An eVTOL simulator throttle lever control system and method

Abstract

The present application belongs to the technical field of flight simulators and throttle levers, and particularly relates to an eVTOL simulator throttle lever control system and method, aiming to solve the problems of being unable to adapt to the complex and diverse flight modes of eVTOL, non-smooth switching, and inconvenient hardware switching. The present application can switch back to the centering / non-centering mode in real time through a servo control unit, control each flight mode by customizing a torque model, does not need to manually modify the hardware, and quickly responds to changes in flight modes. Through an adaptive Sigmoid transition algorithm, torque smooth transition is achieved. The torque model and PWM signal algorithm of multi-mode adaptation accurately match the control requirements of different flight modes. The dual-path position acquisition and fault backup design improves the reliability of the equipment. The present application effectively improves the authenticity, safety and efficiency of simulation training, and meets the training needs of eVTOL pilots.

Description

Technical Field

[0001] The present invention belongs to the technical field of flight simulators and throttle levers, and in particular relates to an eVTOL simulator throttle lever control system and method. Background Art

[0002] As a new type of manned aircraft, eVTOL (electric vertical take-off and landing aircraft) has complex and diverse flight configurations and modes, covering multi-rotor, composite wing, tilt-rotor and other configurations, as well as multi-rotor mode, transition mode, fixed-wing mode and other flight states. The flight modes under different modes are significantly different: for example: multi-rotor mode: usually includes five modes: automatic flight, fixed point, fixed altitude, attitude, and manual, which can be switched manually or automatically downgraded by the flight control according to sensor conditions; fixed-wing mode: mainly involves automatic flight, fixed altitude, attitude and manual modes;

[0003] Return-to-center throttle stick: Automatically returns to center when not in use. The middle position corresponds to "hold altitude." Pushing it up / down corresponds to a fixed rate of climb / descent (e.g., 1m / s). It relies on the flight control to automatically stabilize altitude. This is suitable for altitude hold and fixed-point hold modes in multirotor mode, as well as altitude hold in fixed-wing mode.

[0004] Non-center throttle stick: maintains any position when not in use. The center position corresponds to about 50% thrust. The throttle directly maps to the motor speed. It is suitable for attitude and manual modes of multi-rotor and fixed-wing modes.

[0005] The above characteristics place special demands on the design of the throttle joystick, and the throttle control scheme of traditional flight simulators is difficult to adapt. Its limitations are as follows:

[0006] 1. Single joystick type, unable to meet multi-modal requirements: The throttle / collective pitch levers in traditional civil aviation fixed-wing and helicopter simulators are mostly non-center-return designs. The throttle levers in eVTOL simulators are mostly of a single type (either return-to-center or non-center). However, due to the diverse modes of eVTOL, two control logics must be compatible at the same time, making it impossible to dynamically switch control characteristics according to flight mode.

[0007] 2. Control conflicts and safety hazards during mode switching: When an eVTOL switches between different modes (for example, from hold altitude / fixed point mode to attitude / manual mode, or vice versa), a single type of throttle lever can lead to significant control logic conflicts. For example, when a return-to-center throttle lever switches to attitude mode, the "hold altitude" logic in the neutral position is incompatible with the "thrust direct mapping" logic in attitude mode. This can easily cause sudden changes in motor speed (for example, from "steady high thrust" to 50% of "base thrust"), resulting in abrupt altitude changes and an uneven transition, affecting flight safety.

[0008] When a non-return-to-center throttle lever is switched to hold-altitude mode, the thrust value at the current position does not match the "center position = hold-altitude" logic, requiring the pilot to manually return the throttle lever to its current position, increasing the operator's workload and potentially leading to misoperation.

[0009] 3. Hardware switching is cumbersome and responsive. While some existing equipment can be modified to switch between centering and non-centering, this requires disassembling the joystick and adjusting internal components (such as springs and limit screws), making it impossible to respond to mode changes in real time during flight simulation. This lag is inconsistent with the "rapid mode transition" characteristic of eVTOLs (such as switching from multi-rotor to fixed-wing), seriously affecting the authenticity and safety of simulation training. Summary of the Invention

[0010] To address the aforementioned issues in the prior art, namely, the single type of throttle joystick (either return-to-center or non-return-to-center) in existing eVTOL simulators results in control logic conflicts during mode switching, and the hardware switching requires manual disassembly and adjustment. This leads to problems such as an inability to adapt to the complex and diverse flight modes of eVTOLs, unsmooth switching, and inconvenient hardware switching, making it difficult to meet the training needs of eVTOL pilots. In a first aspect, the present invention proposes an eVTOL simulator throttle lever control system, comprising a servo motor, a throttle lever, a servo control unit, and physical buttons.

