Rodless tractor driving simulation system and method

Abstract

The invention relates to the technical field of computer simulation, in particular to a driving simulation system and method for a rodless tractor, and the main module comprises a multi-physics field coupling calculation module which is used for calculating the driving simulation of the rodless tractor based on the environment data, the operation input signal and the basic data of the rodless tractor. Coupling calculation is conducted on the structural mechanical field of the rodless tractor, the structural mechanical field of the aircraft and the environmental fluid field, interaction and dynamic changes among the mechanical fields are simulated through a physical engine, and motion state data of the rodless tractor and the aircraft are generated. According to the invention, coupling dynamics of the vehicle and the aircraft can be accurately simulated, a complex dynamic airport apron environment is restored, multi-dimensional sensory feedback is provided, a training environment with a high restoration degree is provided for a driver, and the training quality is improved.

Description

Technical Field

[0001] This application relates to the field of computer simulation technology, and in particular to a boomless tractor driving simulation system and method. Background Technology

[0002] Aircraft towing vehicles are critical equipment for airport ground support. Their operation is complex and directly impacts flight area safety, thus placing extremely high demands on driver skills training. Towing vehicle driving simulation systems, as a safe and efficient training method, are playing an increasingly important role.

[0003] Currently, most simulation systems in this field employ traditional simplified dynamic models and static environmental logic, resulting in a significant gap in simulation fidelity compared to real-world operational scenarios. This gap manifests in several ways: Firstly, in core operational physics simulation, existing technologies fail to construct a coupled dynamic model between the towing vehicle and the aircraft. During critical clamping, pushing, and traction operations, simplified models cannot accurately simulate the dynamic weight transfer process from the aircraft to the towing vehicle via the clamping mechanism, nor can they reflect the significant impact of aircraft inertia on the towing vehicle's engine load and steering torque. This leads to inconsistencies between the simulated vehicle's dynamic response during acceleration, steering, and braking and real-world conditions, hindering effective training of drivers' perception of vehicle load status and risk prediction capabilities. Secondly, in environmental simulation, existing systems suffer from insufficient rendering capabilities and oversimplified scene logic. Low rendering frame rates result in visual display delays in high-dynamic scenes, affecting drivers' accurate judgment of distance and position. Furthermore, the fixed behavior patterns of dynamic elements in the scene (such as other vehicles and aircraft) lack intelligent decision-making logic based on real-time interaction, failing to replicate the complexity and uncertainty of multi-target collaborative operations on a real apron, thus creating a disconnect between the training environment and actual conditions. Furthermore, the existing system suffers from a lack of simplistic hardware interaction, particularly in its lack of realistic force feedback simulation. The steering wheel fails to provide steering resistance that matches the vehicle's load and road conditions, and the pedals lack inertial feedback during braking. This prevents the driver from perceiving changes in the vehicle's status through touch, significantly reducing the realism and training value of the simulation.

[0004] Therefore, existing technologies struggle to provide a highly realistic simulation experience of driving a tow truck without barriers, thus limiting training effectiveness. Developing a novel simulation system capable of accurately simulating the coupled dynamics of vehicles and aircraft, recreating complex dynamic apron environments, and providing multi-dimensional sensory feedback has become an urgent technical challenge. Summary of the Invention

[0005] This application provides a linkageless tractor driving simulation system that can accurately simulate the coupled dynamics of vehicles and aircraft, reproduce complex dynamic apron environments, and provide multi-dimensional sensory feedback, providing drivers with a highly realistic training environment and improving training quality.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a boomless tractor driving simulation system, comprising:

[0008] The control acquisition module is used to acquire operation input signals from the steering wheel, pedals, and gear shift lever;

[0009] The environment simulation module is used to collect environmental data input by the driver in the tablet central control, and the environmental data includes at least weather data, time data, and lighting data.

[0010] The 3D scene rendering module is used to collect building data and combine it with the environmental data to render a 3D scene model of the apron in real time.

[0011] The multiphysics coupling calculation module is used to perform coupled calculations on the structural mechanical field of the towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field based on the environmental data, the operation input signal, and the basic data of the towing vehicle. The module simulates the interaction and dynamic changes between the mechanical fields through the physics engine to generate motion state data of the towing vehicle and the aircraft.

[0012] A visual feedback module is used to render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen.

[0013] The force feedback module is used to generate a force feedback signal based on the motion state data and output it to the steering wheel or pedal of the leverless tractor.

[0014] The assessment module is used to generate assessment scores and details based on the operation input signals and the motion state data, combined with preset assessment standards.

[0015] In a preferred embodiment of this application, the multiphysics coupling calculation module may be further configured to include:

[0016] The structural mechanics calculation unit for the boomless tractor is used to combine the vehicle model, tires, steering system, and maximum traction force data in the basic data, and to construct and adjust the skeletal mesh of the boomless tractor using rigid body dynamics.

[0017] The aircraft structural mechanics calculation unit is used to simulate the interaction between the aircraft's nose landing gear and the boomless towing vehicle, and to calculate the forces transmitted to the aircraft's nose landing gear.

[0018] The rainy environment fluid field calculation unit is used to simulate the frictional effect of rainwater on the poleless towing vehicle and aircraft in rainy conditions based on the particle parameters and rainfall duration of rainwater in the basic data, and dynamically adjust the friction coefficient.

[0019] The aircraft engine vortex field calculation unit is used to optimize the engine parameters in the operation input signal through physical field coupling, use parameterized curves to describe the vortex core, calculate various vortex parameters, and simulate the influence of the vortex generated by the aircraft engine on the rodless towing vehicle based on the various vortex parameters.

[0020] In a preferred example of this application, it may further be configured to include:

[0021] The rainy weather environment fluid field calculation unit is also used to realize the rainy weather effect through the Niagara visual effects processing system and send it to the visual feedback module.

[0022] The aircraft engine vortex field calculation unit is also used to simulate condensed water vapor using Niagara particles and to simulate the scene visual of vortex distortion using dynamic disturbance maps, simulating the effect of wheels being suspended in the air and maintenance personnel being blown over, and then sending it to the visual feedback module.

[0023] In a preferred embodiment of this application, the multiphysics coupling calculation module may further include:

[0024] The clamping device mechanical calculation unit is used to couple other units in the multiphysics coupling calculation module to establish a mechanical model of the clamping device of the rodless tractor. The mechanical model includes at least clamping force, friction force, kinematic and dynamic characteristics of the clamping mechanism, and calculates the contact mechanics between the clamping device and the aircraft landing gear, and simulates the stress distribution and deformation during the clamping process.

[0025] The vibration simulation unit is used to identify vibration sources generated by the boomless tractor during driving and operation, including at least engine vibration, vibration caused by road surface unevenness, and vibration caused by the operation of the clamping device.

[0026] Secondly, this application provides a method for simulating the driving of a boomless tractor, comprising:

[0027] In a preferred example of this application, it can be further configured to include:

[0028] Collects operation input signals from the steering wheel, pedals, and gear shift lever;

[0029] Collect environmental data input by the driver in the tablet central control, the environmental data including at least weather data, time data, and lighting data;

[0030] Collect building data and combine it with the environmental data to render a 3D scene model of the apron in real time;

[0031] Based on the environmental data, the operation input signals, and the basic data of the boomless towing vehicle, the structural mechanical field of the boomless towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field are coupled and calculated. The interaction and dynamic changes between the mechanical fields are simulated through the physics engine to generate motion state data of the boomless towing vehicle and the aircraft.

[0032] Render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen;

[0033] Based on the motion state data, a force feedback signal is generated and output to the steering wheel or pedal of the leverless tractor.

[0034] Based on the operation input signal and the motion state data, combined with the preset assessment criteria, the assessment results and details are generated.

[0035] In a preferred embodiment of this application, the step of performing coupled calculations on the structural mechanical field of the towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field based on the environmental data, the operational input signal, and the basic data of the towing vehicle includes:

[0036] Combining the vehicle model, tires, steering system, and maximum traction force data from the basic data, rigid body dynamics is used to construct and adjust the skeletal mesh of the boomless tractor.

[0037] Simulate the interaction between the aircraft's nose landing gear and a boomless towing vehicle, and calculate the forces transmitted to the aircraft's nose landing gear;

[0038] Based on the particle parameters and duration of rainfall in the aforementioned basic data, the effect of rainwater on the friction of a poleless towing vehicle and an aircraft under rainy conditions is simulated, and the friction coefficient is dynamically adjusted.

