A flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model

Abstract

This invention discloses a flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model, belonging to the fields of flight simulation and flight control law design. The invention includes: a control module, a visual module, a cockpit module, a flight mechanics module, an elastic deformation module, and a control law module. This invention solves the problem in existing technologies that cannot simulate the flight state of flexible aircraft with high fidelity, and can serve as a means to train pilots to cope with flutter, reducing the risk of flight testing and verifying control laws.

Description

Technical Field

[0001] This invention belongs to the field of flight simulation and flight control law design, specifically relating to a flexible aircraft flight simulation and control law verification system based on a rigid-elastic coupling flight mechanics model. Background Technology

[0002] In aircraft structural design, it is essential to consider not only the stiffness and strength of the structure but also the aeroelasticity issues arising from the interaction and mutual influence between the structure and aerodynamic forces. This is especially true for high aspect ratio aircraft. For medium to high aspect ratio flying wing aircraft, the coupling between body degrees of freedom and structural elastic modes can induce flutter instability, affecting pilot comfort and operational precision, and even directly leading to mid-air disintegration. To avoid these phenomena, it is necessary to design appropriate flight control laws and train pilots in flutter techniques and experience.

[0003] However, many challenges remain in verifying flight control laws and simulating flight of flexible aircraft. On the one hand, existing control law designs primarily study the response of control laws to certain typical input signals, such as step signals, frequency sweep signals, and pulse signals. During actual flight, due to the complexity of pilot operations, the response to a limited number of typical signals cannot fully reflect the aircraft's response to actual operations, necessitating flight tests to verify the effectiveness of the control laws. Flexible aircraft, due to flutter, face significant flight test risks; mid-air disintegration would result in substantial losses. On the other hand, existing flight simulators mainly use rigid body flight mechanics models, or even lack flight mechanics models altogether, relying solely on preset angular rate responses caused by the deflection of various control surfaces to achieve flight simulation. This approach cannot accurately simulate the wing flutter and rigid-elastic coupling phenomena of flexible aircraft, and therefore cannot be used to train pilots in flutter response techniques and experience. Summary of the Invention

[0004] The purpose of this invention is to provide a flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model, which solves the problem that current flight simulators cannot accurately simulate the flight state of flexible aircraft and can be used as a means to train pilots to cope with flutter. This method can verify whether the control law is effective under the complex control inputs of flight simulation and reduce the risk of verifying the control law in flight tests.

[0005] To achieve the above objectives, the present invention provides a flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model, comprising:

[0006] The control module includes a longitudinal control lever for controlling pitch motion, a transverse control lever for controlling roll motion, and a throttle lever for controlling engine thrust.

[0007] The visual module includes a display that presents images to the pilot and a software system for rendering images. The software system for rendering images includes terrain, volumetric clouds, sky, and an aircraft model. The software system for rendering images is used to calculate the image information of the aircraft in the camera when the aircraft's control surfaces deflect, the aircraft's position changes, and the aircraft undergoes elastic deformation, and transmits it to the display. The terrain includes: terrain composed of satellite imagery and elevation, vegetation on the terrain, and buildings on the terrain. It has detail level attributes and tile attributes, and loads different map precisions according to the distance of the camera position.

[0008] The cockpit module is used to receive linear displacement, angular displacement, linear velocity, angular velocity, linear acceleration, and angular acceleration data from the flight state parameters calculated by the flight mechanics module, and to simulate the attitude changes of the aircraft based on the flight state parameters.

[0009] The flight mechanics module contains flight mechanics equations that consider the rigid-elastic coupling effect. Within one time step, the flight state parameters and control parameters of the aircraft are used as inputs to calculate new flight state parameters of the aircraft as outputs. This process is repeated cyclically during the flight simulation.

[0010] An elastic deformation module is used to modify the mesh vertex position of the aircraft in the rendering image software system in real time according to the elastic deformation amount calculated by the flight mechanics module, so that the aircraft model conforms to the calculation result of the flight mechanics model;

[0011] The control law module takes flight state parameters as input and outputs control parameters or increments based on pilot control according to different control objectives.

