a mathematical expression form to convert the attitude data into the spatial displacement of the angular point of the platform.

[0084] The construction of the rotation matrix R is based on the rotation order of Euler angles. Taking the Z-Y-X order as an example, the complete rotation matrix is expressed as:

[0085] R = R z (ψ)R y (θ)R x (φ)

[0086] where R z (ψ), R y (θ), and R x (φ) are the rotation matrices around the X, Y, and Z axes, respectively, and their mathematical expressions are as follows:

[0087]

[0088] By multiplying the above three rotation matrices in turn, the final three-dimensional rotation matrix R is obtained. This matrix represents the change in platform attitude in three-dimensional space and can accurately describe the combined rotation effect of roll, pitch, and yaw.

[0089] To avoid the gimbal lock problem in Euler angle calculation, the embodiment further adopts a combination of quaternions and rotation matrices. The received Euler angle attitude data is first converted to quaternion form, and the component calculation formula of the quaternion is as follows:

[0090]

[0091] Using the above quaternion components, the rotation matrix is recalculated to improve the accuracy and stability of the attitude solution. The rotation matrix R corresponding to the quaternion is expressed as follows:

[0092]

[0093] After constructing the rotation matrix, the embodiment calculates the displacement data of the platform corner points by applying the matrix to the initial corner point coordinates of the multi-degree-of-freedom motion platform. Assuming that the geometric center of the platform is the origin, the initial coordinates of the four corner points are:

[0094]

[0095] The rotation matrix R is applied to the initial coordinates of each corner point to obtain the new coordinates after the attitude change:

[0096] P i ′ = R·P i

[0097] where P i ′ represents the new coordinates of the i-th corner point.

[0098] Further, the Z component variation value of the new coordinates is extracted to describe the attitude variation of the platform:

[0099]

[0100] The Z component variation value z i ′ is the height variation data of each corner point of the multi-DOF platform in the attitude adjustment process.

[0101] In this embodiment, the singularity problem in the traditional Euler angle calculation is avoided by combining the rotation matrix and the quaternion, thereby improving the stability and accuracy of the attitude solution. Meanwhile, the corner point displacement data calculated by this method provides accurate input parameters for the stroke planning of the electric cylinder motion.

[0102] For step S3, in this embodiment, the linear cylinder target stroke of the driving platform is calculated according to the corner point displacement data of the multi-DOF motion platform, so as to realize accurate adjustment and motion synchronization of the platform attitude.

[0103] The corner point displacement data is calculated by the aforementioned attitude solution step, which is the Z coordinate component variation value of each corner point, denoted as (z ′ 1,z ′ 2,z ′ 3,z ′ 4). In this embodiment, in order to convert these displacement data into actual executable linear cylinder motion instructions, the target stroke of each cylinder needs to be calculated in combination with the stroke range and geometric constraints of the platform cylinder.

[0104] The target stroke L i of the linear cylinder is the sum of the length L0 based on the neutral position and the linear mapping of the corner point displacement data, and the calculation formula is as follows:

[0105] L i = L0 + S·z i ′

[0106] Wherein, S is a proportional coefficient for mapping the Z coordinate variation value to the actual range of the cylinder stroke.

[0107] The specific calculation of the proportional coefficient S is related to the mechanical stroke range of the cylinder. Assuming that the maximum stroke of the cylinder is L max , and the maximum possible Z coordinate variation value of the corner point is z max , the calculation formula of the proportional coefficient S is:

[0108]

[0109] By the proportional coefficient, it can be ensured that the stroke of each cylinder is still within the mechanical stroke range even in the limit state of platform attitude change.

[0110] In this embodiment, the neutral length L0 of the cylinder is defined as the midpoint position of the mechanical stroke of the cylinder. For example, for a cylinder with a stroke range of 3 cm, the neutral length L0 is 1.5 cm, i.e.:

[0111]

[0112] where L min and L max are the minimum and maximum extension lengths of the cylinder, respectively.

[0113] The calculated target stroke L i represents the extension requirement of the i-th cylinder, and the target stroke data (L1, L2, L3, L4) of all cylinders together determine the attitude change of the platform.