[0039] Based on the engine parameters in the operation input signal, optimization is performed through physical field coupling. The vortex core is described by parametric curves, and various vortex parameters are calculated. Based on these vortex parameters, the influence of the vortex generated by the aircraft engine on the rodless tractor is simulated.

[0040] Thirdly, this application provides a boomless tractor driving simulation device, the device comprising:

[0041] The data acquisition module is used to collect operation input signals from the steering wheel, pedals, and gear shift lever; collect environmental data input by the driver in the tablet central control, the environmental data including at least weather data, time data, and lighting data; collect building data, and combine the environmental data to render a three-dimensional scene model of the apron in real time.

[0042] The physics field coupling calculation module is used to perform coupled calculations on the structural mechanical field of the towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field based on the environmental data, the operation input signal, and the basic data of the towing vehicle. The module simulates the interaction and dynamic changes between the various mechanical fields through the physics engine to generate motion state data of the towing vehicle and the aircraft.

[0043] A visual rendering module is used to render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen.

[0044] A force feedback module is used to generate a force feedback signal based on the motion state data and output it to the steering wheel or pedal of the leverless tractor.

[0045] The assessment module is used to generate assessment scores and details based on the operation input signals and the motion state data, combined with preset assessment standards.

[0046] Fourthly, this application provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the boomless tractor driving simulation method as described in any of the preceding claims.

[0047] Fifthly, this application provides a computer-readable storage medium storing a program, wherein when the program is executed by a processor, it implements the boomless tractor driving simulation method as described in any of the preceding claims.

[0048] Sixthly, this application provides a computer program product, including computer instructions that, when executed by a processor, implement the steps of the leverless tractor driving simulation method as described in any of the preceding claims.

[0049] In summary, compared with the prior art, the beneficial effects of the technical solution provided in this application include at least the following:

[0050] This application utilizes multiphysics coupling calculations to enable the simulation system to more realistically reproduce the complex aerodynamic environment of actual operating scenarios. Specifically, by coupling calculations of the structural mechanical field of the boomless towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field, the aerodynamic forces exerted by engine vortices on the boomless towing vehicle are accurately presented. This allows drivers to experience aerodynamic disturbances similar to those in reality during simulation training, greatly enhancing the realism of the simulation. Simultaneously, in the simulation of pushing out or towing aircraft, the coupling of multiple factors such as traction force, braking force, and ground friction is comprehensively considered to accurately simulate the towing process under different operating conditions, ensuring the accuracy of the simulation results and providing reliable training data for drivers.

[0051] The system proposed in this application can replace in-person training, saving on equipment and maintenance costs. Traditional training requires hands-on operation in the vehicle, with one experienced driver training one novice, which incurs significant time and equipment costs. This invention uses virtual simulation to replace in-person training, achieving one-to-many driver training, reducing investment in physical equipment, and improving daily effective training time and efficiency through a standardized model.

[0052] The system in this application combines environmental data to simulate high-risk scenarios such as rainy days with high precision, enabling drivers to master the operating procedures and protocols for dealing with high-risk situations. The training scenarios are more comprehensive and are especially suitable for scenarios such as training in the operation of special aviation ground equipment and skills assessment for airport ground staff. Attached Figure Description

[0053] Figure 1 This is a block diagram of a boomless tractor driving simulation system provided in one embodiment of this application.

[0054] Figure 2 A flowchart illustrating a method for simulating the driving of a leverless tractor provided in one embodiment of this application.

[0055] Figure 3 This is a block diagram of a boomless tractor driving simulation device provided in one embodiment of this application. Detailed Implementation

[0056] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0057] In one embodiment of this application, a boomless tractor driving simulation system is provided. Please refer to [link / reference]. Figure 1 As shown, the system includes:

[0058] The control acquisition module 100 is used to acquire operation input signals from the steering wheel, pedals, and gear shift lever.

[0059] The environment simulation module 200 is used to collect environmental data input by the driver in the tablet central control, and the environmental data includes at least weather data, time data, and lighting data.

[0060] The 3D scene rendering module 300 is used to collect building data and, in combination with the environmental data, render the 3D scene model of the apron in real time.

[0061] The multiphysics coupling calculation module 400 is used to perform coupled calculations on the structural mechanical field of the towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field based on the environmental data, the operation input signal, and the basic data of the towing vehicle. The module simulates the interaction and dynamic changes between the mechanical fields through the physics engine to generate motion state data of the towing vehicle and the aircraft.

[0062] The visual feedback module 500 is used to render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen.

[0063] Force feedback module 600 is used to generate a force feedback signal based on the motion state data and output it to the steering wheel or pedal of the leverless tractor.

[0064] The assessment module 700 is used to generate assessment scores and details based on the operation input signals and the motion state data, combined with preset assessment standards.

[0065] In specific implementation, the control acquisition module 100 is implemented by adding the equipment supplier ID and product ID to the controller configuration and mapping the control components to any Unreal Engine, thereby obtaining cockpit inputs such as steering wheel angle, accelerator and brake pedal force feedback, gear shift lever status, front and rear reversing driver's seat, view tracking, and windshield wiper on and off.

[0066] The tablet-based central control unit serves as an additional sensor input for environmental parameters, controlling the leverless tractor's wheel clamp system, lighting system, starting the vehicle's power and engine, and activating the horn. The tablet communicates with the PC using the UDP protocol. Leveraging UDP's high transmission speed, the tablet acts as a central control unit, enabling real-time control of the tractor's wheel clamp opening and closing, lighting activation and deactivation, and other operations, thus creating a complete closed-loop driving operation system.

[0067] The control acquisition module 100 and the environment simulation module 200 operate independently. The environment simulation module acquires environmental data and then sends it to the 3D scene rendering module. The 3D scene rendering module renders a 3D scene model of the apron, including the pavement, boarding bridge, terminal building, lawn, ground navigation lights, high-mast lights, aircraft, statically parked vehicles, and dynamic taxiing of aircraft entering and leaving the apron. Based on the model's dynamic or static characteristics, it can be divided into dynamic models and static models.

[0068] The elements in the static model include:

[0069] Pavement and perimeter: Divided into cement pavement and asphalt pavement, it simulates the real pavement conditions of multiple aircraft taxiing as much as possible, and models solid lines, dashed lines, "stop", slow triangles and other markings on the road according to the topographic map; the perimeter of the actual apron area is modeled to be closer to the actual apron environment.

[0070] Covered bridge: The extension of the covered bridge, the stairs of the covered bridge, the glass of the covered bridge, and the reflective light effect of the glass material.

[0071] Terminal: Modeled based on BIM drawings and as-built drawings, the interior and exterior models are consistent with the actual buildings, including areas such as boarding gates, staff canteens, and staff offices on the ground floor of the apron.

[0072] Airport parking spaces: Model them based on the topographic map, and synchronize the painted lettering inside the parking spaces with the actual survey to the model of the parking spaces in the scene, such as "For tow bar only" and "For tow vehicle only".

[0073] Lighting equipment and markings: Based on the topographic map, model the ground navigation lights, high mast lights, aircraft position red lines and other markings for the scene, and draw the aircraft parking markings based on the actual survey content.

[0074] Static vehicles and signs: Model the aircraft stand signs based on the topographic map, displaying the stand number on the front and the operation precautions on the back; place the static vehicles according to the actual survey content. For example, if the passenger boarding bridge cannot pass through the jet bridge, place it at a remote stand or a stand that does not pass through the jet bridge. The tow truck is parked in the tow truck's dedicated space, the tow bar is placed in the tow bar's dedicated space, and the shuttle bus is parked in the empty space next to the boarding gate, etc.

[0075] The dynamic model includes:

[0076] Automated arrival and departure taxiing for aircraft: Departure is carried out in accordance with the rules and the arrival and departure sequence of different crews.

[0077] Dynamic Vehicles: When a vehicle is at an intersection marked with a "Stop" sign on the ground, observe whether there are aircraft arriving or departing at the adjacent parking positions. If so, the vehicle must stop and wait. The system detects whether a vehicle passes the marked area with a speed not equal to 0 by automatically detecting aircraft arrivals and departures and the "Stop" sign. To determine whether to issue a warning, if an aircraft arrives or departs and the vehicle stops within the marked area, no warning is issued; otherwise, a warning is issued and the violation is considered a violation, and a score is recorded.