[0012] Furthermore, when the various modules in the simulation system operate in a loop, they complete the loop at a frequency of no less than thirty times per second.

[0013] Furthermore, the control module includes hardware for simulating aircraft pitch, roll, yaw, and throttle.

[0014] Furthermore, in the vision module, the landscape is not loaded when it is not within the camera's range, and the closer the landscape is to the camera within the camera's range, the higher the loading accuracy.

[0015] Furthermore, the visual module is used to present the deflection of the aircraft's control surfaces, especially the deflection effect after elastic deformation changes the control surface axis.

[0016] Furthermore, the cockpit module simulates the pitch, roll, and yaw angle changes and rigid-elastic coupling effects during flight within the cockpit's angular constraints. x ,y , z Changes in direction of displacement.

[0017] Furthermore, the method for solving the mesh vertex displacement in the elastic deformation module is to multiply the mode shape matrix by the modal displacement to solve the mesh vertex displacement.

[0018] Furthermore, the elastic deformation module decomposes the interpolation matrix multiplied by the aerodynamic mesh vertex displacement into the interpolation matrix multiplied by an intermediate matrix, then multiplied by the mode shape matrix and modal displacement. Finally, it uses three transformation matrices multiplied by the modal displacement to obtain the mesh vertex displacement at each position. x, y, z The displacements in three directions are used to simplify the obtained mesh vertex displacements.

[0019] Furthermore, the control law module uses active disturbance rejection control for pitch stabilization control, and the driver can intuitively experience the effect of the control law through the visual module and cockpit module.

[0020] Compared with the prior art, the beneficial effects of the present invention are:

[0021] It can solve the problem that current flight simulators cannot accurately simulate the flight state of flexible aircraft, and can be used as a means to train pilots to cope with flutter. It can also verify the effectiveness of control laws under complex control inputs in flight simulation, reducing the risk of verifying control laws in flight tests. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structural framework of an embodiment of the present invention;

[0023] Figure 2(a) is a schematic diagram of the joystick in the control module hardware of an embodiment of the present invention;

[0024] Figure 2(b) is a schematic diagram of the throttle lever in the control module hardware of an embodiment of the present invention;

[0025] Figure 2(c) is a schematic diagram of the foot pedal in the control module hardware of an embodiment of the present invention;

[0026] Figure 3 This is a schematic diagram illustrating the working process of a visual module according to an embodiment of the present invention;

[0027] Figure 4 This is a schematic diagram of the cockpit according to an embodiment of the present invention;

[0028] Figure 5 This is a schematic diagram of the working process of the flight mechanics module according to an embodiment of the present invention;

[0029] Figure 6 This is a schematic diagram of an elastic deformation module according to an embodiment of the present invention;

[0030] Figure 7 This is a flowchart of the control law module according to an embodiment of the present invention;

[0031] For clarity, a brief explanation of the reference numerals is provided below, and the meanings of each reference numeral are as follows:

[0032] 1. Throttle lever; 2. Foot pedal; 3. Control lever; 4. Control system switch; 5. Seat; 6. Inner cylinder; 7. Outer cylinder; 8. Electric cylinder; 9. Hooke hinge; 10. Upper platform; 11. Lower platform. Detailed Implementation

[0033] To make the objectives and advantages of the present invention clearer, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments described below are only preferred embodiments of the present invention and should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention.

[0034] It should be noted that in the description of this invention, the terms "upper," "lower," "inner," "outer," etc., which indicate the direction or positional relationship, are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and is not intended to indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0035] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] Please see Figure 1 As shown, it is a schematic diagram of the overall structural framework of a flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model according to an embodiment of the present invention. The flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model of this application includes:

[0037] The control module includes hardware capable of simulating aircraft pitch, roll, yaw, and throttle. The control module includes a longitudinal control stick for controlling pitch, a transverse control stick for controlling roll, and a throttle lever for controlling engine thrust.

[0038] The visual module is capable of displaying images of the aircraft's elastic deformation in real time.