[0114] To avoid uncoordinated motion caused by stroke mapping, this embodiment also sets a protection mechanism to ensure the reasonableness of the stroke data. If the calculated target stroke exceeds the mechanical constraint range [L min , max ], the following strategy is used for adjustment:

[0115] L i = min(max(L i , min ), L max )

[0116] That is, the target stroke that exceeds the range is clipped to the allowed range.

[0117] The calculation and mapping of the target stroke of the cylinder directly determine the adjustment accuracy of the platform attitude and the coordination of the cylinder motion. In this embodiment, through the linear mapping of the proportional coefficient, combined with the application of the neutral position and the protection mechanism, high-precision calculation and stability control of the stroke are realized.

[0118] For step S4, in this embodiment, the target stroke of the linear cylinder is optimized to make the multi-cylinder motion coordinated and ensure that the target stroke meets the mechanical stroke range of the cylinder. Through optimization, the motion stability and coordination of the multi-degree-of-freedom motion platform in complex attitude change can be effectively improved, and system failure caused by target stroke exceeding the cylinder limit can be avoided.

[0119] In the present embodiment, the optimization goal is to minimize the motion error between linear cylinders while ensuring that the target stroke data is always within the mechanical stroke allowable range. The mathematical model of the optimization includes an objective function and constraint conditions, which are as follows: the objective function is used to describe the coordination between the cylinder movements, expressed as minimizing the sum of the squared errors between all cylinder target strokes and the mapped displacement data:

[0120]

[0121] wherein:

[0122] L i is the target stroke of the i-th cylinder;

[0123] L0 is the neutral length of the cylinder;

[0124] S is the proportional coefficient calculated in the aforementioned step S3;

[0125] z i ′ is the Z coordinate displacement of the i-th corner point.

[0126] The optimization process of the objective function aims to reduce the coordination error of the cylinders, making the dynamic process of platform attitude adjustment smoother.

[0127] At the same time, the present embodiment sets the stroke range constraint condition to ensure that the target stroke operates within the mechanical range, specifically:

[0128] L min ≤ L i ≤ L max

[0129] wherein L min and L max represent the minimum and maximum strokes of the linear cylinder, respectively.

[0130] To achieve the optimization goal, the present embodiment uses the Lagrange multiplier method to combine the objective function and the constraint condition into a constraint optimization problem, and the Lagrange function expression is as follows:

[0131]

[0132] wherein:

[0133] λ1 and λ2 are Lagrange multipliers, used to represent the influence of the constraints.

[0134] By solving the partial derivative of the above Lagrange equation, the optimization solution that satisfies the constraint condition can be obtained, i.e., the final target stroke L i of each cylinder.

[0135] The embodiment further dynamically adjusts the optimization results through an iterative algorithm. In each iteration process, the proportional coefficient S is fine-tuned according to the calculation results of the target stroke to ensure that the optimization results meet the following two requirements:

[0136] The target stroke error square sum of the electric cylinders is minimized;

[0137] The target stroke of each electric cylinder is kept within the mechanical stroke range.

[0138] The iterative process of optimization is completed within each control period (such as 1 millisecond) to ensure the real-time and dynamic nature of the optimization results. Through rapid iteration, the dynamic changes in complex flight environments can be effectively adapted.

[0139] In order to further enhance the robustness of the system, a target stroke protection mechanism is also introduced in this embodiment. If the optimized target stroke of some electric cylinders cannot meet the mechanical limit conditions, the following adjustment strategy is adopted:

[0140] L i = min(max(L i ,L min ),L max )

[0141] By clipping the target stroke, it is limited within the mechanical allowable range to ensure the safety of system operation.

[0142] The optimization process of this embodiment not only improves the coordination of multi-cylinder motion, but also ensures higher stability and precision of the platform's attitude adjustment in complex environments through dynamic adjustment and protection mechanisms. In addition, the real-time nature of the optimization algorithm enables the platform to quickly respond to changes in the attitude of the flight simulation software, thereby improving the overall dynamic performance of the system.

[0143] For step S5, in this embodiment, dynamic feedback data is generated based on flight environment parameters, including vibration feedback and damping feedback to simulate the physical characteristics and dynamic effects in the real flight environment. The generation of dynamic feedback data is mainly used to adjust the control instructions of the multi-degree-of-freedom motion platform, so that the platform can respond to changes in the flight environment in real time.