[0078] The 3D scene rendering module generates dynamic environmental parameters within the 3D scene model based on the environmental data, including weather and visibility, time and sunshine duration, and personnel movement trajectories. Weather and visibility include time and corresponding sunshine duration, visibility, and weather dynamics, which users can set via commands. These parameters are then converted into scene parameters, and weather simulation is performed within the scene using the UE5 visualization engine. Supported weather conditions include sunny, cloudy, overcast, light rain, moderate rain, torrential rain, light snow, blizzard, dust storm, blowing sand, sandstorm, severe sandstorm, light fog, heavy fog, dense fog, very dense fog, and extremely dense fog. Visibility varies depending on the weather, and users can set different visibility ranges. The time and sunshine parameters are generated by simulating lighting on geometry and material surfaces using direct and dynamic global illumination based on the user-defined time parameters, adding realistic lighting effects to the scene and supporting day-night cycles. Furthermore, relevant lighting effects within the scene automatically turn on and off based on changes in global illumination. When the scene changes to nighttime, the lights of the aircraft and the towing vehicle will display nighttime effects, including the aircraft's front and rear bumper lights, headlights, and taillights, as well as the vehicle's low beam headlights and taillights. Simultaneously, the high-mast lights, ground navigation lights, and terminal lights within the scene will automatically activate upon detecting nighttime. The movement trajectory of the maintenance personnel includes aircraft nose direction, pushback permission, pushback completion, braking, and changing towing direction. During pushback, the maintenance personnel must be within the towing vehicle driver's view and stand within the safe area between the aircraft and the towing vehicle, following the towing vehicle during pushback. This is achieved through two technologies: a pathfinding system and an animation state machine. The pathfinding system primarily simulates the movement of maintenance personnel within the scene, dividing the scene into a grid of tiles and assigning target points to the personnel. The personnel adjust in real-time based on the positions of the aircraft and the towing vehicle, while simultaneously setting the aircraft and the towing vehicle as obstacles within the grid for obstacle avoidance, enabling the maintenance personnel to follow the towing vehicle and aircraft during pushback or towing. Animated state machines primarily simulate switching the state of maintenance personnel under specific conditions and simulate different gestures to enable maintenance personnel to issue correct gesture commands at corresponding time points.

[0079] The force feedback module 600, through the input function of the 3D rendering engine, can identify and bind the drive IDs of the steering wheel and gear lever, allowing the steering wheel's rotation angle and direction, as well as the gear lever's shifting operation, to be instantly translated into the steering and gear shifting actions of the virtual vehicle. Simultaneously, by introducing force feedback technology into devices such as the steering wheel and pedals, during simulated operations, corresponding weight is simulated when docking with an aircraft, sending force feedback signals to the steering wheel and gear lever in real time to generate vibrations, simulating the feel of real driving.

[0080] The multiphysics coupling calculation module 400 is used to simulate the interactions and dynamic changes between various mechanical fields based on multiphysics coupling calculation technology, combined with environmental data, operational input signals, and basic data of the boomless towing vehicle. This generates accurate motion state data for the boomless towing vehicle and aircraft, thereby improving the realism and effectiveness of the simulation. The implementation of this module includes:

[0081] Based on the equipment data provided by the tractor manufacturer, input the basic data of the boomless tractor, including model, tire specifications, steering system type, maximum traction force, overall dimensions, dry weight, and wheelbase. For example, input the relevant parameters for the Kalmar TBL-180 model.

[0082] The tow truck model and aircraft model are rendered based on the vehicle's basic data. The tow truck model includes vehicle geometry parameters, power system parameters, and vehicle lighting effect parameters. The aircraft model includes the front landing gear, aircraft livery, aircraft lighting effects, and static parking position.

[0083] Then, based on the model of the boomless tractor, structural mechanics field modeling of the boomless tractor is performed. Using rigid body dynamics, and considering the characteristics of wheeled special vehicles, physical assets and parameters of the boomless tractor's skeletal mesh are constructed and adjusted. Calculations and simulations are performed on the vehicle's engine, transmission, suspension, steering, and wheels to give the vehicle realistic physical properties such as inertia, mass, and center of gravity. For example, a dynamic model of the vehicle is established based on parameters such as engine power output, transmission gear ratios, and suspension system spring stiffness and damping coefficients.

[0084] Next, structural mechanics modeling of the aircraft is performed. Using the aircraft's nose landing gear as the primary point of application for the towing vehicle, a structural mechanics model of the aircraft is established. A time-varying torque is applied to the nose landing gear attachment points, and through a combination of spring damping and physical constraints at the traction coupling points, the torque is applied to the rigid body of the aircraft. Considering factors such as the aircraft's mass, center of gravity position, and landing gear strength, the stress and deformation of the aircraft during towing are simulated.

[0085] Next, environmental fluid field modeling is performed. For rainy environments, a raindrop particle system is established, with input parameters such as the number of raindrops generated, raindrop scaling, raindrop velocity, and splash frequency. The Niagara visual effects processing system is used to achieve the rainy effect in the scene, while considering the impact of rainwater on ground friction and adjusting the dynamic friction coefficient in different areas. For the aircraft engine vortex field, a vortex model is established within a range of 200 meters in front and 50 meters behind the engines on both sides of the aircraft. Parameters such as engine thrust, exhaust velocity, and nozzle diameter are input, and various parameters of the vortex are calculated.

[0086] Finally, multiphysics coupling calculations are performed. A multiphysics coupling calculation framework is built in the physics engine, integrating the mechanical fields of the towing vehicle structure, the aircraft structure, and the environmental fluid field. The interfaces and data transmission methods between the various physics fields are defined to ensure that forces and parameters can be dynamically transferred between different physics fields.

[0087] For example, during traction force transmission, the traction force output by the engine is calculated based on the operating input signal of the boomless towing vehicle, and then transmitted to the aircraft's nose landing gear through a coupling model. Factors such as the aircraft's inertial forces and steering drag during traction are considered to simulate the distribution and changes of traction force between the towing vehicle and the aircraft. In aerodynamic disturbance simulations, the aerodynamic effects of rainwater on the boomless towing vehicle and aircraft are simulated in rainy conditions, such as increased air resistance and altered airflow distribution. Simultaneously, the aerodynamic forces of the aircraft engine vortices on the boomless towing vehicle are simulated, analyzing the changes in lift, drag, and lateral forces caused by the vortices, and their impact on the stability and handling of the towing vehicle. Ground interaction simulations consider the effects of ground slope and rainwater accumulation on the boomless towing vehicle and aircraft. Ground slope forces and water resistance are calculated using a physics engine and correlated with the tire friction model, dynamically adjusting the tire grip coefficient to simulate vehicle operation under different ground conditions.

[0088] After the calculations are completed, within each simulation time step, the motion state data of the tow truck and aircraft are updated based on the results of the multiphysics coupling calculations. This includes the vehicle's speed, acceleration, angular velocity, position, and attitude, as well as the aircraft's forces and deformation. The generated motion state data is then output to the rendering system to drive the real-time motion of the tow truck and aircraft models in the scene. Simultaneously, the data is fed back to the control system to adjust simulation parameters and optimize simulation effects. For example, based on the vehicle's motion state data, the steering wheel force feedback signal is adjusted in real time to provide the driver with a more realistic driving feel.

[0089] The assessment module 700 has an early warning function and outputs assessment scores.

[0090] Specifically, the training program for the boomless towing vehicle includes three subjects: empty vehicle driving, single-position push-out, and towing from different positions. The training assistant provides text and voice prompts to help drivers perform and complete the tasks within the training scenario. Work steps are set according to the assessment criteria, and the assistant's panel provides prompts and instructions, training drivers to master and understand the work procedures.

[0091] When a towing vehicle without a gate is driving empty in a service lane, the system detects whether the towing vehicle exceeds the current speed limit based on the current lane speed limit. If it exceeds the speed limit, a warning is issued. When the vehicle deviates from the service lane, the system will perform tolerance calculation based on the road network range and the towing vehicle model without a gate. If the deviation exceeds the tolerance value, a lane departure warning is issued and it is considered a violation.

[0092] When the towing vehicle receives the task of launching an aircraft, within 20 meters of the aircraft, the speed limit for the towing vehicle is different from that when it is empty. If the vehicle speed exceeds 5 km / h, a warning will be issued. When the towing vehicle launches the aircraft and turns the aircraft, in addition to controlling the speed within 5 km / h, the system needs to monitor whether the angle formed by the towing vehicle and the front wheels exceeds the specified range. The current angle is calculated in real time by the axis of the front landing gear and the axis of the towing vehicle clamp. The system also monitors whether the center line of the towing vehicle body overlaps with or exceeds the red "No Towing" sign of the aircraft. If so, a warning will be issued directly.