[0011] The servo control unit is configured to: based on the flight mode of the flight control system or the contact signal of the physical button, in combination with the target throttle size and the current actual throttle size, construct a torque model corresponding to the flight mode or the physical button to generate a target torque;

[0012] When the flight mode or physical button is switched, linear regression is performed with the operating speed and the change in flight altitude as independent variables, combined with a set constant term, to obtain a linear regression prediction value; the independent variable of the Sigmoid function is dynamically adjusted based on the linear regression prediction value and real number mapping is performed to obtain a Sigmoid function mapping value; the old torque and the new torque are weighted updated according to the Sigmoid function mapping value to obtain a transition torque;

[0013] Dividing the torque interval based on the target torque or transition torque and the maximum output torque, wherein the torque interval includes a small torque interval and a large torque interval;

[0014] In different torque ranges, the duty cycle of the PWM signal is generated based on the basic duty cycle and the smooth dynamic adjustment gradient / steep dynamic adjustment gradient with a set ratio; the smooth dynamic adjustment gradient is the ratio of the target torque to the maximum output torque; the steep dynamic adjustment gradient is the ratio of the first difference to N times the maximum output torque; the first difference is the difference between the target torque and N times the maximum output torque;

[0015] Based on the PWM signal, the servo motor is driven to drive the throttle lever to move, thereby generating a return torque, a damping torque, and a follow-up torque to achieve control of the throttle lever.

[0016] In some preferred embodiments, the physical buttons include a return-to-center mode button and a damping mode button, which correspond to a return-to-center torque model and a damping torque model, respectively;

[0017] The flight modes include fixed altitude / fixed point mode, attitude / manual mode, and autopilot mode, which correspond to the return torque model, damping torque model, and follower torque model respectively;

[0018] The physical button has a higher priority than the flight mode, and the servo control unit responds according to the physical button.

[0019] In some preferred embodiments, the target torque is obtained by:

[0020] Obtain the flight mode or physical key contact signal, and obtain the target torque according to the torque model corresponding to the flight mode or physical key contact signal; the torque model includes a return torque model , Damping torque model , follow-up torque model ;

[0021] When the flight mode is in the fixed altitude / fixed point mode or the return-to-center mode button has a touch signal, the return-to-center torque is calculated using the return-to-center torque model as the target torque:

[0022] ;

[0023] in, is the angle at which the throttle stick deviates from the neutral position, is the angular velocity of the throttle stick during the return to center process;

[0024] When the flight mode is in attitude / manual mode or the damping mode button has a touch signal, the damping torque is calculated using the damping torque model as the target torque:

[0025] ;

[0026] in, is the throttle stick operating angular velocity in damping mode;

[0027] When the flight mode is in the autopilot mode, the following torque is calculated by the following torque model as the target torque:

[0028] ;

[0029] in, is the deviation between the actual position of the throttle stick and the target position.

[0030] In some preferred embodiments, the current actual throttle value is obtained by collecting a throttle lever position signal, converting the throttle lever position signal, and feeding it back to the flight control system via the servo control unit;

[0031] The collecting of the throttle lever position signal includes collecting the throttle lever position signal with a potentiometer and feeding back the throttle lever position signal with a servo motor.

[0032] In some preferred embodiments, the servo control unit further includes a backup module;

[0033] The backup module is configured to use a dynamic weight sliding window algorithm to compare the throttle lever position signal collected by the potentiometer; determine the correctness of the throttle lever position signal based on the comparison result, and trigger backup when the servo motor fails.

[0034] In some preferred embodiments, after obtaining the duty cycle D of the PWM signal, temperature compensation for the duty cycle D is further performed:

[0035] The motor temperature is obtained; and the difference between the motor temperature and the set base temperature is calculated as the temperature difference;

[0036] The temperature difference is weighted in combination with the compensation coefficient; the weighted temperature difference is summed with a set constant term to obtain a temperature coefficient;

[0037] The duty cycle of the PWM signal is weighted by the temperature coefficient to obtain the duty cycle of the temperature-compensated PWM signal.

[0038] In some preferred embodiments, the physical key generates a contact signal which is transmitted to the servo control unit and debounced using a quantum sensing debounce method; the quantum sensing debounce method is:

[0039] The contact signal of the physical button is collected by a composite quantum sensing array; the composite quantum sensing array includes a GaN / SiC quantum dot sensor, a piezoelectric sensor, and an optical encoder; the contact signal includes a tunneling current signal, a vibration signal, and a position coding signal;

[0040] Calculating the confidence of each channel based on the through-current signal, the vibration signal, and the position encoding signal; obtaining the operating mode according to the confidence of each channel and combining the mapping relationship between the channel confidence and the operating mode;

[0041] In combination with the selected signal corresponding to the working mode, a spatiotemporal attention network is used to predict the contact state of the physical button after a set time period, and a prediction result is output;

[0042] Based on the prediction result and in combination with the optimal de-jitter time window, a de-jitter control signal is generated and sent to the servo control unit.