[0144] Flight environment parameters are transmitted to the control system in real time at fixed time intervals by the flight simulation software. Parameters include but are not limited to turbulence disturbance intensity, flight speed, air resistance, etc. This embodiment mainly uses turbulence disturbance intensity and platform motion speed to generate two kinds of dynamic feedback signals, namely vibration feedback signal and damping feedback signal.

[0145] In this embodiment, the vibration feedback signal is used to simulate the turbulence or vibration effects in the flight environment. The generation of the vibration signal is based on a sine wave function, and the expression is as follows:

[0146] F v = k v · sin(2πf·t)

[0147] where:

[0148] F v is the vibration feedback signal;

[0149] k v is the amplitude of vibration feedback, which depends on the turbulence disturbance intensity;

[0150] f is the vibration frequency, which simulates the frequency characteristics of turbulence;

[0151] t is the current time.

[0152] By adjusting the amplitude and frequency of vibration feedback, different intensity and frequency of turbulence effects can be flexibly simulated. For example, when the turbulence intensity increases, k v and f can be dynamically adjusted to reflect more intense vibration feedback.

[0153] The damping feedback signal is used to simulate the effect of air resistance or mechanical resistance on platform motion. In this embodiment, the generation of the damping feedback signal is based on the negative linear relationship of the motion speed, and the expression is as follows:

[0154] F d = -k d · v

[0155] where:

[0156] F d is the damping feedback signal;

[0157] k d is the damping coefficient, representing the amplitude of resistance;

[0158] v is the motion speed of the platform, taken from real-time motion data.

[0159] The direction of the damping feedback signal is opposite to the direction of the platform motion speed, which can effectively suppress the trend of too fast motion and enhance the stability of the system. At the same time, by adjusting the damping coefficient k d , the damping effect can be flexibly controlled in different flight environments. For example, in high-speed flight scenarios, increasing k d can simulate greater air resistance.

[0160] In this embodiment, in order to generate comprehensive dynamic feedback data, the vibration feedback signal and the damping feedback signal are superimposed to form the total feedback signal, and the expression is as follows:

[0161] F total = F v + F d

[0162] The total feedback signal can reflect both turbulent disturbance and damping effect, and provide highly simulated dynamic feedback through real-time calculation and superposition.

[0163] The generation process of the dynamic feedback signal is repeated at a fixed time period (such as 1 millisecond), ensuring the real-time and dynamic nature of the total feedback signal. The feedback signal generated each time will directly act on the control command of the multi-degree-of-freedom motion platform, for adjusting the target stroke and force output of the platform cylinder.

[0164] The embodiment combines vibration feedback and damping feedback, which not only can simulate the turbulent effect and air resistance in the flight environment, but also can maintain the stability and response accuracy of the system during dynamic adjustment. Especially in complex flight scenarios, such as encountering turbulent flow or high-speed turning, the dynamic feedback signal can effectively enhance the control effect of the multi-degree-of-freedom motion platform.

[0165] For step S6, in the embodiment, the dynamic feedback data generated based on the flight environment parameters is superimposed into the control command of the multi-degree-of-freedom motion platform to further optimize the accuracy and response performance of the platform attitude control, so that the platform can more realistically simulate the dynamic characteristics in the flight environment.

[0166] The dynamic feedback data includes the vibration feedback signal and the damping feedback signal generated in the aforementioned step S5, and the two feedback signals are used to simulate the turbulent effect and air resistance effect in the flight environment. The dynamic feedback data is fused with the platform cylinder control command in real time through the control system to form the final control signal.

[0167] In the embodiment, the construction of the control command includes the superposition of the target stroke data and the dynamic feedback data. Assuming that the cylinder target stroke is L i ( calculated through the aforementioned steps S3 and S4), and the dynamic feedback signal is F total ( including F v and F d ), the expression of the control signal C i is as follows:

[0168] C i = L i + F total

[0169] Wherein:

[0170] L i is the target stroke of the i-th cylinder, representing the basic adjustment of the platform attitude;

[0171] F total is the total dynamic feedback signal, which is superimposed into the target stroke through real-time calculation.