[0093] When a towing vehicle without a towing pole receives a towing task, it must tow the aircraft according to the route specified by the maintenance commander and the task sheet during the towing process. If the route is deviated from, a warning will be issued directly, which is considered a violation. At the same time, different towing speeds will be set according to the conditions of different road sections during the towing process. If the speed limit of the current road section is exceeded, a warning will be issued, which is considered a violation.

[0094] When the pilot is pushing or towing, the assistant will provide corresponding operation prompts and process instructions, such as the aircraft's position during push-out, ensuring that the yellow taxi line is between the two rear landing gear wheels; there should be no navigation lights at the stop position of the towing vehicle, as this could cause the towing vehicle's support to be scratched by the protruding lights when it is lowered, resulting in damage to the towing vehicle; before lowering the wheels, the vehicle's centerline should be aligned with the aircraft to reduce external pressure on the front wheels.

[0095] Different assessment and scoring mechanisms are set up for different subjects based on the training scenario. The assessment subjects include empty vehicle driving, single-aircraft pushback, and towing at different aircraft stands. The difficulty level of the assessment is set according to environmental parameters, and the assessment content, scoring, and scoring points are set in conjunction with the subject. Environmental parameters include weather and visibility, daytime and nighttime conditions, the number of flights arriving and departing from the current apron, and the difficulty of single-aircraft pushback at different stands. The difficulty of the assessment is ranked based on weather and visibility, with complex weather conditions being more difficult, for example, rainy days are more difficult than sunny days, and heavy rain is more difficult than light rain.

[0096] Based on daytime and nighttime conditions, the nighttime assessment is more difficult than the daytime assessment because the lighting conditions are not as good at night.

[0097] Based on the current number of flights arriving and departing from the apron, a higher number indicates a busier airport operation, thus increasing the difficulty of the assessment. The assessment difficulty is set based on the operational procedures and difficulty levels, categorized as follows: empty vehicle driving < single-aircraft pushback < towing from different aircraft stands < long-distance towing. Single-aircraft pushback is further divided into eight groups of aircraft stands, with the U-shaped bay having the highest difficulty level due to its short pushback distance and significant turning angle restrictions. Towing from different aircraft stands and long-distance towing are assessed based on whether the initial aircraft stand is a self-tapping stand. Push-up stands are more difficult than self-tapping stands because the pilot must first perform the aircraft push-up procedure before proceeding with the towing procedure.

[0098] In this embodiment, multiphysics coupling calculations enable the simulation system to more realistically reproduce the complex aerodynamic environment in actual operating scenarios. Specifically, by coupling calculations of the structural mechanics field of the boomless towing vehicle, the structural mechanics field of the aircraft, and the environmental fluid field, the aerodynamic forces of engine vortices on the boomless towing vehicle are accurately presented. This allows drivers to experience aerodynamic interference similar to reality during simulation training, greatly improving the realism of the simulation. Simultaneously, in the simulation of pushing out or towing aircraft, the coupling of multiple factors such as traction force, braking force, and ground friction is comprehensively considered to accurately simulate the towing process under different operating conditions, ensuring the accuracy of the simulation results and providing reliable training data for drivers.

[0099] The system described can replace in-person training, saving on equipment and maintenance costs. Traditional training requires hands-on operation in the vehicle, with one experienced driver training one novice, which incurs significant time and equipment costs. This invention uses virtual simulation to replace in-person training, achieving one-to-many driver training, reducing investment in physical equipment, and improving daily effective training time and efficiency through a standardized model.

[0100] The system combines environmental data to simulate high-risk scenarios such as rainy days with high precision, enabling drivers to master the operating procedures and protocols for dealing with high-risk situations, thus providing a more comprehensive training experience.

[0101] In some embodiments, the multiphysics coupling calculation module includes:

[0102] The structural mechanics calculation unit for the boomless tractor is used to combine the vehicle model, tires, steering system, and maximum traction force data in the basic data, and to construct and adjust the skeletal mesh of the boomless tractor using rigid body dynamics.

[0103] The aircraft structural mechanics calculation unit is used to simulate the interaction between the aircraft's nose landing gear and the boomless towing vehicle, and to calculate the forces transmitted to the aircraft's nose landing gear.

[0104] The rainy environment fluid field calculation unit is used to simulate the frictional effect of rainwater on the poleless towing vehicle and aircraft in rainy conditions based on the particle parameters and rainfall duration of rainwater in the basic data, and dynamically adjust the friction coefficient.

[0105] The aircraft engine vortex field calculation unit is used to optimize the engine parameters in the operation input signal through physical field coupling, use parameterized curves to describe the vortex core, calculate various vortex parameters, and simulate the influence of the vortex generated by the aircraft engine on the rodless towing vehicle based on the various vortex parameters.

[0106] In specific implementation, the structural mechanics calculation unit of the linkageless tractor is implemented in the following ways:

[0107] First, the data required for calculation is collected from the basic data and the operation input signals. The main collection methods include:

[0108] The vehicle's direction is controlled via the steering wheel. Inputting direction data controls the vehicle's left and right driving direction, and the input data is pre-processed using a speed-dependent direction decay curve. Power is provided via the accelerator and brake pedals. The handbrake controls the vehicle's service and parking brakes. The gear lever controls forward and reverse gears, and the vehicle's forward or reverse movement. The clamping button controls the clamping system and docking with the wheels. The light button controls the vehicle's lights. The driver's seat button controls the driver's facing direction; current models support reversing the driver's seat for pushing or towing operations.

[0109] The boomless towing vehicle mainly consists of a frame, tires, chassis, suspension system, steering system, and clamping system. The frame needs to bear the weight of its own equipment, part of the aircraft, and various dynamic loads during the towing of the aircraft.

[0110] Based on a professional physics engine and utilizing rigid body dynamics, this system precisely constructs and adjusts the physical assets of the vehicle's skeletal mesh, taking into account the characteristics of wheeled special vehicles. Calculations and simulations are performed on several aspects, including the vehicle's engine, transmission, suspension, steering, and wheels, assigning the vehicle realistic physical properties such as inertia, mass, and center of gravity to ensure that vehicle motion follows dynamic principles. By calculating the input data, engine torque, axle torque, inter-axle torque, and inter-wheel torque are obtained. The ground interaction of each wheel, the spring force and damping force of the suspension are calculated separately, and then the combined forces are used to obtain the rigid body volume components of the vehicle body, finally outputting the vehicle's state.

[0111] Specifically, the engine speed (RPM) is converted into the torque of the vehicle's drive wheels. RPM stands for revolutions per minute. The desired engine angular velocity is calculated by taking the obtained wheel angular velocity, the currently engaged gear, the moment of inertia when the engine speed increases, the engine speed decrease coefficient, and the engine idle speed. After the calculation is completed, it is converted back into engine speed (RPM).

[0112] The boomless tractor is rear-wheel drive, and the torque between the wheels is distributed through the differential according to the type of differential.

[0113] When in neutral, the system obtains the configured region by acquiring the engine torque and the current throttle input value, and calculates the corresponding engine torque value. The desired increase in angular acceleration is then calculated using physical formulas.

[0114] Angular acceleration increment = Δt × torque ÷ moment of inertia;

[0115] When a gear is engaged, the engine is normally connected to the transmission, and the theoretical angular velocity value is calculated by reverse conversion based on the speed of the drive wheels and the current gear position of the transmission.

[0116] Target speed = Current speed + (Theoretical speed - Current speed) × 4.0 × Δt;

[0117] The engine receives a base torque from the torque curve of throttle and speed (RPM), and the throttle is used as a proportional factor to calculate the engine torque. The engine torque is then used as the output result for the transmission.

[0118] The leverless tractor unit features automatic shifting; when the engine speed is higher than the upward shift speed, it shifts to a higher gear; when the engine speed is lower than the downward shift speed, it shifts to a lower gear. The shifting time is set to simulate the shifting process.

[0119] Different gears in a transmission represent different gear ratios, which are the ratio between the input engine speed and the output wheel speed.

[0120] Axle torque = Torque × Current gear ratio × Final drive ratio;

[0121] The suspension system is a core subsystem of the vehicle chassis. It can dynamically adjust the degree of extension and compression to support the weight of the vehicle body, absorb road impacts, and keep the tires in contact with the ground.