[0043] In some preferred implementations, the method for obtaining the optimal debouncing time window is:

[0044] Get the equivalent stiffness coefficient, equivalent mass, and equivalent damping coefficient of the physical button;

[0045] Calculating the ratio of the equivalent stiffness coefficient to the equivalent mass to obtain a natural frequency term;

[0046] Calculating a ratio of the equivalent damping coefficient to L times the equivalent mass, and obtaining a damping term by squaring the ratio;

[0047] Calculating a difference between the natural frequency term and the damping term, and performing a square root operation on the difference to obtain a damped oscillation frequency;

[0048] Dividing the damped oscillation frequency yields the optimal debouncing time window.

[0049] In some preferred embodiments, the angle of the throttle lever deviating from the neutral position is calculated by: when the target throttle level is the neutral value, calculating the deviation between the current actual throttle level and the neutral value;

[0050] The angular velocity of the throttle lever during the return to center process is calculated by converting the angular velocity based on the rate of change of the current actual throttle value;

[0051] The deviation between the actual position of the throttle lever and the target position is calculated by calculating the difference between the target throttle size and the current actual throttle size.

[0052] The second invention of the present invention provides an eVTOL simulator throttle lever control method. Based on the eVTOL simulator throttle lever control system, the method includes the following steps:

[0053] Obtain flight mode, auto throttle size, actual output throttle size and flight altitude data;

[0054] Selecting a corresponding torque model based on the flight mode and the physical button, including: using an angle segmented return-to-center torque model for the altitude / fixed point mode or return-to-center mode button; using a speed adaptive damping model for the attitude / manual mode or damping mode button; and using a PID follower torque model with dead zone for the autopilot mode;

[0055] When switching between flight modes or physical buttons, the transition torque is calculated using an adaptive Sigmoid transition algorithm based on the operating speed and the change in flight altitude.

[0056] The PWM duty cycle of the target torque or transition torque is calculated according to the piecewise nonlinear formula. Temperature compensation is introduced to correct the PWM duty cycle. The PWM signal drives the servo motor, and the throttle lever outputs the target torque.

[0057] Beneficial effects of the present invention:

[0058] By improving the Sigmoid transition algorithm, a smooth torque transition is achieved. This not only solves the problem of uneven throttle stick operation during mode switching in the eVTOL simulator, which is prone to safety hazards, but can also be directly applied to the mode switching process of the real aircraft. The servo control unit supports real-time switching between return-to-center and non-return-to-center modes without the need for manual hardware modification. It can not only quickly respond to changes in the simulator's flight mode, but also adapt to the control logic switching of the real aircraft in different mission scenarios, thereby improving control response speed. The multi-mode adaptive torque model and PWM signal algorithm not only accurately match the different flight mode control requirements of the simulator, but its parameters can also be calibrated according to the dynamic characteristics of the real aircraft. The dual-channel position acquisition and fault backup design not only improves the reliability of the simulation equipment, but also meets the requirements of the real aircraft for redundant safety systems, effectively improving the authenticity, safety and efficiency of eVTOL simulation training, and can simultaneously meet the flight control requirements of the real eVTOL aircraft, realizing the commonality of simulator and real aircraft technologies. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Other features, objects and advantages of the present application will become more apparent upon reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0060] Figure 1 This is a working diagram of a servo control unit of an eVTOL simulator throttle stick response control system of the present invention.

[0061] Figure 2 This is a module structure block diagram of an eVTOL simulator throttle lever control system of the present invention.

[0062] Figure 3 This is a flowchart of the steps of a throttle control method for an eVTOL simulator of the present invention. DETAILED DESCRIPTION

[0063] The present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are intended only to illustrate the relevant invention and are not intended to limit the invention. It should also be noted that, for ease of description, only portions relevant to the relevant invention are shown in the accompanying drawings.

[0064] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0065] In order to more clearly explain the eVTOL simulator throttle lever control system and method of the present invention, the following is combined with Figures 1 to 3 Each step in the embodiment of the present invention is described in detail.