[0039] The visual module includes a display that presents images to the pilot and a software system for rendering images. The software system for rendering images includes terrain, volumetric clouds, sky, and aircraft models. The software system for rendering images is used to calculate the image information of the aircraft in the camera when the aircraft's control surfaces deflect, the aircraft's position changes, and the aircraft undergoes elastic deformation, and transmits it to the display. The terrain includes: terrain composed of satellite imagery and elevation, vegetation on the terrain, and buildings on the terrain. It has detailed level attributes and tile attributes, and loads different map precisions according to the distance of the camera position.

[0040] Furthermore, in the vision module, the landscape is not loaded when it is not within the camera's range, and the closer the landscape is to the camera within the camera's range, the higher the loading accuracy.

[0041] Furthermore, the visual module can display the deflection of the aircraft's control surfaces, especially the deflection effect after elastic deformation changes the control surface axis.

[0042] The cockpit module receives linear displacement, angular displacement, linear velocity, angular velocity, linear acceleration, and angular acceleration data from the flight state parameters calculated by the flight mechanics module, and simulates aircraft attitude changes based on these flight state parameters. Within the cockpit's angular constraints, the cockpit module can simulate pitch, roll, and yaw angle changes during flight, as well as the effects caused by rigid-elastic coupling. x , y , z Changes in direction of displacement.

[0043] The flight mechanics module contains flight mechanics equations that consider the rigid-elastic coupling effect. Within one time step, the flight state parameters and control parameters of the aircraft are used as inputs to calculate new flight state parameters of the aircraft as outputs. This process is repeated cyclically during the flight simulation.

[0044] An elastic deformation module is used to modify the mesh vertex position of the aircraft in the rendering image software system in real time according to the elastic deformation amount calculated by the flight mechanics module, so that the aircraft model conforms to the calculation result of the flight mechanics model;

[0045] The control law module takes flight state parameters as input and outputs control parameters or increments based on pilot control according to different control objectives.

[0046] When the modules in the simulation system operate in a loop, they complete the loop at a frequency of no less than thirty times per second.

[0047] The control module includes hardware for simulating aircraft pitch, roll, yaw, and throttle.

[0048] In the vision module, the landscape is not loaded when it is not within the camera's range, and the closer the landscape is to the camera, the higher the loading accuracy.

[0049] The visual module is used to present the deflection of the aircraft's control surfaces, especially the deflection effect after elastic deformation changes the control surface axis.

[0050] The cockpit module simulates the pitch, roll, and yaw angle changes during flight, as well as the displacement changes in the x, y, and z directions caused by the rigid-elastic coupling effect, within the cockpit's rotation angle limits.

[0051] The method for solving the grid vertex displacement in the elastic deformation module is to multiply the mode shape matrix by the modal displacement to solve the grid vertex displacement.

[0052] The elastic deformation module decomposes the interpolation matrix multiplied by the aerodynamic mesh vertex displacement into the interpolation matrix multiplied by the intermediate matrix, then multiplied by the mode shape matrix and modal displacement. Finally, the three transformation matrices are multiplied by the modal displacement to obtain the displacement of the mesh vertex in the x, y, and z directions, thereby simplifying the obtained mesh vertex displacement.

[0053] The control law module uses active disturbance rejection control for pitch stabilization control, and the driver can intuitively experience the effect of the control law through the visual module and cockpit module.

[0054] The control module includes a longitudinal control stick for controlling pitch, a transverse control stick for controlling roll, a throttle lever for controlling engine thrust, and a foot pedal for controlling yaw. For some flying wing aircraft, yaw is achieved by rolling, and the foot pedal can be omitted.

[0055] The visual module includes a display that presents images to the pilot and a software system for rendering images. The software system for rendering images includes terrain, volumetric clouds, sky, and aircraft models. It can calculate the image information in the camera when the aircraft's control surfaces deflect, the aircraft's position changes, and the aircraft's elastic deformation occurs, and transmit this information to the display. The terrain has detail level attributes and slice attributes. It can load different map precisions according to the distance of the camera position and only load the terrain within the camera's view in the software to solve the problem of computing resources.

[0056] The cockpit module is the position where the pilot operates the flight simulator. It can receive linear displacement, angular displacement, linear velocity, angular velocity, linear acceleration, and angular acceleration data from the flight state parameters calculated by the flight mechanics module, and simulate the attitude changes of the aircraft based on the obtained flight state parameters. As a preferred embodiment of this application, the simulation accuracy of the cockpit module is that the displacement error is less than 1 cm and the angular error is less than 1 degree.