[0122] Calculate the suspension force by determining the spring force and damping force based on the compression and velocity.

[0123] Suspension force = Spring force × k × x + Damping force × c × v;

[0124] Where X is the suspension displacement (deformation starting from the natural length), V is the relative velocity of the suspension, K is the spring stiffness, and C is the damping coefficient.

[0125] Static force is the reference force exerted by the suspension system on the vehicle body when the vehicle is stationary. It is calculated by multiplying the weight of the supported vehicle by gravity.

[0126] The steering wheels of the leverless tractor are the front wheels. Steering sensitivity is dynamically adjusted based on vehicle speed; the higher the speed, the smaller the steering angle, improving vehicle stability. The input from the steering wheel is converted into steering angle. The steering angles of the left and right wheels are calculated. Since the rotation angles of the wheels may not be identical during steering, an angle scaling mode will be used for simulation. A fixed angle ratio is set between the inner and outer wheels, with the inner wheel angle set to 70% of the outer wheel angle for simulation.

[0127] The movement of a boomless tractor is achieved through the friction between the rotating wheels and the ground. The movement of the tractor is simulated by calculating the frictional force of the wheels.

[0128] Based on the previous suspension processing results, determine whether the current wheel is in contact with the ground. If it is, set the ground friction force for the wheel to the friction force of the current ground material. The current apron scene has two ground materials: asphalt and cement. These are set using the friction coefficient parameter of the surface physical material. In the empty state, the parameter range is [0,1], for asphalt it is [0.9,1.0], and for cement it is [0.8,0.9]. The maximum friction limit depends on the normal force (N) and the friction coefficient (μ).

[0129] F friction ≤μ effective ×N;

[0130] N is the normal force, which is the ground reaction force borne by the wheel, and depends on the weight of the towing vehicle and the suspension compression.

[0131] Where F friction The maximum grip force is the limit of the maximum friction force.

[0132] N = k s ×x+c s ×v;

[0133] ks x is the suspension stiffness; c is the suspension compression; s is the damping coefficient; v is the suspension compression velocity.

[0134] Friction can be further subdivided into longitudinal friction and lateral friction. Longitudinal friction affects acceleration and braking, while lateral friction affects steering and sideslip.

[0135] By simulating the longitudinal and lateral friction of the wheels, when the braking force exceeds the grip and the vehicle speed is greater than the threshold, the braking force is limited and the activation state is marked as ABS anti-lock braking; when the driving force exceeds the grip, the driving force is limited and excess torque is calculated, causing the wheels to spin freely, which is traction control.

[0136] Instead of directly distributing the limiting force to the transverse and longitudinal directions, it is allocated according to the friction ellipse model. The following is the formula for the friction ellipse model:

[0137]

[0138] F x For longitudinal friction, F y The force is lateral friction, ensuring that the resultant force does not exceed the maximum friction limit.

[0139] The friction ellipse model represents the complex friction behavior between the tire and the road surface. Since the total friction force provided by the contact patch between the tire and the road surface is limited, in order to prevent sideslip when turning in actual driving, it is necessary to reduce the speed. The system uses the friction ellipse model to calculate the friction behavior and simulate the wheel.

[0140] The longitudinal friction of the wheel is in the forward and backward direction of the leverless tractor. When braking, the longitudinal acceleration is obtained by dividing the longitudinal velocity by the time, and the maximum braking force is calculated according to Newton's second law (F=m·a) to ensure that there is no reverse acceleration. When driving, the driving force transmitted from the engine through the gearbox is directly applied.

[0141] The lateral friction force of the wheel is in the direction of the steering of the leverless tractor. The maximum lateral braking force is calculated by dividing the lateral velocity by time and using Newton's second law (F = m·a) to ensure that there is no reverse acceleration. The current lateral force is calculated by the slip angle and the lateral stiffness.

[0142] Angular velocity conversion requires calculating the wheel's current rotation angle and updating its position:

[0143] Angular velocity = linear velocity ÷ radius;

[0144] When implementing the motion simulation framework for the boomless tractor, vehicle operations (accelerator, brake, steering wheel) are converted into mechanical properties (force, impulse, torque, etc.). The generated mechanical properties are recorded and then output to the simulation process, where physical simulation calculations are performed uniformly according to the calculation order.

[0145] Before the simulation process begins, the Apply function of FdeferredForces is called to extract the stored mechanical properties and actually set them onto the physical object.

[0146] The resultant force and resultant moment are calculated to integral the rigid volume of the vehicle body. The sum of all tire forces, suspension forces, and gravity is integrated to update the vehicle's position, attitude, and speed. Then, the vehicle's speed, acceleration, angular velocity, whether it is on the ground, wheel speed and slippage, and the force on each wheel are output.

[0147] The implementation methods of the rainy weather environment fluid field calculation unit include:

[0148] When simulating a rainy environment, the amount of rainwater and the accumulation of rainwater on the ground will have a certain impact on the friction between the wheels of the boomless towing vehicle, the aircraft wheels and the ground. This system will perform relevant calculations based on the actual situation and realize the simulation of driving the boomless towing vehicle, docking with the aircraft, and launching or towing the aircraft in a rainy environment.

[0149] First, in the rainy environment, directly input the rain particle parameters and rainfall duration data. Since the scene environment is set through the UDP protocol of the tablet central control, the rainfall duration data can be ignored. Set the relevant parameters for light rain, moderate rain, and heavy rain in the rain particle parameters, including the number of rain particles generated, raindrop scaling ratio, raindrop speed, splash frequency, etc.

[0150] The rain effect in the scene is achieved by using the Niagara visual effects processing system. First, particles are generated in the emitter. The appearance and all behaviors of the particles throughout their life cycle are updated by calling the particle update function in each frame. The rain particles are affected by gravity, impact force, etc., so that the particles change accordingly.

[0151] The physical interaction of rainwater accumulation areas creates slippery surfaces due to rainwater buildup. The corresponding dynamic friction coefficient (μ) needs to be adjusted to a range of 0.3-0.6, decreasing with water depth. The hydroplaning effect of tires causes the contact surface to fail when the water depth exceeds the tire tread depth, resulting in a friction coefficient close to zero. This is achieved by setting different friction coefficients for different areas using physical materials. The friction coefficient μ for wetlands is 0.4, while the friction coefficient μ for waterlogged areas is 0.1-0.2. The formula is:

[0152] F friction =μ·N=μ·mg;

[0153] μ decreases as rainwater depth and velocity change.

[0154] Water resistance refers to the force exerted by a tire breaking through the water surface, similar to air resistance. The formula is:

[0155]

[0156] ρ is the density of water, A is the frontal water-facing area of ​​the tire, and C is the density of water. ω This is the water resistance coefficient;

[0157] The faster the tractor moves, the greater the resistance to pushing water, and the less responsive the throttle becomes.

[0158] Inertia and sideslip force: When cornering, insufficient lateral friction provided by a wet road surface can lead to understeer or fishtailing. This is simulated by dynamically reducing the LateralFriction Scale of the Chaos vehicle (a tow barless tractor), using a center of gravity offset algorithm.

[0159]

[0160] The braking force changes because the friction coefficient (μ) decreases, resulting in a longer braking distance in the rain. In the simulation, the vehicle output is kept constant, but the decrease in μ due to the ground causes the actual deceleration to decrease.

[0161]

[0162] In terms of driving simulation effects, regarding vehicle handling, excessive throttle application during start-up in slippery areas causes tire spin. Wheel Slip Curve can improve the feel of slippage. Due to insufficient friction, the steering wheel has a smaller steering angle response, reduced damping in wet areas, lighter steering torque, and momentary vibration and reduced self-centering force in areas with standing water. Braking distance is noticeably longer.

[0163] The implementation methods of aircraft structural mechanics calculation units include:

[0164] During the simulated driving of the boomless towing vehicle, the aircraft primarily interacts with the boomless towing vehicle through its landing gear. The aircraft's nose landing gear is the main point of contact for the boomless towing vehicle, and it needs to withstand the complex loads generated by the towing, braking, and steering operations of the boomless towing vehicle.

[0165] The time-varying torque applied to the aircraft's nose landing gear hardpoint is the effect of the tractor on the aircraft. By combining the spring damping and physical constraints at the traction coupling point, the torque is applied to the rigid body of the aircraft. The tractor body is driven by vehicle physics. The desired traction force is obtained from the tractor's state (throttle, brake, steering, tire grip, etc.). Then, the forces (elasticity, damping, maximum load, etc.) transmitted to the aircraft's nose landing gear are calculated through the coupling model and implemented on the aircraft.