[0066] An eVTOL simulator throttle lever control system according to the first embodiment of the present invention is described in detail. Figure 2 , including a servo motor, a throttle stick, a servo control unit, and a physical button. The servo control unit is configured as follows: Figure 1 Based on the flight mode of the flight control system or the physical button contact signal, combined with the target throttle size and the current actual throttle size, a torque model corresponding to the flight mode or the physical button is constructed to generate a target torque;

[0067] In this embodiment, in addition to the servo motor, throttle lever, servo control unit, and physical buttons, it also includes a potentiometer and a throttle lever base. The servo motor is mechanically connected to the throttle lever via a reduction gear set, and the motor has a built-in 1024-line encoder for position feedback. The throttle lever base integrates a linear potentiometer, which forms a dual-channel position acquisition channel with the encoder.

[0068] The physical buttons (return to center mode button and damping mode button) are located on the base of the throttle stick and use mechanical micro switches. They are connected to the servo control unit via the GPIO interface.

[0069] The servo control unit (e.g., an STM32H743 microcontroller) reads encoder data through the SPI interface, acquires potentiometer voltage via the ADC channel (0–3.3V corresponds to -90°–+90°), and communicates with the flight control system via the CAN bus (transmitting flight mode, target throttle, and altitude data).

[0070] The physical key generates a contact signal which is transmitted to the servo control unit and is debounced using a quantum sensing debounce method. The quantum sensing debounce method is implemented as follows:

[0071] Physical key contact signals are collected through a composite quantum sensing array; the composite quantum sensing array includes GaN / SiC quantum dot sensors, piezoelectric sensors, and optical encoders; the contact signals include tunneling current signals, vibration signals, and position encoding signals; specifically, the GaN / SiC quantum dot sensor detects changes in tunneling current when a key is touched (response time <1ms), with a quantum dot size of 5-10nm, an operating voltage of 2-3V, and a current resolution of 10pA. The current is amplified by a built-in transimpedance amplifier (gain 10^9 V / A) and then converted and output by a 16-bit ADC; the piezoelectric sensor: detects mechanical vibration signals at the moment of key pressing / releasing (frequency range 20Hz~2kHz), with a sensitivity of 0.5V / g, a built-in low-pass filter (cut-off frequency 3kHz), and a 12-bit ADC conversion (sampling rate 5kHz) output; the optical encoder: detects key displacement through the infrared reflection principle (resolution 0.1mm), with a sampling frequency of 10kHz, and outputs Gray code encoded signals, which are decoded by a differential receiver and converted into digital pulse signals for output;

[0072] Based on the tunneling current signal, vibration signal, and position encoding signal, the confidence level of each channel is calculated, and an operating mode is dynamically selected based on the confidence level. The operating mode can be selected based on historical records (for example, records of pilots' historical selection signals under different flight modes). The operating modes are "quantum priority," "hybrid decision," and "classical degradation." The selected signal S refers to a signal selected from the tunneling current signal, vibration signal, and position encoding signal for subsequent processing based on the operating mode.

[0073] The confidence of each channel is as follows:

[0074] Quantum dot sensor channel confidence:

[0075] ;

[0076] ;

[0077] in, is the corrected current detection current; is the baseline current when there is no contact; is the noise standard deviation; Measurement accuracy; is the temperature coefficient; is the current ambient temperature; For the moment t , the mechanical displacement of the button; is the displacement corresponding to the initial position of the key;

[0078] Piezoelectric sensor channel confidence: ,in, is the vibration signal amplitude; is the threshold; is the standard deviation of environmental noise;

[0079] Optical encoder channel confidence:

[0080] ;

[0081] where, is the current detected displacement; is the fully pressed position; is the tolerance range;

[0082] Working mode selection: ;

[0083] If the confidence C of a certain channel > 0.9, the signal of this channel is preferentially adopted; if the confidence of all channels is 0.6 < C < 0.8, the working mode is "mixed decision"; if the confidence of all channels is C < 0.5, the working mode is "classical degradation" by combining the historical mode (such as the mode with the highest frequency in the last 5 operations);

[0084] Based on the selected signal corresponding to the selected working mode, a spatio-temporal attention network is used to predict the contact state of the physical button after a set duration (such as 5ms), and the prediction result is output;

[0085] Specifically, it is calculated by the following formula:

[0086] ;

[0087] ; <​​​​​​​​​​​​​​​​​​​​​​​​​

[0091] Get the equivalent stiffness coefficient, equivalent mass, and equivalent damping coefficient of the physical button;

[0092] Calculating the ratio of the equivalent stiffness coefficient to the equivalent mass to obtain a natural frequency term;

[0093] Calculating the ratio of the equivalent damping coefficient to L (preferably 2) times the equivalent mass, and squaring the ratio to obtain a damping term;

[0094] Calculating a difference between the natural frequency term and the damping term, and performing a square root operation on the difference to obtain a damped oscillation frequency;

