Multi-model general accelerator fitting method and system and general simulation test run system and method

Abstract

The invention discloses a multi-aircraft-type universal accelerator fitting method and system and a universal simulation test run system and method. The method comprises the following steps that output characteristics of a universal accelerator lever and accelerator levers of different aircraft types are obtained; establishing a conversion relation between the output characteristics of the general throttle lever and the output characteristics of the throttle levers of different airplane types, and obtaining throttle lever input and output conversion models for different airplane types; and a throttle lever input and output conversion model is adopted to convert the output characteristic of the general throttle lever to be matched with the throttle lever output characteristic of the corresponding airplane model, so that the general throttle lever can be matched with the throttle lever simulation operation of the airplane model. By constructing the throttle lever input and output conversion model capable of adapting to the multi-type aircrafts and engine simulation test run, the throttle lever output characteristics of the multi-type aircrafts can be simulated through one throttle lever, and only the corresponding throttle lever input and output conversion model needs to be switched according to the aircraft types; and one throttle lever can be suitable for test run operation of different models.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of simulation flight test, and particularly relates to a multi-type universal throttle fitting method and system, a universal simulation test system and method. BACKGROUND

[0002] The aircraft cockpit simulator is used for the training of pilots / flight attendants. At present, the cockpit simulator is designed for a single type, and the throttle physical angle and the electrical signal output angle of the cockpit simulator are also designed for a single type. The cockpit simulator cannot meet the demand of simulating the throttle output characteristics of multiple aircrafts with one throttle lever, especially the throttle lever with a thrust area, and the input and output characteristics of the throttle lever are complex. Therefore, different throttle levers need to be configured for different aircraft types for simulation operation, which increases the cost of simulation flight test. SUMMARY

[0003] The application aims to provide a multi-type universal throttle fitting method and system to solve the problem of high cost caused by the need to configure corresponding throttle levers for simulation operation for different aircraft types.

[0004] The application also aims to provide a universal simulation test system and method.

[0005] The application is achieved by the following technical solutions:

[0006] The multi-type universal throttle fitting method comprises the following steps:

[0007] Obtaining the output characteristics of a universal throttle lever and throttle levers of different aircraft types;

[0008] Establishing a conversion relationship between the output characteristics of the universal throttle lever and the throttle levers of different aircraft types to obtain a throttle lever input and output conversion model for different aircraft types;

[0009] Using the throttle lever input and output conversion model to convert the output characteristics of the universal throttle lever to match the output characteristics of the throttle lever of the corresponding aircraft type, so that the universal throttle lever can match the simulation operation of the throttle levers of different aircraft types.

[0010] In some embodiments of the application, the output characteristics of the throttle lever are obtained according to the relationship between the throttle lever angle of the aircraft throttle lever and the corresponding control area.

[0011] In some embodiments of the application, the step of obtaining the output characteristics of the throttle lever according to the relationship between the throttle lever angle of the aircraft throttle lever and the corresponding control area comprises:

[0012] Dividing the throttle lever angle x into a parking stop position x1, a slow-speed stop position x 20 , a slow-speed upper limit x 21 , and a lower limit x 30The intermediate state stop position x 31 The small force state stop position x4 and the full force state stop position x5.

[0013] The throttle lever output characteristic is expressed as:

[0014] In the interval of x1≤x≤x 20 , the parking region is represented;

[0015] In the interval of x 20 ≤x≤x 21 , the slow vehicle region is represented;

[0016] In the interval of x 21 ≤x≤x 30 , the throttle state region is represented;

[0017] In the interval of x 30 ≤x≤x 31 , the intermediate state region is represented;

[0018] In the interval of x 31 ≤x≤x4, the throttle output angle is between the intermediate state stop position and the small force state stop position;

[0019] In the interval of x4≤x≤x5, the force state region is represented.

[0020] In some embodiments of the present application, the conversion relationship between the general throttle lever and the throttle lever output characteristics of different aircraft models is established for different intervals of the throttle lever output characteristics, and the throttle lever input-output conversion model for different aircraft models is obtained.