[0166] As an unpowered physical object, an aircraft is stationary before docking. At this time, the center of gravity of the aircraft is located at the center of the entire aircraft. The overall weight of the Airbus A320 and Boeing 737 is calculated as 78 tons when fully loaded.

[0167] When the aircraft's nose wheel docks with the boomless tractor, physical constraints are used to limit the aircraft's displacement and angle, simulating rigid coupling.

[0168] The physical constraints employ a coupled-point spring-damped model, with constraint rules including displacement and angle constraints. After receiving throttle, brake, and steering signals from the driver, the physics engine uses the tire model to calculate the real-time slip ratio and traction force. These forces are integrated into a system-transmitted force vector F, which is then used to apply corresponding constraint torques τ to the aircraft's rigid body. Subsequently, the physics engine calculates the motion state of the tractor and aircraft based on the results of the force and torque interactions, updating their pose data. Finally, the rendering system drives the motion of the corresponding models in the scene based on the updated pose data, and combines lighting, material, and other rendering parameters to complete real-time scene rendering, thus achieving a complete closed loop from driving operation to dynamic scene presentation.

[0169] The implementation methods of the aircraft engine vortex field calculation unit include:

[0170] Aircraft engines draw in air and eject it at high speed, creating a jet stream. When this high-temperature, high-pressure airflow mixes with the surrounding low-temperature, low-speed air, it generates a rotating vortex. This vortex can interfere with the simulated boomless towing vehicle in this system. Therefore, this paper explains the simulated scenarios in which the engine vortex affects the driving of the boomless towing vehicle.

[0171] During the process of launching an aircraft using a boomless towing vehicle, the aircraft's engines are not allowed to be started. Therefore, in the scenario simulation, if the boomless towing vehicle does not push the aircraft into position and lowers the aircraft's front wheels and drives away from the aircraft to a certain distance, the aircraft's engines will be in a non-operating state. If the boomless towing vehicle pushes the aircraft into position, lowers the aircraft's front wheels and drives away from the aircraft to a certain distance, the aircraft will start its second engine first and then its first engine.

[0172] This system simulates the vortices generated by the aircraft engines within a 200-meter radius in front and 50-meter behind, starting from the engines on both sides of the aircraft. Therefore, "Stop" signs are set in the scenario based on the actual apron environment. If the distance between the aircraft stand and the service lane is within the vortex's influence range, a sign needs to be placed on the service lane in front of that stand. When the towing vehicle is traveling on the service lane, if an aircraft is entering or leaving a stand with a "Stop" sign and the vehicle does not stop, a warning will be issued. If the aircraft engine vortex is at its highest speed, and the towing vehicle or maintenance personnel are close to the vortex's range, they will be affected by the vortex, simulating the effect of wheels being suspended in the air and maintenance personnel being blown over.

[0173] Depending on the aircraft type, the aircraft commonly used in the scenario are the Airbus A320 and Boeing B737. First, input the engine's maximum and minimum exhaust speeds and maximum and minimum exhaust temperatures. Then, calculate the current exhaust speed and temperature based on time and acceleration to perform a scenario simulation. The aircraft will start rotating the engine blades from slow to fast.

[0174] The behavior of eddy particles is controlled based on the calculation formula of eddy particle properties:

[0175] Initial velocity = engine exhaust velocity + aircraft current velocity vector;

[0176] Rotational speed = F (thrust, nozzle diameter);

[0177] Optimization is achieved through physical field coupling, and the solution is simplified using the Navier-Stokes method.

[0178]

[0179] The vortex core is described using parametric curves:

[0180] Γ(r)=(Γ0÷2π)×(1-exp(-1.256×(r÷r_c) 2 ));

[0181] Where Γ is the eddy circulation and r_c is the eddy core radius.

[0182] Various parameters of the eddy are calculated, and condensation of water vapor is simulated using Niagara particles. Dynamic perturbation maps are used to simulate the visual effects of eddy distortion and other scenes.

[0183] In some embodiments, the multiphysics coupling calculation module further includes:

[0184] The clamping device mechanical calculation unit is used to couple other units in the multiphysics coupling calculation module to establish a mechanical model of the clamping device of the rodless tractor. The mechanical model includes at least clamping force, friction force, kinematic and dynamic characteristics of the clamping mechanism, and calculates the contact mechanics between the clamping device and the aircraft landing gear, and simulates the stress distribution and deformation during the clamping process.

[0185] The vibration simulation unit is used to identify vibration sources generated by the boomless tractor during driving and operation, including at least engine vibration, vibration caused by road surface unevenness, and vibration caused by the operation of the clamping device.

[0186] In specific implementation, the mechanical calculation unit of the clamping device is implemented in the following ways:

[0187] The clamping device system of the boomless tractor determines whether it is in an empty state. The system disassembles and simulates the structure of the clamping device system to simulate the boomless tractor lifting or lowering the front wheel, thereby determining whether it is in an empty state.

[0188] The clamping device system of the boomless towing vehicle includes a hydraulic control system, a wheel clamping mechanism, and a clamping device. It mainly consists of front and rear door rails, wheel brackets, suspension equipment, and hydraulic control equipment. This system physically simulates the process of clamping the aircraft's nose wheel and lifting it off the ground.

[0189] The front and rear door panels are devices for fixing the front wheel and clamping it in place;

[0190] The wheel bracket is used to place the nose wheel and lift it off the ground, allowing part of the aircraft's weight to be transferred to the boomless towing vehicle, thus making the aircraft and the boomless towing vehicle appear as a single physical unit.

[0191] The suspension system is the connection device between the vehicle and the bracket, and its main function is to provide suspension force to lift the front wheels and their brackets.

[0192] The hydraulic control equipment is located in the cab of the boomless tractor. This system is simulated via buttons on a central control panel. The driver operates the gates and suspension system, performing operations such as opening and closing the gates and raising and lowering the wheel brackets. The system mainly consists of four operations: lowering the wheel bracket, opening the front gate, closing the front gate, and raising the wheel bracket. When operating these operations, the driver must press and hold the corresponding button. If the button is released during operation, the corresponding equipment will stop. For example, when lowering the wheel bracket, the driver must press and hold the button until the wheel bracket is fully lowered. If the button is released before the wheel bracket is fully lowered, the wheel bracket will stop moving until the button is pressed again.

[0193] After opening the front door, during docking of the front wheels, physical constraints are applied to both the target front wheels and the target rear door. These physical constraints simulate the docking of the tractor with the front wheels. The driver simulates hydraulic equipment to close the front door. At this point, the tractor must be in neutral for docking. The aircraft's front wheels are clamped by the front and rear door devices. Since the aircraft's mass is greater than that of the tractor without a boom, the aircraft will pull the tractor forward a short distance, generating a collision impulse. The system then calculates and outputs a simulated steering wheel vibration.

[0194] The nose wheel is clamped at the moment the gate closes. The aircraft's axle remains at the nose landing gear. The load on the nose wheel is transferred to the tractor, which increases the friction between the tractor wheel and the ground. At this time, the vehicle's friction coefficient increases, which is inconsistent with the empty vehicle state. The maximum friction limit in the empty vehicle state is 1, while after the nose wheel is clamped, the maximum friction limit is greater than 1.

[0195] After clamping the nose wheel, the nose wheel bracket is raised under hydraulic control, at which point the aircraft's center of gravity shifts slightly backward from the center of the aircraft. During the turn, the deviation between the vehicle's centerline and the longitudinal axis of the nose landing gear is calculated to simulate the nose landing gear overload protection device corresponding to a boomless towing vehicle, thereby monitoring the traction load and the nose wheel torsion angle. If the traction load or the nose wheel torsion angle reaches the advance threshold, a warning is issued to remind the driver to make the corresponding response in a timely manner, thus training the driver's driving habits.

[0196] During the aircraft rollout process, the overspeed threshold for the towing vehicle is set at 5 km / h, and the overspeed threshold for towing the aircraft is set at 25 km / h. If the speedometer exceeds the threshold, a warning will be issued.

[0197] The vibration simulation unit is implemented in the following ways:

[0198] Vibration simulation scenario:

[0199] When the boomless tractor docks with the front wheel, the moment the front wheel touches the gate is simulated to mimic the actual contact between the front wheel and the rear gate.