[0095] Dividing the damped oscillation frequency to obtain an optimal debouncing time window;

[0096] The optimal debounce time window calculation formula is as follows:

[0097] ;

[0098] in, is the equivalent stiffness coefficient; is the equivalent mass; Equivalent damping coefficient;

[0099] The dynamic debouncing logic judgment rules are as follows:

[0100] ;

[0101] when Greater than the preset high threshold , and the current time t Less than When the debounce control signal The output is valid (set to 1); otherwise, The output is an invalid level (set to 0); 、 The two work together to ensure that the servo control unit is allowed to receive key signals only when the predicted physical key operation is valid and within the debounce time window;

[0102] The flight modes include fixed altitude / fixed point mode, attitude / manual mode, and autopilot mode, which correspond to the return torque model, damping torque model, and follower torque model respectively;

[0103] The physical buttons include a return-to-center mode button and a damping mode button, which correspond to a return-to-center torque model and a damping torque model respectively;

[0104] The physical button has a higher priority than the flight mode, and the mode can be forced to switch. The physical button takes precedence over the flight mode. When the two conflict, the servo control unit responds according to the physical button;

[0105] The current actual throttle value is obtained by collecting the throttle lever position signal, which is then converted and fed back to the flight control system via the servo control unit;

[0106] The acquisition of the throttle lever position signal includes acquiring the throttle lever position signal by a potentiometer (for example, a linear potentiometer and a resistor are used to form a voltage-dividing sampling circuit, and the voltage-dividing voltage linearly corresponds to the throttle lever position), and feedback of the throttle lever position signal by a servo motor (for example, feedback of the position signal by an encoder);

[0107] The servo control unit also includes a backup module;

[0108] The backup module is configured to use a dynamic weight sliding window algorithm to compare the throttle lever position signal collected by the potentiometer (specifically, to compare the throttle lever position signal collected by the potentiometer with the throttle lever position signal fed back by the servo motor), determine the correctness of the throttle lever position signal based on the comparison result, and trigger backup in the event of a servo motor failure;

[0109] The target torque is obtained by:

[0110] Obtain the flight mode or physical key contact signal, and obtain the target torque according to the torque model corresponding to the flight mode or physical key contact signal; the torque model includes a return torque model , Damping torque model , follow-up torque model ;

[0111] When the flight mode is in the fixed altitude / fixed point mode or the return-to-center mode button has a touch signal, the return-to-center torque is calculated using the return-to-center torque model as the target torque:

[0112] The specific formula expression is as follows:

[0113] ;

[0114] in, is the angle at which the throttle stick deviates from the neutral position, is the angular velocity of the throttle stick during the return to center process;

[0115] described , which is calculated as follows: when the target throttle size is the median value, the deviation between the current actual throttle size and the median value is calculated;

[0116] When the flight mode is in attitude / manual mode or the damping mode button has a touch signal, the damping torque is calculated using the damping torque model as the target torque:

[0117] The specific formula expression is as follows:

[0118] ;

[0119] in, is the throttle stick operating angular velocity in damping mode;

[0120] described , which is calculated as follows: based on the current actual throttle size change rate conversion;

[0121] When the flight mode is in the autopilot mode, the following torque is calculated by the following torque model as the target torque:

[0122] The specific formula expression is as follows:

[0123] ;

[0124] in, is the deviation between the actual position of the throttle stick and the target position;

[0125] described , which is calculated as follows: Calculate the difference between the target throttle size and the current actual throttle size;

[0126] When the flight mode or physical button is switched, the operation speed and the change in flight altitude are used as independent variables, and a linear regression is performed in combination with a set constant term to obtain a linear regression prediction value; based on the linear regression prediction value, the independent variable of the Sigmoid function is dynamically adjusted and real number mapping is performed to obtain a Sigmoid function mapping value; according to the Sigmoid function mapping value, the old torque (that is, the target torque before switching) and the new torque (that is, the target torque after switching) are weighted updated to obtain a transition torque; it is explained here that at the moment of mode switching: the transition torque replaces the new torque, at which time the transition torque is the target torque; in the middle of the transition: the transition torque is mixed with the old torque and the new torque in the ratio of α(t); the transition is completed: the transition coefficient α(t) reaches 0.9 or above, and the mode is completely switched to the new torque, at which time the new torque is the target torque;

[0127] The specific formula expression is as follows:

[0128] ;

[0129] ;

[0130] ;

[0131] in, is the actual output torque at any time during the transition process, that is, the transition torque, For the old torque, is the new torque, is the transition coefficient, is the operating speed (throttle stick angular velocity, ° / s), is the weight coefficient of operation speed, is the flight altitude change, is the weight coefficient of the flight altitude change is the duration of the transition process, is the variable coefficient, is the basic coefficient;

[0132] Achieve fast operation ( >50° / s ) or rapid changes in altitude ( >2 m / s ) when the servo motor is in a state of high speed, the transition is accelerated to match the dynamic response requirements. For example, when quickly switching from the fixed altitude mode to the attitude mode, the torque corresponding to the servo motor speed can gradually change to the new target value according to the Sigmoid function, rather than suddenly changing, so the transition is smooth.