[0057] The flight mechanics module contains flight mechanics equations that take into account the rigid-elastic coupling effect. Within one time step, the flight mechanics equations are calculated using the aircraft's state parameters and the control module's control parameters as inputs, and new aircraft state parameters are calculated as outputs. This calculation process is repeated cyclically during the flight simulation.

[0058] The elastic deformation module can modify the position of the mesh vertices of the three-dimensional visual model in real time according to the elastic deformation amount calculated by the flight mechanics module, so that the three-dimensional visual model conforms to the calculation results of the flight mechanics model.

[0059] The control law module can take flight state parameters as input and output control parameters or increments based on pilot control, according to different control objectives.

[0060] Specifically, high-performance graphics cards and processors are used for graphics rendering, flight mechanics model solving, and model elastic deformation. The entire process is repeated cyclically, which can ensure that the screen is updated at a refresh rate of no less than 30 frames per second on three 4K resolution monitors, achieving a smooth display effect.

[0061] Please refer to Figures 2(a), 2(b), and 2(c), which are schematic diagrams of the control module hardware in the flexible aircraft flight simulation system based on the rigid-elastic coupling flight mechanics model according to an embodiment of the present invention, including: throttle lever 1; foot pedal 2; control stick 3; and control system switch 4.

[0062] Specifically, the joystick 3 can be pushed and pulled back and forth to control the pitch signal, and the steering wheel can be rotated to control the roll signal; the pedals 2 move in coordination with each other, with the left pedal moving forward and the right pedal moving backward, and the right pedal moving forward and the left pedal moving backward, to control the yaw signal.

[0063] Specifically, there is no limitation on the correspondence between the control signals and the various buttons or hinges in the hardware; the correspondence can be changed according to the actual needs of use.

[0064] Example 1:

[0065] Please see Figure 3As shown, this is a schematic diagram of the working process of the visual module in the flexible aircraft flight simulation system based on the rigid-elastic coupling flight mechanics model according to an embodiment of the present invention. In each time step, the visual module receives the output of the control module, the output of the control law module, and the output of the elastic deformation module. The visual module will calculate the rotation axis of each control surface after deformation in real time according to the output of the elastic deformation module, and present the deflection of the control surfaces under the control surface deflection commands of the control module and the control law module, as well as the deformation calculated by the elastic deformation module, to the camera. In addition to receiving the above images, the camera also receives images from the scene module. The orientation and distance of the camera will determine the content of the landscape loading. The images received by the camera are processed by the software and transmitted to the display, and finally presented to the pilot.

[0066] Specifically, in this embodiment, the landscape has a detail level attribute, and the closer the camera is to the landscape, the higher the accuracy of the landscape loading; the landscape also has a slice attribute, and the landscape will not be loaded if it is outside the range of the camera's image reception.

[0067] Please see Figure 4 As shown, it is a cockpit schematic diagram of a flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model according to an embodiment of the present invention, including: seat 5; inner cylinder 6; outer cylinder 7; electric cylinder 8; Hooke hinge 9; upper platform 10; lower platform 11.

[0068] Seat 5 is part of the cockpit module and provides a space for pilot flight simulation;

[0069] The inner cylinder 6 is the mechanical connection part of the cockpit module, which works in coordination with the outer cylinder 7 to realize functions such as the motion connection of the mechanism;

[0070] The outer cylinder 7 is the mechanical connection part of the cockpit module. It works in coordination with the inner cylinder 6 to realize functions such as the motion connection of the mechanism.

[0071] Hooke's hinge 9 is a component of the cockpit module's mechanical structure, participating in the motion connection of the mechanism;

[0072] Platform 10, as part of the cockpit module, is used to carry the driver and the simulated equipment;

[0073] The lower platform 11, as part of the cockpit module, utilizes its high-quality characteristics to prevent the device from jumping when simulated vibration signals are received, and serves as the foundation for connecting other components.