[0200] The front and rear door barriers clamp the aircraft's front wheels. Since the aircraft's mass is greater than that of the towing vehicle without a boom, the aircraft will pull the towing vehicle forward a short distance to simulate the actual tactile sensation.

[0201] The system calculates the collision impulse as a physical quantity based on the collision impulse between two target objects. The following is the formula for calculating the magnitude of the collision impulse:

[0202]

[0203] Collision impulse J (vector), in units of (N·s)

[0204] Obtain the mass m (kg) and velocity change Δv (m / s) of the boomless tractor.

[0205] J = m·Δv;

[0206] When two objects collide, the impulse received by each is calculated using their respective mass and velocity changes.

[0207] At the moment of collision between the model of the rear door of the poleless tractor and the model of the front wheel of the aircraft, the speed before and after the collision is obtained through the engine, and then J is calculated. The direction of the force feedback (left, right, center) is determined and projected onto the wheel axle direction to calculate the physical quantity. Then the physical quantity is normalized to the expected response range of the device.

[0208]

[0209] The response range is (0,1), J refA collision that signifies "extremely strong".

[0210] This physical quantity is mapped to a set of force feedback effect parameters: Length Ms → length; Period Ms → period; Average Strength → average strength; Peak Strength → peak strength; Direction Headin → direction; Direction Pitch → direction spacing; Shape → vibration shape.

[0211] The engine layer converts the above force feedback effect parameters into the data structure required by the API and sends them directly to the device firmware via VID and PID messages. After receiving the messages, the steering wheel firmware loads them into the force feedback engine of the device's motor controller. The firmware uses an internal control loop to drive the motor, and the mechanical force generated by the motor is transmitted to the steering wheel shaft through gears. The driver obtains force vibration from the steering wheel, achieving the system's simulation of actual vibration tactile sensation.

[0212] In some embodiments, the multiphysics coupling calculation module further includes:

[0213] The aircraft launch or towing state calculation unit is used to convert the force and interaction relationship between each physical field and the towing vehicle into parameters such as the towing vehicle's driving resistance, tire grip changes, and vehicle body forces, thereby simulating the empty state of the towing vehicle, the launch state of the aircraft, and the simulated state of the towing vehicle.

[0214] In practice, when the towing vehicle is empty, since there is no aircraft to dock with, only the weight of the entire vehicle and driver, driving resistance, and tire grip changes are calculated. When the towing vehicle is pushing out or towing an aircraft, the weight of the aircraft needs to be considered in the calculation and simulation. At the same time, the driving resistance, tire grip, and vehicle body forces will increase, and traction force will be added to simulate the behavior of pushing out or towing an aircraft.

[0215] The current boomless towing vehicle model has two driving directions, A and B. Direction A is the normal forward driving direction, not facing the clamping device; direction B is facing the clamping device. When the boomless towing vehicle's bracket is not empty, and the door is closed and the bracket is raised, being in direction B indicates the aircraft is being launched, while being in direction A indicates the aircraft is being towed. When the boomless towing vehicle's bracket is empty and not under load, it is in an empty vehicle state.

[0216] The following explains the force and interaction relationships between physical fields and the towing vehicle without a tow bar, specifically divided into 5 cases: ground slope and the towing vehicle without a tow bar, rainwater accumulation on the ground and the towing vehicle without a tow bar, aircraft and the towing vehicle without a tow bar, pavement material and the towing vehicle without a tow bar, and obstacles and the towing vehicle without a tow bar.

[0217] Import the 3D scene model, obtain the slope data of the terrain network through the physics engine, calculate the slope angle θ, obtain the slope force according to the formula, apply the force along the slope direction in the AddForce function of the vehicle rigid body component, and at the same time associate the slope parameters in the tire friction model to dynamically adjust the tire grip coefficient.

[0218] F 坡度 =m 车 ×g×sinθ;

[0219] θ is the slope angle, m 车 Let g be the total mass of the leverless tractor, and g be the acceleration due to gravity.

[0220] Mark the water accumulation area and obtain water depth data in the Niagara particle system. Determine the contact area A between the poleless tractor and the water accumulation through collision detection in the blueprint. Calculate the water resistance by combining the tractor speed v. Apply water resistance to the bottom of the tires by calling the AddForceAtLocation function in the blueprint, while reducing the tire friction coefficient to 60%-80% of that on dry roads.

[0221] F 水阻 =0.5×ρ×v 2 ×A×C;

[0222] ρ is the density of water, v is the velocity of the tractor relative to the water, A is the contact area between the tractor and the water, and C is the drag coefficient.

[0223] A physical constraint joint is created between the aircraft rigid body and the vehicle wheel clamping mechanism. After calculating the acceleration 'a' through the vehicle power system, the driving force parameter F is set in the constraint joint. The lateral force F is calculated through the vehicle steering angle. The constraint torque τ is applied in the AddTorque function of the aircraft rigid body to restrict the aircraft's rotational degree of freedom.

[0224] F 牵引 =m 机 ×a×k;

[0225] m 机 Let be the aircraft mass, 'a' be the acceleration, and 'k' be the power transmission coefficient.

[0226] τ 约束 =L×F 侧向 ;

[0227] L represents the distance from the nose landing gear to the aircraft's center of gravity, F 侧向 It is a lateral force.

[0228] Physical materials are set for different pavement materials (cement, asphalt, grass, etc.), and a friction coefficient μ is defined in the physical material. When the vehicle tire contacts the pavement, the physics engine automatically reads the μ value at the contact point and calculates the F value based on the vehicle's gravity.正压 Friction force is obtained, and the friction coefficient fusion method when multiple materials are in contact is controlled by the FrictionCombineMode parameter of the tire assembly.

[0229] F 摩擦 =μ×F 正压 ;

[0230] μ is the coefficient of friction of the pavement surface, F 正压 This represents the normal force exerted by the vehicle on the ground.

[0231] Add a collider component to the obstacle model and set up a collision response channel. When a vehicle collides with an obstacle, obtain the penetration depth Δx at the collision point through the OnComponentHit event. Set the stiffness coefficient k in the blueprint according to the obstacle type (such as guardrail, equipment), and call the AddImpulse function to apply an instantaneous impact force F at the collision point. 碰撞 This triggers both collision sound effects and particle effects.

[0232] F 碰撞 = k × Δx;

[0233] k is the stiffness coefficient, and Δx is the amount of collision deformation.

[0234] This application also provides a method for simulating the driving of a boomless tractor. Please refer to [link / reference needed]. Figure 2 As shown, the method includes:

[0235] S100: Collects operation input signals from the steering wheel, pedals, and gear shift lever; collects environmental data input by the driver in the tablet central control, the environmental data including at least weather data, time data, and lighting data;

[0236] S200: Collects building data and combines it with the environmental data to render a 3D scene model of the apron in real time;

[0237] S300: Based on the environmental data, the operation input signal, and the basic data of the boomless towing vehicle, perform coupled calculations on the structural mechanical field of the boomless towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field. Simulate the interaction and dynamic changes between the mechanical fields through the physics engine to generate motion state data of the boomless towing vehicle and the aircraft.

[0238] S400: Render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen;

[0239] S500: Generates a force feedback signal based on the motion state data and outputs it to the steering wheel or pedal of the leverless tractor;

[0240] S600: Based on the operation input signal and the motion state data, and in conjunction with the preset assessment criteria, generate assessment results and details.

[0241] In some embodiments, the coupled calculation of the structural mechanical field of the towing vehicle, the aircraft structural mechanical field, and the environmental fluid field based on the environmental data, the operational input signal, and the basic data of the towing vehicle includes:

[0242] Combining the vehicle model, tires, steering system, and maximum traction force data from the basic data, rigid body dynamics is used to construct and adjust the skeletal mesh of the boomless tractor.

[0243] Simulate the interaction between the aircraft's nose landing gear and a boomless towing vehicle, and calculate the forces transmitted to the aircraft's nose landing gear;

[0244] Based on the particle parameters and duration of rainfall in the aforementioned basic data, the effect of rainwater on the friction of a poleless towing vehicle and an aircraft under rainy conditions is simulated, and the friction coefficient is dynamically adjusted.

[0245] Based on the engine parameters in the operation input signal, optimization is performed through physical field coupling. The vortex core is described by parametric curves, and various vortex parameters are calculated. Based on these vortex parameters, the influence of the vortex generated by the aircraft engine on the rodless tractor is simulated.