[0021] In some embodiments of the present application, the step of establishing the conversion relationship between the general throttle lever and the throttle lever output characteristics of different aircraft models for different intervals of the throttle lever output characteristics comprises:

[0022] The output throttle lever angle of the i-th aircraft model is divided into the parking stop position y 1-i , the slow vehicle stop position y 20-i , the slow vehicle upper limit y 21-i , the intermediate state lower limit y 30-i , the intermediate state stop position y 31-i , the small force state stop position y 4-i , and the full force state stop position y 5-i .

[0023] In the parking region, the general throttle lever is mapped to the throttle lever angle output characteristic of the i-th model, which is expressed as:

[0024]

[0025] In the slow vehicle region, the output characteristic of the common throttle lever corresponding to the throttle lever angle of the i-th machine type is represented as:

[0026]

[0027] In the throttle state region, the output characteristic of the common throttle lever corresponding to the throttle lever angle of the i-th machine type is represented as:

[0028]

[0029] In the intermediate state region, the output characteristic of the common throttle lever corresponding to the throttle lever angle of the i-th machine type is represented as:

[0030]

[0031] In the region between the intermediate state stop position and the small force state stop position, the output characteristic of the common throttle lever corresponding to the throttle lever angle of the i-th machine type is represented as:

[0032]

[0033] In the force state region, the output characteristic of the common throttle lever corresponding to the throttle lever angle of the i-th machine type is represented as:

[0034]

[0035] In the force state region, the output characteristic of the common throttle lever corresponding to the throttle lever angle of the i-th machine type is represented as:

[0036] In another aspect, the present application also provides a multi-machine type common throttle fitting system, comprising a throttle lever input-output conversion model for different aircraft machine types, which can convert the output characteristic of the common throttle lever to match the output characteristic of the throttle lever corresponding to the aircraft machine type, so that the common throttle lever can match the simulated operation of the throttle lever of different aircraft machine types, and the throttle lever input-output conversion model is obtained by using the multi-machine type common throttle fitting method.

[0037] In another aspect, the present application also provides a common simulation test system, comprising:

[0038] a common throttle lever;

[0039] and a multi-machine type common throttle fitting system.

[0040] In another aspect, the present application also provides a common simulation test method, comprising the following steps:

[0041] inputting the aircraft machine type to be matched in the common simulation test system;

[0042] Load the throttle lever input-output conversion module corresponding to the aircraft model, convert the output characteristics of the general throttle lever to match the throttle lever output characteristics of the aircraft model, and use the general throttle lever to perform simulated test run operation of the aircraft model.

[0043] Compared with the prior art, the present application has the following advantages and beneficial effects:

[0044] The present application can simulate the output characteristics of the throttle lever of multiple aircraft models by constructing a throttle lever input-output conversion model that can adapt to the simulated test run of multiple aircraft and engines, and only needs to switch to the corresponding throttle lever input-output conversion model according to the aircraft model to adapt to the test run operation of different aircraft models with one throttle lever, so that it can adapt to the training and examination of test pilots of different aircraft models and turbofan engines.

[0045] According to the characteristics of the aircraft throttle lever output characteristics, the present application uses a piecewise linearization stretching or compression method to establish a general throttle lever input-output conversion model by changing the stretching or compression relationship between the throttle lever characteristic points and the throttle lever angle characteristic points, which is simple and can be extended to other newly added aircraft models as needed, realizes the simulation of the output characteristics of the throttle lever of multiple aircraft models, and has good universality in the field of general simulated test run. BRIEF DESCRIPTION OF DRAWINGS

[0046] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings in the embodiments will be briefly introduced as follows, and it should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope, and for those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0047] Figure 1 The flow chart of the multi-aircraft model general throttle fitting method in the embodiments of the present application. DETAILED DESCRIPTION

[0048] For the purposes of the present application, the technical solutions and advantages will be clearer, the specific embodiments of the present application will be described in further detail below in conjunction with the drawings. It can be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application. In addition, it should be noted that, for the convenience of description, only the parts related to the present application are shown in the drawings, but not all the contents. Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowchart describes each operation (or step) as a sequential process, many of the operations can be implemented in parallel, concurrently or simultaneously. In addition, the order of the operations can be rearranged. The process can be terminated when its operations are completed, but can also have additional steps not included in the drawings. The process can correspond to a method, function, procedure, subroutine, etc.