[0172] Specifically, the vibration feedback signal F v represents the high-frequency dynamic disturbance caused by turbulence during flight, and its mathematical expression is:

[0173] F v = k v · sin(2πf·t)

[0174] The damping feedback signal F d represents the inhibitory effect of air resistance on platform motion, and its mathematical expression is:

[0175] F d = -k d · v

[0176] The above dynamic feedback signal is superimposed on the target stroke after real-time calculation, so that the control signal of the electric cylinder can reflect the combined effect of attitude adjustment and dynamic feedback.

[0177] To ensure the reliability of the control signal, the embodiment sets an upper and lower limit protection mechanism before the signal superposition, to avoid the control signal exceeding the mechanical range of the electric cylinder or causing instability of motion.

[0178] After the control signal is generated, the system transmits the control signal C i of each electric cylinder to the electric cylinder driving module for driving the electric cylinder to perform actual action. At the same time, the dynamic feedback signal is updated in real time with the change of time and flight environment parameters, to ensure that the control signal is always consistent with the current flight scene.

[0179] In this embodiment, the superposition of the dynamic feedback signal provides higher flexibility and dynamic adaptability for the attitude control of the platform. Especially when encountering turbulence, sharp turns or other drastic dynamic changes in flight simulation, the introduction of dynamic feedback can significantly enhance the response ability of the platform to the flight scene, so that the user can experience a more realistic flight experience.

[0180] For step S7, in this embodiment, the electric cylinder driving the multi-degree-of-freedom motion platform adjusts the attitude of the platform according to the calculated target stroke, and updates the motion state and dynamic feedback of the platform in real time, to realize high-precision attitude control in the flight simulation environment.

[0181] In this embodiment, the target stroke L i of the electric cylinder is the optimized value calculated through the aforementioned steps S3 and S4, and has been superimposed with the dynamic feedback signal to form the final control signal C i . The electric cylinder driving module of the platform receives the control signal C i , and adjusts the attitude of the platform to the corresponding position by driving the extension and retraction motion of the electric cylinder in real time.

[0182] To achieve accurate adjustment of the attitude, the embodiment detects the actual motion state of the platform in real time through a closed-loop control system, including the current attitude and the real-time stroke of the electric cylinder. The real-time stroke data of the electric cylinder is measured by a position sensor (such as an optical encoder or a magnetic position sensor) and fed back to the control system. The real-time stroke data is compared with the target stroke C i , and the error ΔL i is calculated:

[0183]

[0184] If the error exceeds the preset threshold, the control system will dynamically adjust the driving signal of the electric cylinder according to the error size, so that it compensates for the error and reaches the target stroke. The adjusted driving signal U i can be represented by the following formula:

[0185]

[0186] where:

[0187] K p is the proportional control coefficient, used to adjust the driving force of the electric cylinder according to the error size;

[0188] K d is the differential control coefficient, used to compensate for the dynamic trend of error change.

[0189] Through the above closed-loop control strategy, the response speed and accuracy of the electric cylinder driving can be significantly improved, ensuring the real-time and stability of the platform attitude adjustment.

[0190] In the embodiment, the key to real-time updating lies in the continuous calculation and adjustment of the dynamic feedback signal F total , which is generated in real time based on flight environment parameters (such as turbulence intensity and flight speed), and the update frequency is synchronized with the electric cylinder driving frequency. For example, a new feedback signal is calculated every 1 millisecond and superimposed into the target stroke control signal, ensuring the immediate response of the platform to environmental changes.

[0191] During the actual motion of the platform, the real-time monitored attitude data includes the current rotation angle (roll angle, pitch angle and yaw angle) of the platform, which is obtained through an inertial measurement unit (IMU). The attitude data provided by the IMU is compared with the target attitude data, and if an attitude deviation is detected, the control system will further optimize the driving signal of the electric cylinder to correct the attitude deviation.

[0192] In addition, the embodiment sets up a safety protection mechanism to ensure the motion safety of the platform in extreme cases. Specifically, it includes:

[0193] If the target stroke C iOr actual travel Exceeding the mechanical travel range [L min ,L max ] of the electric cylinder, the system will immediately stop the corresponding electric cylinder and issue an alarm signal.

[0194] When the attitude deviation is too large to cause the platform to lose stability, the system will forcibly restore the platform to the initial horizontal state.