[0246] This application also provides a boomless tractor driving simulation device; please refer to [link / reference]. Figure 3 As shown, the device includes:

[0247] The data acquisition module Q100 is used to collect operation input signals from the steering wheel, pedals, and gear shift lever; collect environmental data input by the driver in the tablet central control, the environmental data including at least weather data, time data, and lighting data; collect building data, and combine the environmental data to render a three-dimensional scene model of the apron in real time.

[0248] The physical field coupling calculation module Q200 is used to perform coupled calculations on the structural mechanical field of the towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field based on the environmental data, the operation input signal, and the basic data of the towing vehicle. The physical engine simulates the interaction and dynamic changes between the mechanical fields to generate motion state data of the towing vehicle and the aircraft.

[0249] The visual rendering module Q300 is used to render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen.

[0250] The force feedback module Q400 is used to generate a force feedback signal based on the motion state data and output it to the steering wheel or pedal of the rodless tractor.

[0251] The assessment module Q500 is used to generate assessment scores and details based on the operation input signals and the motion state data, combined with preset assessment standards.

[0252] The functions of each module in the above-mentioned boomless tractor driving simulation device correspond to the steps in the above-mentioned boomless tractor driving simulation method embodiment, and their functions and implementation processes will not be described in detail here.

[0253] This application also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the boomless tractor driving simulation method as described in any of the above embodiments.

[0254] This application also provides a computer-readable storage medium storing a program. The computer-readable storage medium refers to a data storage medium, which may include, but is not limited to, floppy disks, optical disks, hard disks, flash memory, USB flash drives, and / or Memory Sticks. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The working process, details, and technical effects of the computer-readable storage medium provided in this embodiment can be found in the above embodiment regarding a method for simulating the driving of a leverless tractor, and will not be repeated here.

[0255] The application also provides a computer program product, including computer instructions that, when executed by a processor, implement the steps of the boomless tractor driving simulation method as described in any of the above embodiments.

[0256] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM).

[0257] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification. The above embodiments only illustrate several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that for those skilled in the art, several modifications and improvements can be made without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A driving simulation system for a boomless tractor, characterized in that, include: The control acquisition module is used to acquire operation input signals from the steering wheel, pedals, and gear shift lever; The environment simulation module is used to collect environmental data input by the driver in the tablet central control, and the environmental data includes at least weather data, time data, and lighting data. The 3D scene rendering module is used to collect building data and combine it with the environmental data to render a 3D scene model of the apron in real time. The multiphysics coupling calculation module is used to perform coupled calculations on the structural mechanical field of the towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field based on the environmental data, the operation input signal, and the basic data of the towing vehicle. The module simulates the interaction and dynamic changes between the mechanical fields through the physics engine to generate motion state data of the towing vehicle and the aircraft. A visual feedback module is used to render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen. The force feedback module is used to generate a force feedback signal based on the motion state data and output it to the steering wheel or pedal of the leverless tractor. The assessment module is used to generate assessment scores and details based on the operation input signals and the motion state data, combined with preset assessment standards.

2. The boomless tractor driving simulation system according to claim 1, characterized in that, The multiphysics coupling calculation module includes: The structural mechanics calculation unit for the boomless tractor is used to combine the vehicle model, tires, steering system, and maximum traction force data in the basic data, and to construct and adjust the skeletal mesh of the boomless tractor using rigid body dynamics. The aircraft structural mechanics calculation unit is used to simulate the interaction between the aircraft's nose landing gear and the boomless towing vehicle, and to calculate the forces transmitted to the aircraft's nose landing gear. The rainy environment fluid field calculation unit is used to simulate the frictional effect of rainwater on the poleless towing vehicle and aircraft in rainy conditions based on the particle parameters and rainfall duration of rainwater in the basic data, and dynamically adjust the friction coefficient. The aircraft engine vortex field calculation unit is used to optimize the engine parameters in the operation input signal through physical field coupling, use parameterized curves to describe the vortex core, calculate various vortex parameters, and simulate the influence of the vortex generated by the aircraft engine on the rodless towing vehicle based on the various vortex parameters.

3. The boomless tractor driving simulation system according to claim 2, characterized in that, Also includes: The rainy weather environment fluid field calculation unit is also used to realize the rainy weather effect through the Niagara visual effects processing system and send it to the visual feedback module. The aircraft engine vortex field calculation unit is also used to simulate condensed water vapor using Niagara particles and to simulate the scene visual of vortex distortion using dynamic disturbance maps, simulating the effect of wheels being suspended in the air and maintenance personnel being blown over, and then sending it to the visual feedback module.

4. The boomless tractor driving simulation system according to claim 2, characterized in that, The multiphysics coupling calculation module also includes: The clamping device mechanical calculation unit is used to couple other units in the multiphysics coupling calculation module to establish a mechanical model of the clamping device of the rodless tractor. The mechanical model includes at least clamping force, friction force, kinematic and dynamic characteristics of the clamping mechanism, and calculates the contact mechanics between the clamping device and the aircraft landing gear, and simulates the stress distribution and deformation during the clamping process. The vibration simulation unit is used to identify vibration sources generated by the boomless tractor during driving and operation, including at least engine vibration, vibration caused by road surface unevenness, and vibration caused by the operation of the clamping device.

5. A method for simulating the driving of a boomless tractor, characterized in that, include: Collects operation input signals from the steering wheel, pedals, and gear shift lever; Collect environmental data input by the driver in the tablet central control, the environmental data including at least weather data, time data, and lighting data; Collect building data and combine it with the environmental data to render a 3D scene model of the apron in real time; Based on the environmental data, the operation input signals, and the basic data of the boomless towing vehicle, the structural mechanical field of the boomless towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field are coupled and calculated. The interaction and dynamic changes between the mechanical fields are simulated through the physics engine to generate motion state data of the boomless towing vehicle and the aircraft. Render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen; Based on the motion state data, a force feedback signal is generated and output to the steering wheel or pedal of the leverless tractor. Based on the operation input signal and the motion state data, combined with the preset assessment criteria, the assessment results and details are generated.

6. The method for simulating driving of a boomless tractor as described in claim 5, characterized in that, The coupled calculation of the structural mechanical field of the towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field based on the environmental data, the operational input signal, and the basic data of the towing vehicle includes: Combining the vehicle model, tires, steering system, and maximum traction force data from the basic data, rigid body dynamics is used to construct and adjust the skeletal mesh of the boomless tractor. Simulate the interaction between the aircraft's nose landing gear and a boomless towing vehicle, and calculate the forces transmitted to the aircraft's nose landing gear; Based on the particle parameters and duration of rainfall in the aforementioned basic data, the effect of rainwater on the friction of a poleless towing vehicle and an aircraft under rainy conditions is simulated, and the friction coefficient is dynamically adjusted. Based on the engine parameters in the operation input signal, optimization is performed through physical field coupling. The vortex core is described by parametric curves, and various vortex parameters are calculated. Based on these vortex parameters, the influence of the vortex generated by the aircraft engine on the rodless tractor is simulated.

7. A driving simulation device for a boomless tractor, characterized in that, include: The data acquisition module is used to collect operation input signals from the steering wheel, pedals, and gear shift lever; The system collects environmental data input by the driver into the tablet control panel, including at least weather data, time data, and lighting data; it also collects building data and, in conjunction with the environmental data, renders a three-dimensional scene model of the apron in real time. The physics field coupling calculation module is used to perform coupled calculations on the structural mechanical field of the towing vehicle, the structural mechanical field of the aircraft, and the environmental fluid field based on the environmental data, the operation input signal, and the basic data of the towing vehicle. The module simulates the interaction and dynamic changes between the various mechanical fields through the physics engine to generate motion state data of the towing vehicle and the aircraft. A visual rendering module is used to render a visual image based on the environmental data and the motion state data, and display the visual image on the driver display screen. A force feedback module is used to generate a force feedback signal based on the motion state data and output it to the steering wheel or pedal of the leverless tractor. The assessment module is used to generate assessment scores and details based on the operation input signals and the motion state data, combined with preset assessment standards.

8. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the boomless tractor driving simulation method as described in any one of claims 5 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program, wherein when the program is executed by a processor, it implements the boomless tractor driving simulation method as described in any one of claims 5 to 6.

10. A computer program product comprising computer instructions, characterized in that, When executed by a processor, the computer instructions implement the steps of the boomless tractor driving simulation method according to any one of claims 5 to 6.

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