[0133] During steady operation or slow height changes, the transition is slowed down to ensure smooth operation. Since it is a steady operation, it is not necessary to complete the transition so quickly. Although the transition time is long, the torque corresponding to the servo motor speed changes continuously and gently according to the Sigmoid function law, without sudden increases or decreases, so it is also a smooth transition.

[0134] The flight altitude change The acquisition method is as follows: the servo control unit receives the altitude data output by the flight control system through the CAN bus and calculates it through the first-order difference;

[0135] Dividing the torque interval based on the target torque or transition torque and the maximum output torque, wherein the torque interval includes a small torque interval and a large torque interval;

[0136] In different torque ranges, the duty cycle of the PWM signal is generated based on the basic duty cycle and the smooth dynamic adjustment gradient / steep dynamic adjustment gradient with a set ratio; the smooth dynamic adjustment gradient is the ratio of the target torque to the maximum output torque; the steep dynamic adjustment gradient is the ratio of the first difference to N times the maximum output torque; the first difference is the difference between the target torque and N times the maximum output torque;

[0137] The specific formula expression is as follows:

[0138] ;

[0139] in, is the target torque, is the maximum output torque;

[0140] =3.5Nm (maximum output torque of servo motor);

[0141] Small torque range ( ≤1.75Nm): The resolution is increased to 0.1Nm, corresponding to a 1.71% duty cycle change, improving low-speed control accuracy;

[0142] High torque range ( >1.75Nm): 0.1Nm resolution corresponds to 2.29% duty cycle change to avoid overshoot;

[0143] Since the motor temperature affects the output torque (torque decreases by about 2% for every 10°C increase in temperature), after obtaining the duty cycle D of the PWM signal, temperature compensation for the duty cycle D is also included:

[0144] The motor temperature is obtained; and the difference between the motor temperature and the set base temperature is calculated as the temperature difference;

[0145] The temperature difference is weighted in combination with the compensation coefficient; the weighted temperature difference is summed with a set constant term to obtain a temperature coefficient;

[0146] weighting the duty cycle of the PWM signal by the temperature coefficient to obtain a duty cycle of the PWM signal after temperature compensation;

[0147] Specifically:

[0148] ;

[0149] in, is the motor temperature, 0.002 is the compensation coefficient, which is calibrated based on the temperature characteristics of the motor material;

[0150] Finally, the duty cycle is converted into a timer comparison value. The GPIO of the STM32 microcontroller configured in the servo control unit outputs a PWM signal, precisely driving the servo motor to drive the throttle lever, thereby generating centering torque, damping torque, and follower torque. The throttle lever can be controlled and the throttle state can be switched between centering and non-centering modes in real time.

[0151] By improving the Sigmoid transition algorithm, a smooth torque transition is achieved, solving the problem of uneven throttle control during mode switching in eVTOL simulators, which can easily lead to safety hazards. This can also be directly applied to the mode switching process of the real aircraft, ensuring the control stability of the real aircraft when switching between modes such as hovering and cruising, and avoiding flight attitude fluctuations caused by sudden torque changes. The servo control unit supports real-time switching between centering and non-centering modes without manual hardware modification. It can not only quickly respond to flight mode changes in the simulator, but also adapt to the control logic switching of the real aircraft in different mission scenarios, improving control response speed. The multi-mode adaptive torque model and PWM signal algorithm not only accurately match the different flight mode control requirements of the simulator, but its parameters can be calibrated according to the dynamic characteristics of the real aircraft, achieving precise control of the real aircraft's propellers, rudders, and other actuators. The dual-channel position acquisition and fault backup design not only improves the reliability of the simulation equipment, but also meets the real aircraft's requirements for redundant safety systems. In the event of a single-channel signal anomaly, it can seamlessly switch to the backup path to ensure flight safety, effectively improving the authenticity, safety, and efficiency of simulation training, while meeting the requirements of eVTOL. The flight control requirements of the real aircraft realize the commonality of simulator and real aircraft technology, providing unified control technology support for pilot training and real aircraft operation;

[0152] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process and related instructions of the system described above can refer to the corresponding process in the aforementioned method embodiment and will not be repeated here.