[0049] When the test driver operates the test, he needs to master the output angle of the throttle lever at each limit position. For different aircraft models, the output angle of the throttle lever at each limit position is different. In the training and examination of engine test drivers, throttle simulation systems for different aircraft models need to be configured, which increases the cost.

[0050] The present application adopts a multi-model universal simulation test system throttle fitting method based on segmented linear stretching or compression. The output throttle angle of one throttle lever is stretched or compressed so that it can adapt to the throttle output characteristics of multiple aircraft models, serving as the input of the universal test simulation system engine model, which can well meet the training and examination needs of multi-type aircraft and engine test drivers.

[0051] The throttle lever output characteristics are obtained according to the relationship between the throttle lever angle of the aircraft throttle lever and the corresponding control region.

[0052] The throttle lever angle x is divided into a parking stop position x1 (x1 = 0), a slow stop position x2, an intermediate state lower limit x3, an intermediate stop position x4, a small thrust state stop position x5, and a full thrust state stop position x6. 20 , the upper limit of the slow car x 21 , the lower limit of the intermediate state x 30 , the intermediate stop position x 31 , the small thrust state stop position x4, and the full thrust state stop position x5.

[0053] The corresponding relationship between the throttle lever angle x and the throttle lever output characteristics is as follows:

[0054] In the interval x1≤x≤x 20 , the parking region is represented;

[0055] In the interval x 20 ≤x≤x 21 , the slow car region is represented, and when the output of the throttle lever is in this interval, the slow car control instruction is output to the engine;

[0056] In the interval of x 21 ≤x≤x 30 , throttle output state region is represented, when the output of the throttle lever is in this interval, the speed control command output to the engine is proportional to the throttle lever angle;

[0057] In the interval of x 30 ≤x≤x 31 , intermediate state region is represented, when the output of the throttle lever is in this interval, the control command output to the engine is a constant value, i.e. the engine is controlled to be in the intermediate state;

[0058] In the interval of x 31 ≤x≤x4, the throttle output angle is between the intermediate state stop position and the small boost state stop position, which is generally a no-control command output region and needs to be quickly passed through;

[0059] In the interval of x4≤x≤x5, boost state region is represented.

[0060] For different aircraft models, the throttle lever output characteristics are basically the same, all including the above control intervals, but the corresponding values of the throttle lever angle x and the throttle lever output characteristics of different aircraft models are different, and in the construction of the general test simulation system, conversion needs to be made according to the actual situation to realize the need of adapting multiple aircraft engine test through one throttle lever.

[0061] Referring to Figure 1 , when a general throttle lever is used to simulate the real throttle angle output characteristics of multiple aircraft, it is assumed that the throttle lever angle x satisfies:

[0062] The parking stop position x1 (x1 = 0), the idle stop position x 20 , the idle upper limit x 21 , the intermediate state lower limit x 30 , the intermediate state stop position x 31 , the small boost state stop position x4 and the full boost state stop position x5.

[0063] The general throttle lever here refers to the throttle lever used in the general simulation test system, and a set of the general throttle lever is used in the general simulation test system to realize the simulation operation of the throttle lever of different aircraft models.

[0064] For the i-th aircraft model, the output throttle lever angle of the aircraft throttle is:

[0065] The parking stop position y 1-i (y 1-i = 0), the idle stop position y 20-i , the idle upper limit y 21-i , the intermediate state lower limit y 30-iIntermediate state stop position y 31-i Small force state stop position y 4-i And full force state stop position y 5-i .

[0066] The general throttle lever has the same output characteristic as the throttle lever of the i-th aircraft model.

[0067] The difference between the output characteristic of the general throttle lever and the throttle lever angle of the i-th aircraft model is handled by stretching or compressing, so that the output characteristic of the general throttle lever can adapt to the output characteristic of the throttle lever of the i-th aircraft model.