[0074] Specifically, the inner cylinder 6, outer cylinder 7, electric cylinder 8, and Hooke hinge 9 work together to form a support rod; the upper platform 10 and the lower platform 11 are connected by six support rods; the Hooke hinges 9 at both ends of the support rod are installed on the upper platform 10 and the lower platform 11; the seat 5 is installed on the upper platform.

[0075] Please see Figure 5As shown, this is a schematic diagram of the working process of the flight mechanics module in the flexible aircraft flight simulation system based on the rigid-elastic coupling flight mechanics model according to an embodiment of the present invention. In each time step, it receives the output of the control module and the output of the control law module, wherein the rudder deflection angle and engine thrust are used as the control command parameters of the flight mechanics equations. u Solving the equation yields the state parameters. x The rigid body motion and modal displacement motion are extracted from them and used as the outputs of the first flight mechanics module and the second flight mechanics module, respectively.

[0076] Specifically, the flight mechanics equations are state-space equations;

[0077] The state-space equation is expressed as follows:

[0078] ;

[0079] Furthermore, in the embodiments of the present invention, The state parameters are represented by a 48-dimensional vector. The physical meaning of each element, from the first row to the last row, is as follows: x Linear displacement in direction y Linear displacement in direction z Linear displacement in direction x Angular displacement in direction y Angular displacement in direction z Angular displacement of direction, first to eighth order modal displacements, and rudder deflection angles of the first to tenth control surfaces at the current moment. x linear velocity in direction, y linear velocity in direction, z linear velocity in direction, x angular velocity in direction, y angular velocity in direction, z Angular velocity of direction, first to eighth order modal velocities, and rudder deflection angular velocities of the first to tenth control surfaces at the current moment; u The control command parameters are 11-dimensional vectors, from the first row to the last row. The physical meaning of each element is: engine thrust, and the deflection angle commands for the first to tenth control surfaces. A , B This is the constant coefficient matrix in the state-space equations. A It is a 48-dimensional square matrix. B It is a 48×11 matrix.

[0080] Please see Figure 6As shown, this is a schematic diagram of the elastic deformation module in a flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model according to an embodiment of the present invention. In each time step, the elastic deformation module acquires modal displacements and performs mathematical operations on them to obtain the displacements of all mesh vertices in the three-dimensional visual model. According to structural dynamics theory, the displacements of all mesh vertices can be obtained by multiplying the mode shape matrix by the modal displacements. The mode shape matrix is ​​generally determined by the aerodynamic mesh, corresponding to the vibration of the model described by the aerodynamic mesh. In practical applications, to make the model more visually appealing on the display, a specially processed geometric mesh is generally used to describe the model described by the aerodynamic mesh, which is different from the aerodynamic mesh. To obtain the mesh vertex displacements corresponding to the geometric mesh, the common practice is to first calculate the displacements of the aerodynamic mesh vertices and then perform interpolation calculations to obtain the displacements of the geometric mesh vertices.

[0081] Specifically, the equation for calculating the displacement of the aerodynamic mesh vertices by first calculating the displacement of the mode shape and then interpolating to obtain the displacement of the geometric mesh vertices is as follows:

[0082] d=Zq;

[0083] D'=GD;

[0084] Specifically, assuming the aerodynamic grid has m The geometric mesh has vertices and _____ vertices. n vertices, in the expression d This indicates that the displacement of the aerodynamic grid vertex is 3. m dimensional vector, Z The mode shape matrix is ​​3 m A matrix of size 8, q For an 8-dimensional column vector, d Each row of three elements is used as the three elements of a new row in a matrix, resulting in... D ,for G The interpolation matrix is n × m The matrix, D’ The displacement of the vertices of the geometric mesh is represented by: n A 3×3 matrix. When m and n are large, calculate... G and D Multiplying two matrices takes a long time.

[0085] Furthermore, the process of calculating the vertices of the geometric mesh is optimized in this embodiment of the invention, and the specific method is as follows:

[0086] Construct three m ×3 m The intermediate matrix M 1. M 2. M 3, making D =[M 1 d , M 2 d , M 3 d ];

[0087] but D '=[ GM 1 Zq , GM 2 Zq , GM 3 Zq ];

[0088] remember GM 1 Z , GM 2 Z , GM 3 Z Transformation matrix T 1. T 2. T 3. The transformation matrices are all n The computational workload is greatly reduced for a ×8 matrix.