[0195] The real-time updating capability of the platform depends on the execution of the high-frequency control cycle. In this embodiment, the entire driving control, attitude adjustment and state updating process is completed within a time cycle of 1 millisecond, which specifically includes:

[0196] According to the target travel C i Drive the electric cylinder to move;

[0197] Detect and feedback the real-time travel L Calculate and compensate the travel error ΔL i ;

[0198] Update the dynamic feedback signal F total ;

[0199] Generate a new control instruction according to the updated signal.

[0200] The above real-time updating process ensures the continuity and accuracy of the platform attitude adjustment, and can stably run even in complex flight simulation scenarios, such as turbulent flow, acceleration or sharp turn conditions.

[0201] In summary, the present application receives attitude data from flight simulation software in real time, constructs a rotation matrix and calculates the displacement data of the angular points of the platform, further generates and optimizes the target travel of the linear electric cylinder, and generates a dynamic feedback signal in combination with the flight environment parameters. The dynamic feedback is superimposed into the control instruction, and the electric cylinder of the multi-degree-of-freedom motion platform is driven to realize attitude adjustment.

[0202] The multi-degree-of-freedom motion control system for flight driving joystick and throttle simulation described below can be mutually corresponding with the multi-degree-of-freedom motion control method for flight driving joystick and throttle simulation described above.

[0203] Please refer to the accompanying Figure 2 , the present application also provides a multi-degree-of-freedom motion control system for flight driving joystick and throttle simulation, comprising:

[0204] A data receiving module 10 is used to receive attitude data and environmental parameters from flight simulation software;

[0205] An attitude solving module 20 is used to calculate the angular point displacement of the multi-degree-of-freedom motion platform according to the attitude data;

[0206] A travel planning module 30 is configured to calculate a target travel of the electric cylinder according to the corner point displacement and optimize the target travel.

[0207] A dynamic feedback module 40 is configured to generate a vibration feedback signal and a damping feedback signal according to the environmental parameters.

[0208] A driving module 50 is configured to drive the electric cylinder of the multi-degree-of-freedom motion platform to perform motion according to the target travel and update the platform attitude in real time.

[0209] The system of the embodiment can be used to execute the method embodiments, and the principles and technical effects are similar, which will not be described here.

[0210] Although the embodiments of the present application have been shown and described, it is to be understood that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present application, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A multi-degree of freedom motion control method for flight stick and throttle simulation, characterized in that, The method comprises the following steps: real-time receiving and preprocessing attitude data from flight simulation software, the attitude data including roll angle, pitch angle and yaw angle; constructing a rotation matrix based on the attitude data, and calculating displacement data of the platform corner points through the rotation matrix; calculating target strokes of linear cylinders driving the multi-degree-of-freedom motion platform according to the displacement data; optimizing the target strokes to make the multi-cylinder motion coordinated and meet the mechanical stroke range of the cylinders; generating dynamic feedback data based on flight environment parameters, including vibration feedback and damping feedback; superimposing the dynamic feedback on the control instructions of the multi-degree-of-freedom motion platform; driving the cylinders of the multi-degree-of-freedom motion platform, adjusting the attitude of the platform according to the target strokes, and updating the motion state and dynamic feedback of the platform in real time; the step of optimizing the target strokes comprises: based on the calculation results of the target strokes, constructing an optimization objective function to minimize the error between the strokes of each linear cylinder and the mapped displacement data; setting optimization constraints, the constraints including that the target strokes of each linear cylinder must be within the predetermined mechanical stroke range; dynamically optimizing the target strokes by adjusting the proportion coefficient, so that all linear cylinders realize coordinated multi-cylinder motion while meeting the constraints; outputting the optimized target stroke data for driving the linear cylinders to adjust the attitude of the multi-degree-of-freedom motion platform; the step of generating dynamic feedback data based on flight environment parameters comprises: receiving flight environment parameters, including turbulence disturbance intensity and platform motion speed; generating a vibration feedback signal according to the turbulence disturbance intensity, the vibration feedback signal being a periodic sine wave signal with a predetermined frequency and amplitude; generating a damping feedback signal according to the platform motion speed, the size of the damping feedback signal being proportional to the platform motion speed; superimposing the vibration feedback signal and the damping feedback signal to generate dynamic feedback data; outputting the dynamic feedback data for adjusting the control instructions of the multi-degree-of-freedom motion platform; the step of superimposing the dynamic feedback on the control instructions of the multi-degree-of-freedom motion platform comprises: receiving dynamic feedback data and converting the dynamic feedback data into force signals for controlling the platform cylinders, the force signals being generated by calculating real-time adjustment parameters corresponding to the cylinder target strokes; superimposing the dynamic adjustment value of the force signals according to the initial target stroke data of the control instructions to generate corrected control instructions; outputting the corrected control instructions to the cylinder driving module to adjust the attitude of the multi-degree-of-freedom motion platform in real time.