[0153] It should be noted that the eVTOL simulator throttle control system provided in the above embodiment is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the modules or steps in the embodiments of the present invention can be further decomposed or combined. For example, the modules in the above embodiment can be combined into one module, or further divided into multiple sub-modules to complete all or part of the functions described above. The names of the modules and steps involved in the embodiments of the present invention are only for distinguishing the modules or steps and are not to be regarded as improper limitations on the present invention.

[0154] A method for controlling the throttle lever of an eVTOL simulator according to the second embodiment of the present invention is described in detail in the following sections. Figure 3 , the method comprises the following steps:

[0155] Obtain flight mode, auto throttle size, actual output throttle size and flight altitude data;

[0156] Selecting a corresponding torque model based on the flight mode and the physical button, including: using an angle segmented return-to-center torque model for the altitude / fixed point mode or return-to-center mode button; using a speed adaptive damping model for the attitude / manual mode or damping mode button; and using a PID follower torque model with dead zone for the autopilot mode;

[0157] When switching between flight modes or physical buttons, the transition torque is calculated using an adaptive Sigmoid transition algorithm based on the operating speed and the change in flight altitude.

[0158] The PWM duty cycle of the target torque or transition torque is calculated according to the piecewise nonlinear formula. Temperature compensation is introduced to correct the PWM duty cycle. The PWM signal drives the servo motor, and the throttle lever outputs the target torque.

[0159] Although the various steps in the above embodiment are described in the above-mentioned order, those skilled in the art will understand that in order to achieve the effect of this embodiment, different steps do not have to be executed in such an order. They can be executed simultaneously (in parallel) or in a reverse order. These simple changes are within the scope of protection of the present invention.

[0160] Those skilled in the art should be able to appreciate that the modules and method steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two, and the programs corresponding to the software modules and method steps can be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium known in the art. In order to clearly illustrate the interchangeability of electronic hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in electronic hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0161] The terms "first", "second", etc. are used to distinguish similar objects, rather than to describe or indicate a particular order or sequence.

[0162] The term "comprise" or any other similar term is intended to cover non-exclusive inclusion such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0163] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

Claims

1. An eVTOL simulator throttle lever control system, characterized in that: Including servo motor, throttle stick, servo control unit, and physical buttons; The servo control unit is configured to: based on the flight mode of the flight control system or the contact signal of the physical button, in combination with the target throttle size and the current actual throttle size, construct a torque model corresponding to the flight mode or the physical button to generate a target torque; When the flight mode or physical button is switched, linear regression is performed using the operation speed and the change in flight altitude as independent variables, combined with a set constant term, to obtain a linear regression prediction value; based on the linear regression prediction value, the independent variable of the Sigmoid function is dynamically adjusted and real number mapping is performed to obtain a Sigmoid function mapping value; Performing weighted update on the old torque and the new torque according to the Sigmoid function mapping value to obtain a transition torque; Dividing the torque interval based on the target torque and the maximum output torque, or dividing the torque interval based on the transition torque and the maximum output torque, wherein the torque interval includes a small torque interval and a large torque interval; In different torque ranges, based on the basic duty cycle, combined with the set ratio of smooth dynamic adjustment gradient / steep dynamic adjustment gradient, the duty cycle of the PWM signal is generated; The smooth dynamic adjustment gradient is the ratio of the target torque to the maximum output torque; The steep dynamic adjustment gradient is the ratio of the first difference to N times the maximum output torque; The first difference is the difference between the target torque and the N times the maximum output torque; Based on the PWM signal, the servo motor is driven to drive the throttle lever to move, thereby generating a return torque, a damping torque, and a follow-up torque to achieve control of the throttle lever.

2. The eVTOL simulator throttle lever control system according to claim 1, characterized in that: The physical buttons include a return-to-center mode button and a damping mode button, which correspond to a return-to-center torque model and a damping torque model respectively; The flight modes include fixed altitude / fixed point mode, attitude / manual mode, and autopilot mode, which correspond to the return torque model, damping torque model, and follower torque model respectively; The physical button has a higher priority than the flight mode, and the servo control unit responds according to the physical button.

3. The eVTOL simulator throttle lever control system according to claim 1, characterized in that: The target torque is obtained by: Obtain the flight mode or physical key contact signal, and obtain the target torque according to the torque model corresponding to the flight mode or physical key contact signal; the torque model includes a return torque model , Damping torque model , follow-up torque model ; When the flight mode is in the fixed altitude / fixed point mode or the return-to-center mode button has a touch signal, the return-to-center torque is calculated using the return-to-center torque model as the target torque: ； in, is the angle at which the throttle stick deviates from the neutral position, is the angular velocity of the throttle stick during the return to center process; When the flight mode is in attitude / manual mode or the damping mode button has a touch signal, the damping torque is calculated using the damping torque model as the target torque: ； in, is the throttle stick operating angular velocity in damping mode; When the flight mode is in the autopilot mode, the following torque is calculated by the following torque model as the target torque: ； in, is the deviation between the actual position of the throttle stick and the target position.