[0089] Please see Figure 7 As shown, it is a flowchart of the control law module in the flexible aircraft flight simulation system based on the rigid-elastic coupling flight mechanics model according to an embodiment of the present invention, including:

[0090] The control law module obtains signals from the control module based on whether the control module is activated or not.

[0091] If the control law module is enabled by the manipulation module, then Active Disturbance Rejection Control (ADRC) is executed;

[0092] If the control law module is not enabled in the manipulation module, then the control law module is skipped.

[0093] Specifically, in this invention, the active disturbance rejection control is used as follows: the pitch rate is used as the input, and the controller outputs the deflection angles of the two outermost control surfaces of the aircraft based on the pitch rate change, thereby achieving pitch stabilization.

[0094] The technical solution of the present invention has been described above with reference to 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 can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

[0095] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model, characterized in that, include: The control module includes a longitudinal control lever for controlling pitch motion, a transverse control lever for controlling roll motion, and a throttle lever for controlling engine thrust. The visual module includes a display that presents images to the pilot and a software system for rendering images. The software system for rendering images includes terrain, volumetric clouds, sky, and an aircraft model. The software system for rendering images is used to calculate the image information of the aircraft in the camera when the aircraft's control surfaces deflect, the aircraft's position changes, and the aircraft undergoes elastic deformation, and transmits it to the display. The terrain includes: terrain composed of satellite imagery and elevation, vegetation on the terrain, and buildings on the terrain. It has detail level attributes and tile attributes, and loads different map precisions according to the distance of the camera position. The cockpit module is used to receive linear displacement, angular displacement, linear velocity, angular velocity, linear acceleration, and angular acceleration data from the flight state parameters calculated by the flight mechanics module, and to simulate the attitude changes of the aircraft based on the flight state parameters. The flight mechanics module contains flight mechanics equations that consider the rigid-elastic coupling effect. Within one time step, the flight state parameters and control parameters of the aircraft are used as inputs to calculate new flight state parameters of the aircraft as outputs. This process is repeated cyclically during the flight simulation. An elastic deformation module is used to modify the mesh vertex position of the aircraft in the rendering image software system in real time according to the elastic deformation amount calculated by the flight mechanics module, so that the aircraft model conforms to the calculation result of the flight mechanics model; The control law module takes flight state parameters as input and outputs control parameters or increments based on pilot control according to different control objectives. The method for solving the grid vertex displacement in the elastic deformation module is to multiply the mode matrix by the modal displacement to solve the grid vertex displacement; The elastic deformation module decomposes the interpolation matrix multiplied by the aerodynamic mesh vertex displacement into the interpolation matrix multiplied by an intermediate matrix, then multiplied by the mode shape matrix and modal displacement. Finally, it uses three transformation matrices multiplied by the modal displacement to obtain the mesh vertex displacement at each position. x、 y, z Displacement in three directions, thus simplifying the obtained mesh vertex displacements; The control law module uses active disturbance rejection control for pitch stabilization control, and the driver can intuitively experience the effect of the control law through the visual module and cockpit module.

2. The flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model according to claim 1, characterized in that, When the modules in the simulation system operate in a loop, they complete the loop at a frequency of no less than thirty times per second.

3. The flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model according to claim 1, characterized in that, The control module includes hardware for simulating aircraft pitch, roll, yaw, and throttle.

4. The flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model according to claim 1, characterized in that, In the vision module, the landscape is not loaded when it is not within the camera's range, and the closer the landscape is to the camera, the higher the loading accuracy.

5. The flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model according to claim 1 or 4, characterized in that, The visual module is used to present the deflection of the aircraft's control surfaces, which includes the deflection effect after elastic deformation changes the control surface axis.

6. The flexible aircraft flight simulation system based on a rigid-elastic coupling flight mechanics model according to claim 1, characterized in that, The cockpit module simulates the pitch, roll, and yaw angle changes and rigid-elastic coupling effects during flight within the cockpit's angular constraints. x , y , z Changes in direction of displacement.

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