[0068] In the parking area, the general throttle lever corresponding to the throttle lever angle output characteristic of the i-th model can be expressed as:

[0069]

[0070] In the slow speed area, the general throttle lever corresponding to the throttle lever angle output characteristic of the i-th model can be expressed as:

[0071]

[0072] In the throttle state area, the general throttle lever corresponding to the throttle lever angle output characteristic of the i-th model can be expressed as:

[0073]

[0074] In the intermediate state area, the general throttle lever corresponding to the throttle lever angle output characteristic of the i-th model can be expressed as:

[0075]

[0076] In the intermediate state stop position and the small force state stop position area, the general throttle lever corresponding to the throttle lever angle output characteristic of the i-th model can be expressed as:

[0077]

[0078] In the force state area, the general throttle lever corresponding to the throttle lever angle output characteristic of the i-th model can be expressed as:

[0079]

[0080] In formula 1) to formula 6), x is the original output angle of the general throttle lever, and y is the throttle lever output angle corresponding to the general throttle lever corresponding to the specific model.

[0081] The throttle lever input-output conversion model adapted to the i-th aircraft model is constructed by Formulas 1) to 6), and the throttle lever input-output conversion model is loaded into the test run simulation system, so that the general throttle lever can be used for the simulation operation of the throttle lever of the engine of the aircraft model.

[0082] Likewise, the throttle lever input-output conversion models for various aircraft models are respectively established by the above method, so that the training and examination of the test run personnel of the general throttle lever adapted to different aircraft models and turbofan engines can be realized.

[0083] The throttle fitting method of the multi-model general simulation test run system of the application will be described in detail below in combination with specific embodiments.

[0084] With reference to Figure 1 the steps of the throttle fitting method of the multi-model general simulation test run system in the embodiment are as follows:

[0085] 1. Obtain the throttle lever angle data of the general throttle lever, the parking stop position x1 (x1 = 0), the idle stop position x2, the idle upper limit x3, the intermediate state lower limit x4, the intermediate state stop position x5, the small thrust state stop position x6, and the full thrust state stop position x7. 20 21 30 31

[0086] 2. Obtain the throttle lever angle data of the i-th aircraft model, the parking stop position y1 (y1 = 0), the idle stop position y2, the idle upper limit y3, the intermediate state lower limit y4, the intermediate state stop position y5, the small thrust state stop position y6, and the full thrust state stop position y7. 1-i 1-i 20-i 21-i 30-i 31-i 4-i 5-i

[0087] 3. The throttle lever input-output conversion model adapted to the i-th aircraft model is constructed according to Formulas 1) to 6).

[0088] 4. Repeat steps 2 to 3 to construct the throttle lever input-output conversion models of various different aircraft models.

[0089] 5. The throttle lever input-output conversion model obtained above is input into the test run simulation software, and only the corresponding model needs to be input. By loading the throttle lever input-output conversion model of the corresponding model, the general throttle lever can be switched to the operation state adapted to the aircraft model, so that it can be adapted to the throttle lever simulation operation of the test run of the engine of the aircraft model.

[0090] ​​​​​​​​​​​​Some embodiments of the present application are a multi-aircraft type universal throttle fitting system, comprising a throttle lever input-output conversion model for different aircraft types, the throttle lever input-output conversion model being capable of converting the output characteristics of the universal throttle lever to match the output characteristics of the throttle lever of the corresponding aircraft type, so that the universal throttle lever can match the throttle lever simulation operation of the aircraft type, the throttle lever input-output conversion model being obtained by using the multi-aircraft type universal throttle fitting method in the above embodiments.

[0091] Some embodiments of the present application are a universal simulation test system, comprising:

[0092] a universal throttle lever;

[0093] and the throttle fitting system of the multi-aircraft type universal simulation test system in the above embodiments.

[0094] Some embodiments of the present application are a universal simulation test method, comprising the following steps:

[0095] inputting the aircraft type to be matched in the universal simulation test system;

[0096] loading the throttle lever input-output conversion module corresponding to the aircraft type to convert the output characteristics of the universal throttle lever to match the output characteristics of the throttle lever of the aircraft type.

[0097] At this time, the universal throttle lever can be used to perform the simulation test operation of the aircraft type.

[0098] The above is only a preferred embodiment of the present application, and does not limit the present application in any form. Any simple modification or equivalent change made according to the technical essence of the present application to the above embodiment falls within the protection scope of the present application.