2. The multi-degree of freedom motion control method for flight stick and throttle simulation of claim 1, wherein, The preprocessing step is to normalize the values of roll angle, pitch angle and yaw angle to the range of [-1, 1].

3. The multi-degree of freedom motion control method for flight stick and throttle simulation of claim 1, wherein, The step of constructing a rotation matrix based on the attitude data comprises: constructing rotation matrices around the X-axis, Y-axis and Z-axis respectively through the received roll angle, pitch angle and yaw angle data; according to the predetermined rotation order, multiply the three rotation matrices in turn to generate the final three-dimensional rotation matrix for describing the spatial transformation of the platform attitude.

4. The multi-degree of freedom motion control method for flight stick and throttle simulation of claim 3, wherein, The step of calculating displacement data of the platform corner points through the rotation matrix comprises: The initial coordinates of the four corner points of the platform are defined with the geometric center of the multi-degree-of-freedom platform as the origin; The new coordinates of the four corner points after the change of the attitude are obtained by applying the rotation matrix to the initial coordinates of the four corner points; The change value of the Z-direction component of the new coordinates is extracted as the displacement data of the multi-degree-of-freedom platform electric cylinder.

5. The multi-degree of freedom motion control method for flight stick and throttle simulation of claim 1, wherein, The step of calculating the target stroke of the linear electric cylinder driving the multi-degree-of-freedom motion platform according to the displacement data includes: Extracting the Z-direction displacement data of the four corner points of the multi-degree-of-freedom motion platform; Multiplying the Z-direction displacement data by a proportional coefficient to map it into the stroke range of the linear electric cylinder; Defining the target stroke of the linear electric cylinder as the sum of the neutral stroke length and the mapping result, wherein the neutral stroke length is the initial extension position of the linear electric cylinder; Outputting the target stroke data of each linear electric cylinder to drive the attitude adjustment of the multi-degree-of-freedom motion platform.

6. The multi-degree of freedom motion control method for flight stick and throttle simulation of claim 1, wherein, The step of driving the electric cylinder of the multi-degree-of-freedom motion platform to adjust the attitude of the platform according to the target stroke and updating the motion state and dynamic feedback of the platform in real time includes: Receiving the target stroke data and dynamic feedback data of the electric cylinder; Controlling the electric cylinder driving module to drive the electric cylinder to operate according to the target stroke data, so that the attitude of the platform is adjusted to the position corresponding to the target stroke; Real-time detection of the motion state parameters of the platform, including the current attitude of the platform and the actual stroke of the electric cylinder; Comparing the detected actual stroke data with the target stroke data, dynamically adjusting the electric cylinder driving signal according to the comparison result, and compensating the error; Updating the dynamic feedback signal, and superimposing the updated dynamic feedback into the control command of the next cycle to realize real-time closed-loop control of the platform motion.

7. Multi-degree of freedom motion control system for flight stick and throttle simulation, carrying out the multi-degree of freedom motion control method for flight stick and throttle simulation according to any one of claims 1 to 6, characterized in that Comprise: A data receiving module for receiving attitude data and environmental parameters from flight simulation software; An attitude solving module for calculating the corner point displacement of the multi-degree-of-freedom motion platform according to the attitude data; A stroke planning module for calculating the target stroke of the electric cylinder according to the corner point displacement and optimizing the target stroke; A dynamic feedback module for generating vibration feedback signals and damping feedback signals according to the environmental parameters; A driving module for driving the electric cylinder of the multi-degree-of-freedom motion platform to execute motion according to the target stroke, and updating the platform attitude in real time.

Images