4. The eVTOL simulator throttle lever control system according to claim 1, characterized in that: The current actual throttle value is obtained by collecting the throttle lever position signal, which is then converted and fed back to the flight control system via the servo control unit; The collecting of the throttle lever position signal includes collecting the throttle lever position signal with a potentiometer and feeding back the throttle lever position signal with a servo motor.

5. The eVTOL simulator throttle lever control system according to claim 4, characterized in that: The servo control unit also includes a backup module; The backup module is configured to use a dynamic weight sliding window algorithm to compare the throttle lever position signal collected by the potentiometer; determine the correctness of the throttle lever position signal based on the comparison result, and trigger backup when the servo motor fails.

6. The eVTOL simulator throttle lever control system according to claim 1, characterized in that: After obtaining the duty cycle D of the PWM signal, the method further includes performing temperature compensation on the duty cycle D: The motor temperature is obtained; and the difference between the motor temperature and the set base temperature is calculated as the temperature difference; The temperature difference is weighted in combination with the compensation coefficient; the weighted temperature difference is summed with a set constant term to obtain a temperature coefficient; The duty cycle of the PWM signal is weighted by the temperature coefficient to obtain the duty cycle of the temperature-compensated PWM signal.

7. The eVTOL simulator throttle lever control system according to claim 1, characterized in that: The physical key generates a contact signal which is transmitted to the servo control unit and is debounced using a quantum sensing debounce method; the quantum sensing debounce method is as follows: The contact signal of the physical button is collected by a composite quantum sensing array; the composite quantum sensing array includes a GaN / SiC quantum dot sensor, a piezoelectric sensor, and an optical encoder; the contact signal includes a tunneling current signal, a vibration signal, and a position coding signal; Calculating the confidence of each channel based on the through-current signal, the vibration signal, and the position encoding signal; obtaining the operating mode according to the confidence of each channel and combining the mapping relationship between the channel confidence and the operating mode; In combination with the selected signal corresponding to the working mode, a spatiotemporal attention network is used to predict the contact state of the physical button after a set time period, and a prediction result is output; Based on the prediction result and in combination with the optimal de-jitter time window, a de-jitter control signal is generated and sent to the servo control unit.

8. The eVTOL simulator throttle lever control system according to claim 7, characterized in that: The optimal debounce time window acquisition method is: Get the equivalent stiffness coefficient, equivalent mass, and equivalent damping coefficient of the physical button; Calculating the ratio of the equivalent stiffness coefficient to the equivalent mass to obtain a natural frequency term; Calculating a ratio of the equivalent damping coefficient to L times the equivalent mass, and obtaining a damping term by squaring the ratio; Calculating a difference between the natural frequency term and the damping term, and performing a square root operation on the difference to obtain a damped oscillation frequency; Dividing the damped oscillation frequency yields the optimal debouncing time window.

9. The eVTOL simulator throttle lever control system according to claim 3, characterized in that: The angle of the throttle lever deviating from the neutral position is calculated by: when the target throttle size is the neutral value, calculating the deviation between the current actual throttle size and the neutral value; The angular velocity of the throttle lever during the return to center process is calculated by converting the angular velocity based on the rate of change of the current actual throttle value; The deviation between the actual position of the throttle lever and the target position is calculated by calculating the difference between the target throttle size and the current actual throttle size.

10. An eVTOL simulator throttle lever control method, based on the eVTOL simulator throttle lever control system according to any one of claims 1 to 9, characterized in that: The method comprises the following steps: Obtain flight mode, auto throttle size, actual output throttle size and flight altitude data; Selecting a corresponding torque model based on the flight mode and the physical button, including: using an angle segmented return-to-center torque model for the altitude / fixed point mode or return-to-center mode button; using a speed adaptive damping model for the attitude / manual mode or damping mode button; and using a PID follower torque model with dead zone for the autopilot mode; When switching flight modes or physical buttons, the transition torque is calculated using an adaptive Sigmoid transition algorithm based on the operation speed and flight altitude change; The PWM duty cycle of the target torque or transition torque is calculated according to the piecewise nonlinear formula. Temperature compensation is introduced to correct the PWM duty cycle. The PWM signal drives the servo motor, and the throttle lever outputs the target torque.

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