Claims

1. A universal throttle fitting method for multiple aircraft models, characterized in that: The following steps are involved: Obtain the output characteristics of universal throttle levers and throttle levers of different aircraft models; Establish the conversion relationship between the output characteristics of the universal throttle lever and the throttle levers of different aircraft models, and obtain the throttle lever input-output conversion model for different aircraft models; The throttle stick input-output conversion model is used to convert the output characteristics of the universal throttle stick to match the throttle stick output characteristics of the corresponding aircraft model, so that the universal throttle stick can match the throttle stick simulation operations of different aircraft models.

2. The multi-model universal throttle fitting method according to claim 1, characterized in that: The throttle lever output characteristic is obtained according to the relationship between the throttle lever angle of the aircraft throttle lever and the corresponding control area.

3. The multi-model universal throttle fitting method according to claim 2, characterized in that: The steps of obtaining the throttle lever output characteristic according to the relationship between the throttle lever angle of the aircraft and the corresponding control area include: The throttle lever angle x is divided into parking stop position x1, slow stop position x 20 、Slow car limit x 21 、Intermediate state lower limit x 30 , intermediate state stop position x 31 , small afterburner state stop position x4 and full afterburner state stop position x5; The throttle lever output characteristic is expressed as: When x1≤x≤x 20 The interval represents the parking area; In x 20 ≤x≤x 21 The interval indicates the slow train area; In x 21 ≤x≤x 30 The interval indicates the throttling state area; In x 30 ≤x≤x 31 The interval represents the intermediate state area; In x 31 The interval of ≤x≤x4 indicates that the throttle output angle is between the middle state stop position and the small afterburner state stop position; The interval of x4≤x≤x5 represents the boost state area.

4. The multi-model universal throttle fitting method according to claim 3, characterized in that: According to different ranges of throttle lever output characteristics, the conversion relationship between the universal throttle lever and the throttle lever output characteristics of different aircraft models is established, and the throttle lever input-output conversion model for different aircraft models is obtained.

5. The multi-model universal throttle fitting method according to claim 4, characterized in that: The steps of establishing conversion relationships between a universal throttle lever and throttle lever output characteristics of different aircraft models for different ranges of throttle lever output characteristics include: The output throttle lever angle of the i-th aircraft type is divided into the parking stop position y 1-i , slow car stop position y 20-i , slow vehicle upper limit 21-i 、Intermediate state lower limit y 30-i , intermediate state stop position y 31-i , small force state stop position y 4-i And the full afterburner state stop position y 5-i ; In the parking area, the throttle lever angle output characteristic of the universal throttle lever corresponding to the i-th aircraft model is expressed as: In the idling area, the throttle lever angle output characteristic of the universal throttle lever corresponding to the i-th aircraft type is expressed as: In the throttle state region, the throttle lever angle output characteristic of the universal throttle lever corresponding to the i-th aircraft model is expressed as: In the intermediate state region, the throttle stick angle output characteristic of the universal throttle stick corresponding to the i-th aircraft model is expressed as: In the region between the intermediate stop position and the low afterburner stop position, the throttle lever angle output characteristic of the universal throttle lever corresponding to the i-th aircraft model is expressed as follows: In the afterburner state, the throttle lever angle output characteristic of the universal throttle lever corresponding to the i-th aircraft type is expressed as: Where x is the original output angle of the universal throttle stick, and y is the throttle stick output angle of the universal throttle stick corresponding to the specific model. 6.Multi-model universal throttle fitting system, characterized by: The invention comprises throttle lever input-output conversion models for different aircraft models. The throttle lever input-output conversion model can convert the output characteristics of a universal throttle lever to match the output characteristics of the throttle lever of the corresponding aircraft model, so that the universal throttle lever can match the throttle lever simulation operation of different aircraft models. The throttle lever input-output conversion model is obtained by using the multi-model universal throttle fitting method according to any one of claims 1 to 5.

7. Universal simulation test system, characterized in that, include: Universal throttle lever; And, the multi-model universal throttle fitting system as described in claim 6.

8. A universal simulation test method using the universal simulation test system according to claim 7, characterized in that: The following steps are involved: Input the aircraft model to be matched in the general simulation test system; Load the throttle lever input-output conversion module corresponding to the aircraft model, convert the output characteristics of the universal throttle lever to match the throttle lever output characteristics of the aircraft model, and use the universal throttle lever to perform simulated test operations of the aircraft model.

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